Kia Rio vs Kia Tasman

What's the difference?

The Rio S Manual is a fun-to-drive little car with a big practicality and multimedia offering in a segment rapidly heading towards extinction.

While some elements of the drive experience are reminiscent of budget cars from 10-20 years ago, Kia makes up for it by wrapping the Rio in a contemporary looking and feeling package, ready for the buyer who needs no frills and demands no nonsense. Until the manual transmission goes the way of the dodo, there is almost no better option.

Kia has taken a great big swing here. And you know what? Driving it out in rural NSW during the depths of winter, the new Tasman is an impressive and solid first effort. In fact, in a couple of key areas ­– namely interior design, cabin packaging and overall operational ease – it might be a segment front runner.

But precisely because Kia has come so close first time out, we want a more comfortable and settled ride, more top-end power response and a broader range of engine options, including electrification. These will come in time, but, for now, the Tasman stands tall as an unexpectedly friendly and enjoyable alternative to the equivalently priced Ranger, HiLux, Triton and D-Max. And that's a massive win in our books.

While notable equipment is missing, the Rio reclaims lost ground with the way it looks, and to a degree, the way it feels.

Ever since this new generation hatch launched, I’ve thought it brings a slick modern design to the city-car space, and even in its most rudimentary form as-tested (our car even came in the most basic ‘Clear White’ paint) it’s a great looking little hatch.

Sure, it doesn’t have the romance factor of the Fiat 500, nor the more delicate curvature of the much more expensive new-generation Toyota Yaris, but it certainly has a more refined visage than, say, the MG3 whilst feeling a bit more grown-up than the Suzuki Swift.

Solid, squared-off lines give this car a sporty pose, and its frowny-face and blocky rear round out a stout city-car persona, and I especially like the way even this most basic trim is adorned with contrast pieces, a spoiler above the boot lid, and body-coloured door handles and mirrors.

Sure, the 15-inch steelies dress it down a bit, but on the Rio these leave the impression of financial prudence rather than cost-cutting.

Inside is basic but tidy. The overall look maintains a hint of sportiness, with an appealing symmetrical finish to the dash.

There’s no question the Rio is a budget model when it comes to the touch though, with everything either a soft polyurethane or a nasty hard plastic, so while it all might look neat it’s far from the most comfortable place to be for long periods of time.

The basic dot-matrix multifunction display, chunky plastic air-conditioning controls, and polyurethane items from the wheel to the handbrake and shifter are reminders of a bygone era, but the overall aesthetic of the driver’s space is pleasing.

Plenty has been said about the Tasman’s very individual styling, with opinions differing wildly.

That is the subjective nature of aesthetics, and our only useful observation here is that exposure does lead to familiarity that we found endearing.

The point is that at least people are talking about it. Kia clearly meant this vehicle to stand out against the hordes of other medium-sized utes.

While the front- and rear-end designs won’t please everybody, the Tasman is well-proportioned in profile.

But there is another function to the Kia’s design that should silence even its harshest critics, and that’s when you look at it from a functionality perspective.

Slightly larger in almost every dimension than the three leaders in Australia – Ranger, HiLux and Isuzu D-Max – the Kia ute feels like it's been designed around people. It's a fit for purpose exercise owners will appreciate over time.

Drinking in the dimensions, the Tasman measures in at 5410mm in length, 1930mm in width, 1870mm/1890mm/1920mm (S, SX, SX+/X-Line/X-Pro, and all with roof racks) in height and 3270mm in wheelbase.

These figures differ some +40mm, +12mm, –5mm to +45mm and 0.0mm to Ranger, and are +85mm, +75mm, +65 to +105mm and +185mm more than HiLux, respectively (according to Kia).

And such size is felt inside.

For many people, the Tasman’s attractive cabin is its best view, thanks to a vast amount of space, a smart, very car-like dashboard dominated by a massive electronic display, interesting textures and focus on practicality and ease of function.

Inner beauty, then. Isn’t that what we humans ultimately strive for?

