LDV D90 VS Kia Seltos
- Makes more sense as a diesel
- People-mover practicality
- Terrible software
- Cheap interior
- A bit unwieldy to drive
- Outstanding value-for-money
- Life-enhancing packaging
- Stupendously easy to live with
- Full safety suite only available on GT-Line
- Parcel shelf only standard on Sport+ and up
- Feels a little loose traction-wise on gravel roads
It’s pretty hard to miss the LDV D90.
Mainly because it is gigantic; it's one of the biggest SUVs you can buy. In fact, I’d say what’s drawn you to this review is maybe you’ve seen one of these behemoths trucking past, and you’re wondering what the LDV badge is all about and how this relatively unknown SUV stands up against popular rivals and other notable newcomers.
To get one confusing thing out of the way, LDV once stood for Leyland DAF Vans, a now-defunct British company which has been brought back to life by none other than China’s SAIC Motor – yes, the same one which also resurrected MG.
So, is this MG big brother worth looking into? We took the recently released diesel version of the D90 on test for a week to seek some answers…
|Engine Type||2.0L turbo|
Sometimes a new model arrives with one particular grade that seems to exceed the sum of its pricing as well as parts. Just such a model is the entry-level Kia Seltos, the S.
Launched in late 2019 as the company’s small SUV answer to the successful Mitsubishi ASX, the SP2-series Seltos is a lot like a Kia Cerato, but with a big and boxy body plonked on top for more space, extra utility, higher seating and greater ground clearance (at 177mm) – courtesy of the related Hyundai Kona DNA infused within.
Result? The cheapest version makes for an ideal value urban runabout. And here’s why.
Read More:Kia Seltos 2020 Review
|Fuel Type||Regular Unleaded Petrol|
Looking for a cheap, powerful diesel SUV with huge cabin space and a humane third row for adults? The D90 is a really sound offering, especially considering the price of entry for this top-spec diesel which should resonate with Aussies a bit better than the petrol version.
It has plenty of issues that could be ironed out, but they’re all so small and not sale-breaking it’s almost annoying how much better the D90 could be with just a little work. Rivals should be looking over their shoulder for what comes next.
On paper, the cheapest Seltos might seem the least appealing of the range. Base model, tiny wheels, unremarkable 2.0-litre engine and a CVT auto are hardly the stuff of champions.
Yet, with its boxy good looks, utilitarian proportions, hardy presentation, agreeable performance, absorbent ride, ample road clearance, thoughtful equipment levels, accessible pricing, low running costs and superlative after-sales care, the S starts to shape up as a handsome and likeable overachiever of the small SUV set.
Budget for the Safety Pack and do insist on that AWOL parcel shelf, and you’re left with what might be one of the today’s most suitable and formidable real-world urban propositions. The Seltos S rises above its station with an infectious can-do swagger.
Some colleagues I’ve spoken to like the way the D90 looks. To me, it looks like someone gene-spliced a Hyundai Tucson with a SsangYong Rexton in a lab, then grew it in a stew of peptides and this was the result.
What can’t really be communicated in images is how truly massive the D90 is. At over five metres long, two metres wide and almost two metres tall, the D90 is certifiably huge. Given that’s the case then, it’s admittedly almost admirable that only the side profile makes this thing look a little goofy.
I think LDV has done a pretty good job on the front, and the rear is simple but well resolved for a vehicle that rides on a ladder chassis (just take a look at the Pajero Sport for how ladder-chassis rear designs can get… controversial…).
The wheels, garnishes, and LED headlights are all tastefully applied. It’s not ugly… just confronting… size-wise.
Inside shares some familiar characteristics with sister-brand MG. Look from a distance and it’s all quite nice, get in too close and you’ll see where the corners have been cut.
The first thing I don’t like about the interior is the materials. Apart from the wheel they are all pretty cheap and nasty. It’s a sea of hollow plastics and mixed trims. The faux-wood pattern, which is clearly just a print on a plastic resin is particularly gnarly. Reminds me of some Japanese cars from 20 years ago. It might work for the Chinese audience, but that’s not where the market is in Australia.
On the other hand, you could say “well, what do you expect at this price?” and that is true. Everything is here and works, just don’t expect the D90 to be playing alongside the established players when it comes to fit, finish, or material quality.
The huge screen works to finish the dash, but that darned software is so ugly you’ll wish it didn’t. At least all the major touch-points are ergonomically accessible.
