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Australia is experiencing a mass extinction event.
Like the dinosaurs before them, and hopefully not the bees in the near future, the sub-$20,000 car is nearing the bitter end.
An evolutionary dead-end, as higher emissions and safety regulations relegate older models (read Mitsubishi Mirage) to the great scrap-heap in the sky and prevent newer ones (read Honda Jazz) from leaving their local markets.
For you, this means there are quite literally a handful of brand-new vehicles left in Australia which wear before-on-road price-tags under the magic $20,000 number.
One of them is the car we’re looking at for this review: The Kia Rio S, with the catch being you’ll have to be happy changing gears yourself.
So, is this most basic Rio worth your while, or is it best left as a puzzling fossil for future generations to study? Let’s have a look.
The hot hatch wars, an on-going automotive conflict, fired up when Volkswagen lobbed a massive, Golf GTI-shaped salvo into an unsuspecting global car market in the middle of 1976.
Peugeot may have run a bold out-flanking manoeuvre with deployment of the 205GTi from the mid-1980s, and other skirmishes broke out soon after with the likes of Suzuki’s Swift GTi, but so far the German maker has retained majority ownership of those three little letters that mean so much.
Fast forward to 1995 and application of the GTI tag spread to the compact VW Polo, which close to three decades later brings us to the current, sixth-generation version.
It arrived in Australia in 2018, and four years down the track it’s time for an update, with subtle cosmetic tweaks and a significant safety upgrade included.
Volkswagen Australia invited us to the car’s local launch including a varied drive program, topped off with a hot-lap track session, to get a first taste of how it shapes up.
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.
The Polo GTI faces tough competition in the form of Hyundai’s recently arrived, very good, and well-equipped i20 N, as well as Ford’s sleek and super-capable Fiesta ST. But as mentioned at the start, VW occupies the hot-hatch high ground with the GTI badge, and this upgraded Polo is loaded with features, dynamically outstanding and on the leading edge in terms of safety. Time will tell if the higher price, higher spec strategy is the right one, but there’s no doubting this updated Polo GTI is a compelling package.
Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.
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.
Not exactly a massive change to the exterior of the Polo GTI with this mid-life refresh, but sharp-eyed car spotters will notice a new front bumper treatment including a revised lower grille, defined by a body-coloured border and flanked by LED driving lights.
The headlights have also been reshaped to mark the arrival of standard matrix LED beams, with the signature horizontal red keyline moves from the centre to the bottom edge of the upper grille. A continuous LED strip across the nose stands the car apart after dark.
Previously part of the GTI’s ‘Luxury Pack’, the ‘Faro’ design 18-inch alloys fill the wheel arches nicely, and overall the car’s compact, tightly wrapped body and finely chiselled lines are familiar.
At the back, the LED tail-light clusters have been extended laterally into the hatch door, but the car’s fundamental shape is unchanged.
Inside the dash layout is the same, although the centre of the sports steering wheel has been massaged into a more organic shape with the airbag/horn now an oval rather than a circle.
The rest of the interior is relatively understated in typical VW fashion, the neatly sculpted sports seats trimmed with traditional ‘Clark’ tartan cloth on the cushion and backrest centres. And ‘Kings Red’ inlays in the dash, centre console and front door trims, are a reminder of the car’s heritage and sporty intent.
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.
At just under 4.1 metres long the Polo GTI is a decidedly compact hot hatch, but thanks in no small part to a relatively lengthy (2.6m) wheelbase, interior space is impressive.
The driver and front passenger have plenty of breathing room, and the rear is remarkable. At 183cm, sitting behind the driver’s seat set to my position, I enjoyed ample legroom, and more than enough headroom.
Width is another story, because while two adults will be fine in the back, there isn’t enough space for three to sit in comfort for any length of time.
Storage options in the front include a small lidded box between the seats (which doubles as an adjustable armrest), two cupholders and various oddments spaces in the centre console, as well as the wireless charging bay in front of the gearshift.
There are also pockets in the doors with room for (medium) bottles, a decent glove box, a shallow drawer under the passenger seat, and an overhead drop-down tray for glasses.
Map pockets on the front seat backrests, and small bins in the doors add extra practicality, but there’s no fold-down centre armrest or individual ventilation control for rear seaters.
For connectivity and power, there are two USB-C ports in the front, plus another two in the rear, as well as a 12-volt socket in the front centre console.
Boot space is a healthy 305 litres (VDA) with the 60/40 split-folding rear seats upright, that number growing to 1079L with them folded down.
Tie down anchors are handy for strapping loose loads, while shopping bag hooks help keep smaller bundles under control. And be aware, the spare is a space-saver.
Value seems less important here when you’re contending with a limited list of potential options at this end of the market.