I'd argue the key reason to buy the Rio at this end of the market is that it has the most space and largest cabin relative to its rivals, bar maybe the Suzuki Baleno.

All-round practicality is great, with front passengers scoring a low, sporty seating position with a high roof, and so much width in the cabin it almost feels like the Rio belongs in the next segment up.

Storage options up front include a large bottle holder and bin in each of the doors, dual cupholders next to the handbrake up front, and a large storage tray underneath the climate unit. Unlike the Yaris or Mazda2, the Rio features a small armrest console box, which gives a small lift to the ambiance of the cabin.

Back seat passengers are treated to great space for this segment, which feels nice and open courtesy of the large rear windows. At 182cm tall, I have airspace for my knees behind my own driving position, as well as relatively healthy headroom and ample width, which is again more like a car in the next segment up.

Rear passengers don’t get adjustable air vents, but there is a single USB port, a single pocket on the back of the passenger seat, and small bottle holders in each of the doors.

Perhaps the Rio’s biggest drawcard is its boot capacity, which at 325 litres is one of the largest in the city car class. Unlike the Yaris, Mazda2, or Suzuki Swift, the Rio will actually accept the CarsGuide three-piece luggage set with the rear seats up, although the rear view was obscured by the medium case.

Thanks to the boxy roofline, the Rio offers a cavernous 980L with the rear seats folded down, and despite its abundance of room, maintains a space saver spare wheel under the floor.

Big, solid doors swing wide, opening up to an expansive cabin that is larger and airier than most mid-sized utes we’ve encountered.

The Tasman is meant to be a workhorse, and there are lots of hard plastics everywhere. Yet even the lower grades seem premium, because the materials have a quality finish to them. And the attention to detail feels elevated for a ute.

The Audi-esque full-length ventilation bar encircling the main dashboard backing is a perfect example of this, presented in a honeycomb texture and featuring airflow direction joysticks because, well, just because.

The lovely cloth upholstery is another. It helps make the brilliantly comfortable front seats even better, even after longer stints on them. Of course, a fine driving position helps, with the aid of an attractive, 'squircle'-esque steering column that tilts and telescopes, as well as superb vision all-around, easy-to-access controls and even big sun visors that swing and extend to the side for better sun block. Thank you! And nothing’s a stretch away, except for the other side of the ute.

Dominating the dashboard is an elegant 76cm electronic display.

Divided into three, it consists of a 12.3-inch digital instrumentation cluster, another for the multimedia and vehicle settings touchscreen, and a smaller 5.0-inch section for the super-effective climate controls.

Sounds complicated, but it isn’t, particularly as Kia also provides separate toggle switches for temperature, fan and related functions, a central volume wheel and a set of buttons for GPS, multimedia and other operations. All are anti-distraction and simple to the extreme.

The good times keep rolling with ample storage, including on the wide centre console, in all four doors and under the rear cushions.

The lower grades have a T-bar auto selector in the centre, but the X grades swap out a column stalk that frees up more space for phone chargers, additional storage and a front armrest that flips forward to provide a makeshift flat-surface table. We haven’t seen that since the Ford AU Falcon’s now-ultra-rare work-station accessory.

Synthetic leather trim, classy seat and dash patterns, glossier finishes and ambient lighting up the luxury ante in the up-spec versions, too.

The Tasman cabin love-fest continues in the DC P/U’s spacious second row, offering room for a trio of passengers, even larger ones wearing big boots to tuck underneath the front seats. You don’t feel hemmed-in with your scalp against the rear glass.

Again, easy access, on pleasingly thick cushions and a nicely-raked backrest. The latter lift and fold respectively for the aforementioned hidden storage options.

But while the appealing ambience remains, the S and SX miss out on a rear air vents and the cupholders that come with the deleted centre armrest.

No such issues blight the X models, which also bring rear seats that slide forward, offering some extra recline, along with additional USB-C ports.

All models feature grab handles, overhead lighting and coat hooks.

It’s also worth noting that the Tasman’s interior is quiet.