An imposing nose. Chunky styling. A ‘floating roof’ design. Vibrant colour choices. With a hint of old-school Subaru Forester in its boxy utilitarianism, the Seltos literally stands out in a very crowded sector. Little wonder it’s already a big hit.
It’s interesting how Kia and Hyundai went down very different visual avenues with what are essentially the same basic mechanical ingredients. The former is all about space and sensibility while the latter is very much contemporary style orientated.
Maybe that’s why, despite brandishing a handsome set of hubcaps, the S’ 205/60R16-shod steelies look a wee-bit tiny in those huge wheel arches.
That pleasing practicality ethos outside has been transferred inside the Seltos too, with a simple approach to the dashboard design that aims to enhance your interaction with it rather than distract, confuse or even intimidate. That just isn’t Kia’s way.
The D90 is as massive on the inside as it is on the outside. I’m talking better space than a minivan, and nothing says that more than the humane third row. At 182cm tall, I not only fit in the rearmost two seats, but I can do so in as much comfort as any other row. It’s staggering. There’s actual airspace for my knees and head back there.
The second row is massive and on rails too, so you can extend the amount of room available to third-rowers – and there’s so much room in the second row, you’ll have space even with the seats moved forward.
My only criticism here is that the giant rear door is far enough forward to make clambering into the third row a little tricky. Once you’re there though there are really no complaints.
The boot is even usable with the third row deployed, with a claimed 343L of space. That should be hatchback-sized, but the measurement is a little deceptive as the space is tall but shallow, meaning it will only allow you to place smaller bags (a few, if you can stack them) with the remaining space.
The boot is otherwise cavernous with a wild 1350L available with the third row stowed flat, or 2382L with the second row stowed. In this configuration, with the front passenger seat slid forward to its furthest position, I was even able to get a 2.4-metre-long benchtop in the back. Truly impressive.
Second-row occupants get their own climate control module, USB ports and even a full-sized household power outlet, with more legroom than you could possibly need. My only complaint was that the seat trim seemed a little flat and cheap.
Front occupants get large cupholders in the centre console, a deep armrest box (with no connectivity in it, just a randomly placed DPF cycle switch), pockets in the doors, and an awkward binnacle under the climate controls that houses the single available USB port. My phone didn’t fit in there.
No complaints about leg and headroom in the front either, though, with plenty of adjustability to boot. The driver’s seat offers a commanding view of the road, although it can be a little unsettling to be so far off the ground in corners… more on that in the driving section.
First thing’s first. It’s difficult to think of a cheaper new car that’s easier to get in and out of than the Seltos. Big doors, wide apertures, a tall ceiling, overhead grab handles, lofty cushions and a sense of airiness make it utterly undemanding. Swinging your hips up and on high flat seats (and down and off again), are further bonuses.
If you’re somewhat creaky in the bones and not so mobile, ensure this is on your list.
Most materials are of the hardy, durable variety, with the plastic (rather than leather-sheathed) wheel probably the next biggest giveaway after the wheels that you’ve chosen bargain-basement.
But at least you can sink yourself into soft and inviting cloth-ish seat fabrics. And there’s still some flair in there anyway, from door grilles which either look like an ode to Melbourne’s Fed Square or punched-in speaker grilles, to dimpled textures and contrasting shades of silvers and greys. Very Teutonic.
The majority of drivers should count on excellent front and side vision (though wide C-pillars do blot out over-the-shoulder parking sight lines), as well as a tilt/telescopic steering column and a height-adjustable cushion for locating the ideal seating position.
And everybody should admire the outstandingly concise instrumentation markings, plentiful ventilation and copious storage – including the deep front door pockets, shallow fascia shelves (one next to the two 12V and single USB outlets for maximum practicality) and a sizeable centre-console bin-cum-elbow rest.
It’d be near-impossible finding a less painless rental experience after 30 hours flying to Moose Jaw, Saskatchewan, than the user-friendly Seltos. That also applies to the uncomplicated multimedia connectivity and transparency of all vehicle controls.
Moving on to the back (possible without having to leave the car thanks to clambering-aiding space between the front seats), that flat and somewhat featureless cushion too is raised, which – like the wide-arc door opening – assists entry and egress as well as the view out for shorter folk.
It’s a light-filled expanse of rear-seat space, in contrast to the oppressive darkness of most small SUVs. We’re looking at you, Toyota C-HR and Mazda CX-30.
There are a few surprising extras and omissions. On the credit side you’ll find two-angle reclinable backrests, a reading light and windows that wind almost all of the way down. Fido will be pleased. None are base-grade guarantees. But could the carpet feel grittier? Optional mats ($163.89 ex-Kia) are a must.