The Rio S manual currently wears an MSRP of $19,690, and if you’re able to shuffle cogs yourself, it counts its rivals as the Suzuki Baleno GL ($18,490), Suzuki Ignis GL ($19,490), or Fiat 500 Lounge ($19,550).
There’s also the option of the MG3 (from $18,990) or Kia’s own much smaller Picanto (from $15,990).
I’m pleased to report the Rio S is one of the best among these options, though. Not only is this car much more modern in terms of its platform and design than pretty much anything on that list, it packs great standard equipment, too.
The major wow-factor item is the Rio’s best-in-class multimedia system, consisting of an 8.0-inch touchscreen with wireless Apple CarPlay and Android Auto connectivity, just one of the areas where this car will grab eyes over rivals.
Elsewhere is a predictably honest list of standard equipment, including basic halogen headlights, 15-inch steel wheels, manual air conditioning, cloth seat trim with a polyurethane steering wheel, a small multifunction display in the dash, two USB ports, a six-speaker audio system, and surprisingly, steering-wheel mounted controls.
There’s no keyless entry or push-start ignition, and this level of equipment makes you feel lucky to have automatic headlights. Sadly, the S manual also misses out on the basic luxury of cruise control.
It’s cheap, missing a lot of gear, and feels it with an abundance of plastic trims, but somehow this car gets by with almost everything you really, truly need. Sure, it’s a bit of a hark back to the equipment lists of the early 2000s, but if you’re just looking for a basic car to get the job done, you could do far worse than this Kia with its impressive multimedia offering.
Headline news is the Polo GTI’s before on-road costs price has gone up by close to 18 per cent, from $32,890 to $38,750.
Why? More standard equipment; some new things and other previously optional features now included in the base price.
The aim is to bring the car into line with the specification the majority of customers are ordering, because Volkswagen believes the days of a ‘price leader’ Polo GTI are behind it. That is, pique a buyer’s interest with a keenly priced but relatively sparse base model, and they invariably add options once engaged in the process.
So, the Polo GTI has put a price gap on its two key competitors, the Ford Fiesta ST ($32,290) and Hyundai i20N ($32,990), but it’s now loaded with a whole lot of fruit for the money.
The new bits are ‘Matrix’ LED headlights, a centre airbag, and 18-inch alloy rims (up from 17s), while the elements moved from the options list to the standard equipment column are assistance features bundled under the ‘IQ.Drive’ umbrella including, blind-spot monitoring, rear cross-traffic alert, front parking sensors (joining those in the rear), ‘Park Assist’, adaptive cruise control, and auto-folding exterior mirrors.
Also included in the GTI’s base price are the ‘IQ.Light’ matrix LED headlights, ‘Dynamic Light Assist’ (auto low to main beam switch with light profile adjusted to avoid dazzling cars ahead or oncoming), ‘Premium’ LED tail-lights (with dynamic indicators), metallic paint ($600 on the Polo Life and Style), LED driving lights, dual-zone climate-control, front and rear carpet mats, ‘Digital Cockpit Pro’ (incorporating nav and phone functions), ambient interior lighting, wireless device charging, and sports front seats.
Then you can add ‘Discover’ nav in the 8.0-inch media touchscreen set-up, auto headlights, rain-sensing wipers, ‘Manoeuvre Braking’ (low-speed rear AEB), an auto-dimming rearview mirror, leather trim on the sports steering wheel, gearshift and handbrake lever, and six-speaker audio.
A ‘Sound & Tech Package’ is available for the GTI ($1500) incorporating a 9.2-inch multimedia screen, and a Beats branded premium audio system (digital eight-channel amp, 300 watts).
A Panoramic glass sunroof ($1500) is also offered, and premium metallic paint adds $300.
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 Polo GTI is powered by a version of Volkswagen’s 2.0-litre (EA888) four-cylinder turbo-petrol engine, driving the front wheels through a six-speed dual-clutch auto transmission.
The iron block/alloy head unit uses direct- and port-injection, variable valve lift on the intake side, and variable valve timing on the intake and exhaust sides to produce maximum torque of 320Nm from 1450 to 4390rpm, at which point peak power of 147kW takes over from 4390-6000rpm.
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.
VW’s official fuel economy figure for the Polo GTI on the combined (ADR 81/02 - urban, extra-urban) cycle is 6.5L/100km, the 2.0-litre turbo four emitting 150g/km of CO2 in the process. Not bad for hot-hatch with this kind of performance.
Minimum fuel requirement is 95 RON premium unleaded and you’ll need 40 litres of it to fill the tank. Using the official consumption figure that translates to a range of 615km.
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 Polo launch drive program covered around 150km of city, suburban and freeway running from inner Sydney, through twisting B-roads to the city’s south, and sprawling semi-rural areas further west, topped off with a closed track session at the Luddenham Raceway.