Further back in the DC P/U is a tub, that measures in at 1573mm long, 1600mm wide and 540mm high, meaning it is rated for European and Australian pallets. Except for a 31mm shortfall in the width between the wheelarches at 1186mm, Kia says these numbers are superior to Ranger equivalents, though the HiLux is better for length and girth.

Other numbers to remember are the Tasman’s 1212 litres (VDA) of tub capacity, 3250kg Gross Combined Mass and payload that varies from 1013kg (X-Pro) to 1124kg. A sub-tonne modification is also available. Braked trailer towing capacity is 3500kg, or 750kg without brakes.

Every Tasman’s tub also includes a lift-assist tailgate, four tie-down hooks, but only higher-grade models come with a tub liner, side rails and cleats, a 240V power outlet, extra lighting and a hidden compartment within the right-side wheel arch. Several tonneaus can be had, in soft and hard and manual or electric operation, as well as sports bars and fleet or premium canopy choices. Both line up with the roof racks for longer loads.

The tray in Cab Chassis models, meanwhile, can be had in colour-coded heavy-duty steel, as well as HD alloy and a double-folded aluminium extruded item. Extra storage boxes and drawers, water tanks and trundle trays are available.

Finally, the tow bar with rated recovery hooks can manage twice the Tasman’s GVM.

Kias used to only be about cheapness. Remember the Mentor, Credos and Carens from about 25 years ago? Well, things have certainly changed!

And, more importantly, since then, the South Korean brand has not been afraid to take some mighty big swings.

Like with the Pro_Cee’d hot hatch, Picanto city car, later Sorento family SUVs, Stinger grand touring sports sedan and Carnival people mover. Some flopped, but all were met with critical acclaim, while today’s EV3, EV6 and EV9 SUVs are amongst the greatest electric vehicles of this or any era. All this from humble little Kia!

And the Tasman ute’s pricing, too, is ambitious.

All auto-only, the MY26 TK series kicks off with the two-wheel-drive (4x2) S from $38,010 (all prices before on-road costs) in Single Cab Chassis (SCC) and $42,990 Double Cab Pick-Up (DC P/U) guises.

Yep, only two 4x2 models exist in Australia for now.

The cheapest four-wheel drive Tasman is the S SCC 4x4 from $45,010, followed by the S Double Cab Chassis (DCC) 4x4 from $48,240 and S DC P/U from $49,990.

Equipment-wise, the Tasman S grade includes adaptive cruise control, dual-zone climate control, wireless Apple CarPlay and Android Auto, twin 12.3-inch instrumentation and multimedia displays, an integrated trailer brake controller and – on the DC P/U – a reversing camera, front and rear parking sensors and rear-bumper steps. But no standard bedliner.

These come up on top of the keyless entry/start, cloth seats, seven-year subscription to connected services with over-the-air updates, under-seat storage, lift-assist tailgate, a full-sized spare wheel and a range of advanced driver-assist systems (ADAS). More on the latter in the safety section below.

Going Tasman SX 4x4 in $49,520 SCC, $52,740 DCC and $54,490 DC P/U models means upgraded features like 17-inch alloys, a broader spread of ADAS, extra drive modes, sat-nav and powered folding mirrors.

From SX+ 4x4 and up DC P/U only, from $62,390. Aimed at private buyers, it ushers in 18-inch alloys, cloth/synthetic leather upholstery, rear-seat air vents, wireless charging, LED fog lights, ambient lighting, two 240-volt power outlets (including in the tub), a bedliner and more.

The X-Line 4x4 from $67,990, meanwhile, includes projector LED headlights, a column shifter to replace the T-bar shifter, paddle shifters, a nifty work table to make an AU Falcon fan’s heart swell, a 360-degree surround-view camera, synthetic leather, a powered and heated driver’s seat, even more ADAS safety, a reclining rear bench, privacy glass and side storage. This might be the sweet spot.

Finally, the X-Pro 4x4 from $74,990 is the Ranger Warrior-worrying range-topper, with all-terrain 17-inch tyres, a selectable rear locking differential, more off-road driving modes, a ground-view monitor, an off-road info screen and extra underbody protection, as well as a sunroof, vented front seats with memory, a powered front-passenger seat, heated rear seats, a heated steering wheel, premium audio and more.