There are no face-level air outlets, map pockets, USB ports or cupholders back there, while the S and Sport grades miss out on that parcel shelf. That’s almost dog-act penny-pinching. If you want one, that’s $346.12 thanks.
Speaking of the luggage area, the boot opening is huge, the floor flat and the load space level. There’s a wagon-like low lip to haul things over, and there’s more cargo capacity at 433L than every one of its popular small SUV foes, including the Qashqai (430L), ASX (393L), Toyota C-HR (377L), Suzuki Vitara (375L) and Kona (361L). The Tardis-like HR-V, meanwhile, pips the Kia by just four litres at 437L. A space-saver spare lives underneath.
All in all, then, the Seltos’ cabin is big and spacious and inviting to interact with, but what it isn’t is innovative. We can’t help thinking that, given all that interior space, Kia missed a trick not engineering a sliding rear seat as per the Skoda Karoq, or under-seat storage drawers.
Price and features
On paper, the seven-seat D90 is immediately quite appealing. At $47,990, it is literally a lot of car for the money. This latest iteration, the bi-turbo diesel, is only available in Executive trim at this price, but you can pinch pennies further by choosing one of the lesser petrol turbo variants.
Regardless, and much like its MG sister brand, LDV is good at making sure that essential spec boxes are ticked.
This includes screens galore as is popular in the Chinese market, including a massive 12-inch multimedia screen and 8.0-inch digital dash.
A screen is only as good as the software that runs on it though, and let me tell you, the D90’s software is not good. A quick flick through the weirdly small menu reveals barebones functionality, terrible resolution and response time, as well as possibly the worst execution of Apple CarPlay I’ve ever seen.
I mean, it doesn’t even use all of that screen real estate! Not only that, but in a recent overhaul to CarPlay, Apple released software to utilise wider displays – so the car’s own software must simply be incapable of supporting it. Inputs also proved laggy, and I had to repeat myself on multiple occasions to get any use out of Siri. Unlike every other car I’ve used, the software in the D90 wouldn’t return to the radio after you hang up or stop talking to Siri. Frustrating.
I’d rather have a far smaller display that actually worked well. The semi-digital dash was functional, although barely did anything that a small dot-matrix display isn’t capable of and had one screen which for my entire week said ‘loading’. I’m still not sure what it was meant to do…
At least it supports Apple CarPlay at all, which is more than could have been said for segment hero, the Toyota LandCruiser.
The D90 does tick some necessary items that are quite good. LED headlights are standard, as are leather seats with eight-way power adjust for the driver, a heated multi-function steering wheel, 19-inch alloy wheels (which still somehow look small on this huge thing), three-zone climate control, eight-speaker audio system, electric tailgate, keyless entry with push-start ignition, a reversing camera, front and rear parking sensors, tyre-pressure monitoring, as well as a fairly substantial safety suite which we’ll explore later in this review.
Great on paper then, the bi-turbo diesel engine is a boon, as is the fact that the D90 rides on a ladder chassis with an electronically-controlled low-range terrain mode for the transmission, too.
You’d expect to pay more – even from Korean and Japanese rivals for this much specification. No matter which way you cut it, the D90 is good value.
From $25,990 before on-road costs, the Seltos S represents compelling buying, and not just among similar small SUV autos like the versatile Honda HR-V VTi (–$500) and bestselling but ancient Mitsubishi ASX ES (also a tenner under $26,000), as well as the exxier Toyota C-HR 2WD, Mazda CX-30 G20 Pure (both +$4300 apiece) and Nissan Qashqai ST (+$4600).
Thanks to some deft design and packaging, subjectively the Kia feels just about large enough to play in the medium SUV league, alongside favourites such as the Mazda CX-5 Maxx 2WD (+$7290). And while, stood side-by-side, the latter’s larger proportions are plainly obvious, its cargo capacity is just nine litres more than the Seltos’ 433L.
As with all of the above, the base Seltos is front-wheel drive, in this case employing a 2.0-litre four-cylinder naturally aspirated petrol engine and box-fresh continuously variable transmission (CVT) automatic combination. No manual is available, sadly.
The S is very well equipped for an opener, boasting an 8.0-inch touchscreen multimedia display, Apple CarPlay/Android Auto connectivity, cruise control, automatic on/off headlights, reverse camera, rear parking sensors, autonomous emergency braking (AEB) with vehicle and pedestrian detection, forward collision warning, lane-keep assist, driver attention alert and 16-inch steel wheels with a space-saver spare tyre.