Weighing in at a fraction over 1.3 tonnes, with 147kW/320Nm sent to the front wheels, the Polo GTI is capable of sprinting from 0-100km/h in 6.8 seconds, which is satisfyingly quick.
And the 2.0-litre, four-cylinder turbo-petrol engine’s dyno sheet must be a thing of beauty with maximum torque available from from 1450 to 4390rpm, and peak power picking things up at precisely the end of that plateau, remaining on tap all the way to 6000rpm.
So, mid-range punch is always there, and the six-speed ‘DSG’ dual-clutch auto delivers rapid, precise shifts, with wheel-mounted paddles dialling up the fun factor when you want to shift ratios yourself.
Combined engine and exhaust noise is agreeably rorty without tipping over the annoyance threshold, although the high-performance 215/40 Continental ContiSportContact rubber transfers a fair amount of rumble on coarser surfaces.
The base suspension set-up is strut front/torsion beam rear, with the standard ‘Sport Select’ system built around switchable dampers, offering the choice of ‘Normal’ and ‘Sport’ modes.
Normal is nicely composed with comfy compliance over longer undulations as well as higher frequency bumps and dips. But if the red mist descends and you’re ready for some fun the (noticeably firmer) Sport setting buttons everything down that bit more.
As well as the damping, throttle response is faster, the DSG picks up the pace as does the steering. Even the exhaust is enhanced, although it’s via the synthetic ‘Sound Actuator.’ Boo!
Balanced and predictable in quick cornering, the Polo GTI’s electro-mechanically assisted steering is precise and beautifully weighted, with great road feel. And the car’s ‘Extended Differential Lock’ uses the traction control and braking systems to minimise wheel spin, maximise traction, and help limit understeer.
On top of all that, the carefully sculpted sports seats deliver secure location without compromising comfort, and the grippy sports wheel feels great.
Braking is by ventilated discs at the front with solid rotors at the rear, and even under the pressure of a flat-out track session (moderated with the help of some admirably patient tame racing drivers) they remained progressive and firm.
In more civilised surroundings the Polo’s size and excellent all-around vision (not to mention a clear reversing camera) make it a cinch to park. The combination of on-screen touch controls, and physical dials for the multimedia system is welcome. And the connection for Apple CarPlay and Android Auto is wired or wireless which is handy for those who prefer the surety of a wired connection or the flexibility of one less cable in their life.
Sadly, the Rio S misses out on any advanced active safety items. This is one area where city-sized cars are struggling to keep up, as expensive active safety systems tend to push them well into the mid-$20,000 region.
Unlike the mid-range Rio Sport, the S has no auto emergency braking, lane keep assist, or driver attention alert.
It makes do with the more basic array of brake, stability and traction controls, with the addition of a great reversing camera, three top-tether and two ISOFIX child seat mounting points, and six airbags.
The Rio carries a valid five-star ANCAP safety rating, to an earlier 2017 standard before its missing modern active safety items were mandated.
The current Polo scored a maximum five-star ANCAP rating when it launched in 2018, and it must have been tempting for VW to save more than a few euros by side-stepping active and passive safety upgrades in this refresh.
But, bravo, it didn’t, the German giant re-submitting this updated version for assessment against more challenging 2022 criteria.
The GTI is loaded with a raft of crash-avoidance tech under the umbrella of ‘IQ.Drive’, including AEB (with cyclist and pedestrian detection), lane-keeping assist (with lane departure warning), ‘Multi-Collision Brake’ (automatically slows the car after a collision, reducing the chance of a secondary impact), driver fatigue detection, ‘Park Assist’ (perpendicular and parallel), front and rear parking distance sensors, rear AEB (low-speed), a reversing camera (with static and dynamic guidelines), adaptive cruise control (with speed limiter and distance warning display), and tyre pressure monitoring.
If, despite all that, a crash is unavoidable there are seven airbags on-board - driver and front passenger (front and side), front centre, and full-length side curtain.
A front centre airbag is the solution many manufacturers are using to meet ANCAP’s recently introduced, tougher criteria around head clash injuries.
There are three top tether points across the rear seat for child seats and/or baby capsules, with ISOFIX anchors on the two outer 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.
Volkswagen Australia covers the Polo GTI with a five-year/unlimited kilometre warranty, which is now the volume market standard.
The paint is warranted for three years/unlimited kilometres, “Through Corrosion” is covered for 12 years/unlimited kilometres, and 12 months roadside assistance is included.
Servicing is required every 12 months or 15,000km, with prices over the first five years ranging from a low of $455 to a high of $1498, the average per service coming out at $701, which is a pretty solid number.
Capped price servicing is available, however, over five- and three-year plans. Paying up-front for five years results in a $765 saving over pay-as-you-go.
A nice side benefit is the ability to fold servicing costs into the vehicle’s financing at the time of purchase, and the plan is transferable if you decide to sell the car before the five or three years is up.