Lots of kit for the cash then, but that’s Ranger Wildtrak V6 diesel money. And most grades are slightly more expensive than their Ford equivalents. This is no bargain-basement cheapie!

But… Kia believes the Tasman is priced accordingly, since it brings significant Australian packaging and engineering input, to a ute that is a slightly larger where it counts (except under the bonnet) than most of its rivals.

So, how involved has Kia Australia been in the Tasman?

The local outfit has been involved since the initial concept development stage five years ago, providing feedback, market research and even suggested the name.

The more important areas of influence and input include driving and ride dynamics, durability testing, towing performance, water-depth wading ability and seating-support parameters (being benchmarked against the Isuzu D-Max).

Kia Australia also helped shape the Tasman’s accessories, with 45 tailored and over 100 general items available from launch, with more expected later on.

These include varieties of bull bars (including full, single and bumper replacement), canopies, tonneau covers, side steps and trays, with the latter available in painted heavy-duty steel, as well as a tow bar, sports bar, extra storage, a bash plate and water tanks.

Work on accessories started way back in January 2022, with a prototype landing in Sydney two years later to commence over 30,000km of testing, including for waterproofing, dust proofing, vibration and fitment fatigue analysis.

The Rio is beginning to fall behind here with an antiquated 1.4-litre four-cylinder non-turbo petrol engine. Peak outputs aren’t far off where they should be for this segment, with 74kW of power and 133Nm of torque, although they arrive at the most distant end of the rpm range (6000rpm and 4000rpm respectively) so you need to rev it.

It can be clumsy to extract this power, too, with the engine paired in this circumstance to a six-speed manual which leaves a lot to be desired in terms of action and clutch feel.

While the abundance of ratios can be beneficial for fuel consumption, it’s clear this car was designed to be paired with the more modern three-cylinder turbocharged engine only available on the top GT-Line trim.

The Tasman’s 2.2-litre, four-cylinder, turbo-diesel engine delivers 154kW of power at 3800rpm and 440Nm of torque between 1750-2750rpm.

It drives either the rear wheels in the 4x2, or all-four wheels in 4x4 models, via an eight-speed torque-converter transmission based on a modified version from the Stinger.

Now, there’s been some concern over performance, but consider this. The base 4x2 boasts a power-to-weight ratio of 72.4kW/tonne, against a Ranger 2.0L Single Turbo 4x2's 56kW/tonne.

Switching to the Tasman 4x4s, most deliver a power-to-weight ratio of 69.2kW/tonne. That's slightly better than what a Ranger 2.0L BiTurbo 4x4 equivalent can muster, but quite a bit behind the Ranger 3.0L V6 diesel’s 78.1kW/tonne.

As in most utes, the 4WD system comprises of '2WD-High', '4WD-High' and '4WD-Low' settings, a mechanical rear diff lock and several off-road modes, but also has a '4A active 4x4' setting that automatically engages the front axle for extra traction as required.

Otherwise, the Kia sticks with convention with double wishbone suspension up front and a rigid axle and leaf springs out back.

The Rio S manual has an official combined cycle fuel consumption rating of 5.6L/100km, which is about right for a light car with a small engine.

On test, covering largely urban kilometres, I saw a higher but not unreasonable 7.4L/100km. Still, this number isn’t too far off what some larger cars with 2.0-litre engines are capable of.

Rios with this engine accept entry-level 91RON unleaded fuel, and have 45-litre fuel tanks. They are only compliant with Euro 5 emissions regulations.

Kia reckons most models average around 7.5 litres per 100km, though the off-road focused X versions are around 8.0L/100km.

The official combined-average fuel consumption figures are 7.4 litres per 100km (for a carbon dioxide rating of 195g/km) in the 4x2 versions, 7.6L/100km in the S, SX and SX+ 4x4s (for 200g/km), 7.8L/100km in the X-Line (for 206g/km) and 8.1L/100km in the X-Pro (for 214g/km).