We advise ticking the $1000 'Safety Pack' option, since it ushers in worthwhile goodies like adaptive cruise control, electric folding exterior mirrors, a driver’s side auto up/down window, cyclist collision avoidance braking as part of a more-sophisticated AEB system, larger rear disc brakes and an electronic park brake with hill-hold. Bargain.
However, there are some spec anomalies. You’ll need the $28,990 Sport for digital radio and alloy wheels (though it does also introduce a nicer full-colour 10.25-inch touchscreen with sat-nav); only the $32,490 Sport+ onwards brings a parcel shelf/cargo area cover (!), blind-spot alert, rear cross-traffic avoidance and remote unlocking, while rain-sensing wipers, wireless phone charging and any sort of front LED lighting are the preserve of the GT-Line AWD flagship, from $41,400.
The latter includes a more powerful 1.6-litre turbo with all-wheel drive, though it’s also a $2500 option on the aforementioned Sport+; note that also bags a multi-link independent rear suspension system in place of the more-rudimentary torsion beam arrangement in FWD models. Metallic paint lightens your bank account by another $520.
Do you need all that extra gear? The upper Seltos’ play in serious medium SUV territory… highlighting just how much car the base S actually offers.
Engine & trans
The diesel also gets its own transmission, an eight-speed torque converter automatic with computer-controlled ‘Terrain Selection 4WD’.
This gives the D90 diesel a max towing capacity of 3100kg braked (or 750kg unbraked) with a max payload of 730kg.
Kia offers two distinct four-cylinder petrol powertrains in the Seltos.
In the three lower-end models including the S tested here, there’s a 2.0-litre naturally aspirated engine producing 110kW of power and 180Nm of torque driving the front wheels via a CVT, while a 1591cc 1.6-litre turbo delivers 130kW/265Nm to all four wheels via a seven-speed DCT in the Sport+ AWD and GT-Line AWD.
Make no mistake, even with fewer muscles to flex, the S’ 2.0-litre four provides more than enough performance for its intended function. Just a light press of the throttle will have the Kia leaping into action, and the front wheels scrambling for traction burying the pedal to the metal, and pulling strongly up, right up to the 6500rpm red line.
In doing so it’s neither the quietest nor the smoothest engine in its class – the downsized 1.2-litre turbo in the C-HR shines in this regard – but there is nevertheless more than enough punch in reserve for safe and confident overtaking. Expect a 0-100km/h figure of well-under nine seconds, which is strong for this class of SUV.
Such willing performance would not be possible without the natural and eager responses from the new transmission, which is probably the best CVT we’ve ever experienced in terms of emulating a (decent) torque-converter auto. It shifts smoothly, evenly and without the gearing-related roaring and droning that have blighted these sorts of powertrains for decades.
The D90 diesel is said to consume 9.1L/100km of diesel on the combined cycle, but ours didn’t score near that with a figure of 12.9L/100km after a week of what I’d consider “combined” testing.
The D90 a big unit, so that number doesn’t seem outrageous, it’s just nowhere near the claim… All D90s have 75-litre fuel tanks.
Better still, given the size and space offered in the Seltos, the 2.0-litre/CVT combo is a comparatively economical one, returning an indicated 8.6L/100km after eight days of restful and spirited driving alike, 0.2 litres per 100km better than the official urban rating. The S’ combined urban/extra-urban average is 6.8L/100km, for a carbon dioxide emissions figure of 157g/km.
The Kia will gladly run on standard 91 RON unleaded petrol or 94 RON E10 ethanol/unleaded.
Fitted with a 50L fuel tank, expect up to 735km between top-ups based on that 6.8L/100km official combined average number.
The D90 is easier to drive than it looks… to a degree…
It lacks some polish of its more established rivals, which results in a drive experience that isn’t bad, but occasionally frustrating.
The ride somehow manages to be soft and harsh at the same time. It undulates over larger bumps, while transmitting the worst parts of smaller, sharper ones to the cabin. It speaks to a lack of calibration between the suspension and dampers.
That having been said, the D90 masks its ladder chassis underpinnings well, with little of that typical body-on-frame jiggle that some rivals still struggle with.
The drivetrain is good, but a little unruly. As you’d imagine from the figures, there’s more than enough power on tap, but the transmission tends to have a mind of its own.
It will occasionally lurch between gears, pick the wrong gear, and off-the-line will sometimes be delayed before shunting the D90’s bulk forward with a sudden mountain of torque. It doesn’t sound particularly good either, with the diesel surging through the rev range with industrial crudeness.
By the time the D90 has reached cruising speed though, there’s really not much to complain about, with the D90 milling along with plenty of power in reserve for overtaking. The view of the road is commanding, but you really feel the D90’s high centre of gravity in the corners and under heavy braking. The physics of such a large object are undeniable.
I have to say, LDV has done a fantastic job of the D90’s steering, with a quick, light feel that betrays the SUV’s size. It manages to stray on the right side of lightness though, not being so disconnected that you lose a feeling of where the wheels are pointing. No mean feat in something this shape.
Overall then, the D90 isn’t bad to drive and has some genuinely great characteristics, it just also has a litany of small issues that get in the way of it being truly competitive with segment leaders.
Here’s where the Seltos’ core strengths of pace, space, access and ease come to the fore, dovetailing with a few more virtues to highlight how well the small SUV works in an urban environment.
As outlined earlier, the S is hot to trot from the word go, making it a prompt point-to-point performer, with the CVT presenting none of the hesitation or lag on inclines that blight some dual-clutch (DCT) autos. This is a smooth and relaxing machine to scoot around town in.
The steering, too, feels light and prompt, for effortless cornering and U-turn manoeuvres; and while there’s some lean due the Seltos’ raised centre of gravity, the upshot is sufficient spring travel for soaking up the ragged ruts and bumps peppering many urban streets, backed up by hump-traversing ground clearance.
Kia, like Hyundai, makes much noise about how it tunes most new models specifically for Australian conditions, and that seems to show out on the open road, thanks to solid and surefooted handling.
If you really push through fast corners the Seltos will lean quite a bit and seem a tad ponderous as the vehicle’s weight shifts about through tighter turns, but it never feels top-heavy or unwieldy.
As far as tall SUVs go, the S is pretty planted. Plus, while not especially quiet, the amount of wind, road and tyre noise heard inside is acceptable.
Note, however, that over gravel at even fairly moderate speed, the stability and traction systems seem a little too relaxed in that they allow the Seltos to slide wide before they intervene to straighten things out again, and do too abruptly at times, cutting power and making for some jerky progress.
If this is a concern then you might want to consider either spending the extra $10K on the AWD version or avoiding such roads, because the S behaves best on bitumen.
The LDV D90 carries a maximum five-star ANCAP safety rating as of 2017, and has a fairly comprehensive active safety suite.
Included on the diesel is auto emergency braking (AEB) with front collision warning, lane-departure warning, blind-spot monitoring, driver-attention alert, traffic-sign recognition, and adaptive cruise control.
Not bad for the price, and nice that there’s nothing optional. Expected items include electronic traction, stability, and brake controls, as well as six airbags.
The curtain airbags do extend to the third row, and there’s the bonus of a reversing camera and a tyre-pressure-monitoring system.
The S comes with a long list of standard safety kit, including anti-lock brakes with electronic brake-force distribution and brake-assist, stability and traction controls, AEB with vehicle and pedestrian detection, forward collision warning, lane-keep assist, driver attention alert, downhill brake control, hill-start assist, reverse parking sensors, rear-view camera with parking guidelines, six airbags (driver, passenger, and side and curtain airbags), and auto on/off headlights with delay function.
There are also two rear-seat ISOFIX points as well as three top tethers for straps.
Like we said earlier, a more sophisticated AEB system with added cyclist collision avoidance braking, adaptive cruise control with stop/start functionality, electric folding mirrors and larger rear-disc brakes are among the extra features of the $1000-optional Safety Pack on S and Sport grades.
Thus-equipped, the S is at the forefront of safety for the small SUV class. ANCAP says the AEB works between 10km/h and 40km/h.
The Seltos scored a five-star ANCAP crash-test rating during 2019.
LDV covers the D90 with a five-year/130,000km warranty, which is not bad… but falls behind sister brand MG, which offers seven years/unlimited kilometres. At the very least it would be nice to have the unlimited kilometre promise.
Roadside assist is included for the duration of that warranty, but there’s no capped price servicing offered through LDV. The brand gave us indicative pricing of $513.74, $667.15, and $652.64 for the first three annual services. An initial six-monthly 5000km checkup is free.
All D90s need to be serviced once every 12 months or 15,000km, whichever occurs first.
For some time now, Kia has led the industry with a seven-year/unlimited kilometre warranty as well as roadside assistance.
Service intervals are every year or 15,000km, while published basic capped-price servicing ranges from $261 to $593 depending on the interval. The total is $2818 over seven year, averaging $402.58 annually over that period.