These figures are either broadly similar or slightly better than most of its direct diesel competition.

With the Tasman’s 80L tank brimmed, about 1050km between refills is possible on average.

So much for the theory.

Around the roads in Bathurst and rural NSW, we managed a respectable 9.6L/100km, and that’s pretty impressive given how hard these things were driven. These numbers do not include off-road driving.

A six-speed manual with a tiny non-turbo engine is an absolute oddity in today’s new car market, but as a result of its rudimentary approach, there’s something refreshingly honest about the Rio S.

The engine requires a wringing to extract the desired result, and a lot of action on the gears, as six speeds proves to be quite a few to work your way through before you achieve cruising speed.

As so much interaction is required with the transmission, I wish it was tighter when it comes to the clutch which feels a bit doughy at the best of times.

The Rio is very organic, though, with next to no electrical assistance for any of its interaction points offering the driver a high level of control.

The steering is direct, but as a result of a cheaper rack (with less teeth compared to this car’s Stonic relation), it feels simple and brittle when it comes to feedback.

The same criticism can be levelled at the suspension, which errs on the side of firm. This attribute combines with the low seating position to make even this most basic Rio an absolute hoot in the corners.

But it can be a little crashy over every-day potholes and corrugations, despite the abundant amount of rubber cladding the 15-inch steel wheels.

Visibility is superb out of this little car’s big windows, making you feel in control of your surroundings (necessary in the multi-lane confines and tight parking conditions of a city), and ergonomics in the cabin are absolutely on-point with the large touchscreen elements easy to reach and the instruments taking a basic no-nonsense form.

While noise levels are okay at urban speeds, they pick up above 80km/h, making the Rio more unpleasant to drive over long distances than, say, the more upmarket-feeling Yaris.

The Rio does find its place in this price bracket as a fun-to-drive, but predictably rudimentary experience, for the niche audience of drivers seeking an entry-level car who are still able to shift gears themselves.

The first thing that struck us from behind the wheel is how quiet the Tasman’s diesel engine is. Nobody will mistake it for a petrol unit, but it must rank amongst the most refined of its type we’ve ever experienced in a ute.

Kia’s made a big song and dance about the Tasman’s rigidity and sound-deadening efforts, and we’re inclined to agree!

The second thing is just how gutsy the 2.2-litre turbo-diesel engine is at lower revs.

Kia has tuned it for a wave of torque to come on strong as soon as you tip into the throttle; such low-down response give it a similar, lazy-hauler feel that endeared generations to big old Holdens and Falcons.

This means the Tasman is quick off the line, and it maintains that momentum up until about 100km/h without breaking a sweat, just as you would expect for a larger diesel engine. There is also very little lag. This thing can easily break the rear wheels’ traction.

What also helps is the eight-speed torque converter auto, since it shifts smoothly, almost imperceptibly so and it seems to have a second sense in terms of when to be in the right gear.

However, once you’re cruising along at higher speeds, just be aware that throttle response is slow, especially if going up an incline or attempting a fast overtaking manoeuvre.

The steering scores highly. It's tuned to feel light enough for zipping in and out of gaps, making it very easy to park. Yet the helm is also responsive and fluid enough for keener drivers to sink their teeth into out on the open road.

No, not quite Ranger levels of handling finesse, but it's right up there with the best of the rest, making the Tasman an unexpectedly rewarding drive.

However, the suspension tune often lets the side down, being too firm, except on the smoothest of roads. And once on rough roads or even when just encountering minor bumps, the (unladen) ute seems to shimmy a bit in the chassis, like the body is laterally shifting to the side a little. The result is that the Kia doesn’t feel as planted or controlled as it should.

That's a shame, because road and tyre noise intrusion seem largely muted, highlighting how hard the engineers have worked to raise the ute’s level of refinement and sophistication.

For the record, the Tasman’s unsettled firmness was least noticeable on the S 4x2 shod with road-biased 17s, but more so on the 4x4s wearing 18-inch road-biased tyres, and worst on the X-Pro with 17-inch off-road biased rubber.

In fact, the base SX 4x2 was the sweetest of the Tasmans driven.

Never mind. The ADAS technology is largely unintrusive, and when the safety nannies do sound off (or annoyingly tug at the wheel), you can just push a button to mute or switch it off completely.

In fact, this reflects an overall smoothness and attention to detail in the Tasman that makes it a very likeable ute to drive and travel in, despite the at-times busy suspension.

It is a terrific first effort and very user-friendly, composed and enjoyable ute to experience on road.

Jobs for the facelift? Suppler suspension would be on top of the list, followed by a bit more muscle for easier overtaking, because the driver feels the lack of torque in such situations.

Minor things and not enough to put us off recommending the Tasman from an on-road driving perspective.

And what about off-road?

No complaints during our brief stint behind the wheel of an X-Pro in a demanding 4WD course.

This model is the king of clearance in the Tasman, with 252mm of ground clearance, against 224mm in X-Line and 206mm in the rest, as well as 800mm of wading depth and 20.0 degrees of approach angle (against X-Line’s 28.9 and 32.2 in the others), 25.8 degrees of ramp break-over angle (others: 23.7) and 26.2 degrees of departure angle (others: 25 degrees).

Plus, it boasts impressive wheel articulation, rear diff locks, enhanced traction controls, low-ratio gearing, electronic drive modes and low-down torquey grunt to at least match most of the better dual-cab 4x4 utes in the rough stuff.

Aiding these are low-speed off-road cruise-control, surround-view cameras, ground-view monitors, a real-time off-road vehicle-data display, excellent vision and decently chunky tyres.

Cocooned in climate-control comfort, the Kia makes you look like a bush-bashing pro.

The good news is the 2026 Kia Tasman scores a maximum five-star ANCAP assessment, and that’s using 2025 protocols, which means it’s amongst the safest of all the utes you can buy on the market.

Note, though, this does not cover the X models, as they delete the front lower lip that helps with better vulnerable road user protection.

A strong front crash structure helps, as does a host of advanced driver-assist systems, including Autonomous Emergency Braking (AEB) for cyclists, pedestrians and junction turning/crossing, a blind-spot alert/avoidance, evasive steering assist, driver attention alert, safe-exit warning, rear cross-traffic alert and adaptive cruise-control tech with full stop/go.

All Tasmans come with front and rear parking sensors, tyre-pressure monitors and traffic sign recognition.

The AEB for vulnerable road users works between 5.0km/h and 80km/h and the AEB car-to-car operates between 10km/h and 130km/h.

Plus, the lane-support systems work between 55km/h and 200km/h.

The Tasman features seven airbags (front, side and curtain) as well as one between the front-seat occupants.

It also comes with three child-seat restraining top-tether points along with two ISOFIX latches in the rear outboard positions.

The Rio again gets the edge on its budget competition with a lengthy seven-year, unlimited kilometre warranty. In this space it only butts heads with the MG3, which offers a matching promise.

Roadside assist is included for up to eight years if you continue to service with Kia, and there's also a capped price service program for the duration of the warranty, covering up to 105,000km.

The Rio needs to be serviced once every 12 months or 15,000km, and prices range from $269 and $608 per visit, for an annual average of $409.40.

Not the cheapest servicing schedule we’ve seen, particularly when compared with the likes of Toyota.

Kia is synonymous with generous ownership benefits, having introduced Australia’s first seven-year/unlimited kilometre warranty over a decade ago.

That applies to the Tasman, bettering most of its rivals, though Nissan and Mitsubishi double their coverage to 10 years if you vehicle is dealer serviced. Intervals at every 12 months or 15,000km and the Kia’s free first-year roadside assistance can stretch to eight years if the ute is dealer serviced.

Capped price servicing starts from $361 in the first year for 4x2 owners, then to $583, $455, $803, $604, $734 and $431 in the subsequent six years for $3971 all up. 4x4 models cost slightly more. These prices are higher than Ranger and, especially, HiLux.

There are also three, five and seven-year pre-paid service packages, at around $1400, $2800 and $4000.