Volkswagen Golf VS Kia Picanto
- Ride comfort
- Conservative styling
- Diesel engines' noise levels
- Premium unleaded only
- Excellent value
- Seven year warranty
- Makes the most of its size
- S feels a bit basic still
- Both transmissions have drawbacks
- Barren back seat
The Volkswagen Golf. More than 33 million produced over 40 years and seven generations. It's not quite more popular than blue jeans, or the iPhone, but it's close.
Actually, make that seven and a half generations, because this is Golf 7.5; as the name implies, a substantial mid-life upgrade of the current model.
So, to raise the stakes and, it's hoping, sales, VW has injected new life into its hugely respected marquee player with a range of design tweaks and tech upgrades.
|Engine Type||1.4L turbo|
|Fuel Type||Premium Unleaded Petrol|
The Kia Picanto is not only one of the smallest brand new cars you can buy in Australia, it’s also one of the most affordable.
Despite that though, the Picanto and cars like it are becoming an increasingly rare breed in Australia.
Read More:Kia Picanto 2021 review: S snapshot
This is partially because manufacturers are finding it increasingly hard to bring small cars to our relatively remote country with our more stringent safety requirements.
But, it’s also consistently true that what might work on the streets of Seoul or Tokyo might not necessarily translate well into the vast expanses of Australia.
But if you are just sticking to a metro capital, isn’t a car like the Picanto all you really need? To find out we’ve driven the updated-for-2021 Kia Picanto range. Read on to see what we made of it.
|Fuel Type||Regular Unleaded Petrol|
The Golf 7.5 is a great package from top to bottom. Volkswagen has hit all the right marks to bring its already excellent offering up to the pointy end of the intensely competitive small-car segment. And we think the entry-point 110TSI offers the best value of all. With high-end safety tech, amazing dynamics, a snappy drivetrain and sharp (introductory) drive-away pricing it will give the market leaders something to think about. And buyers as well.
Has Volkswagen done enough with this upgrade to put the Golf on your small car shopping list? Tell us what you think in the comments below.
Really when you boil everything away, the Picanto is probably all the car you need around one of Australia’s capital cities. This little car is brilliantly equipped on the multimedia front, is smartly packaged with a long warranty, and even offers a decent drive experience too.
It’s the lack of a compelling intercity drive experience that will really stop it from being the kind of car most Australians want. But as a second car or daily runabout, it’s hard to fault.
Our pick of the range is the S auto for its supreme value and better ride quality.
Unveiled late last year at the Paris Motor Show, the new Golf is available in three flavours – the familiar hatch, and a compact wagon, with the latter forming the basis of an all-wheel-drive, Alltrack variant.
From a design point of view you'll be hard-pressed to pick the Golf 7.5, with exterior changes focused on new headlights, revised front guards, and a restyled bumper. Think of it as an almost unnoticeable haircut.
At the back, the bumper has also been refreshed, and LED tail-lights are now standard across the range.
The wagon is a handsome alternative to the ubiquitous compact SUV, with the lines of the roof and glasshouse (identical to the hatch from nose to C-pillar) flowing seamlessly into a gently tapering and neatly composed rear end.
Inside, there's a new 8.0-inch multimedia screen with Apple CarPlay and Android Auto support standard on all models (as well as a 'Mirror Link' function for full Wi-Fi connection of tablet or mobile devices).
It's surprising how much of a difference the sleek new screen makes to the interior. Suddenly, the Golf's already premium character has been lifted to a different level.
The cool and classy cabin layout is otherwise largely unchanged, highlighted with dark accents on the volume models, and 'piano black' inserts on the Highline. The quality and attention to design detail are obvious.
The Picanto is a fun little thing to look at. I even like how plain the base car is with its dorky 14-inch steel wheels and flat paint, but the Picanto really stands out as a true city car in a segment that barely exists anymore.
Japanese manufacturers (for safety or price reasons) don’t bother to bring cars like this to our market, so it’s unique to see something that literally exudes its practical boxy aesthetic rolling around our streets.
While you can option the S in ridiculous colours, the GT-Line really brings a bunch of attitude with its over-the-top angry face, slicker-than-they-should-be alloy wheels, and nicer interior treatment. It’s streets-of-Asia kerb appeal won’t be for everyone I suppose, but you’re left with few options in this class.
The interior is, as you might imagine, full of hard plastics. This is especially noticeable in the base S which misses out on soft surfaces for your elbows – a pain (literally) on longer journeys.
Both specs excel with that massive touchscreen and bright multi-function cluster to bring a bit of wow-factor compared to rivals.
The dash design and simple but effective steering wheel help the Picanto feel like it’s no less a part of Kia’s increasingly design-led range with tastefully applied silvers and gloss finishes.
At just under 4.3 metres long the Golf hatch is small, but by no means cramped. There's tonnes of room and storage space up front with two cupholders, door pockets with bottle holders, and plenty of oddments space including a decent glovebox and a lidded bin between the seats.
All but the entry model pick-up another pair of cupholders in the rear, with adjustable air conditioning vents and flow control in the back of the front centre console, too.
Speaking of the back, there's heaps of room in there. I'm 183cm tall, and sitting behind my own driving position, I enjoyed surprisingly generous head and legroom.
Volkswagen claims 380 litres of cargo volume with the 60/40 split folding rear seats up, and a generous 1270 litres with them tipped forward.
Pushing towards 4.6 metres in length, the Golf wagon only nudges up 15mm in the wheelbase, so passenger accommodation is virtually identical to the hatch. And not surprisingly, it's in the luggage department where things start to diverge.
Even with the 60/40 split folding rear seats up the wagon boasts a hefty 605 litres of load space, growing to a cavernous 1620 litres with the second-row seats folded.
It should be clear from the outside that the Picanto is all about maximizing the use of its tiny footprint, and from the inside that goal has been achieved.
You’ll notice immediately from the driver’s seat how big the Picanto’s tall roof makes the interior feel. You do sit quite upright, and there’s no telescopic adjust for the steering, but I had no trouble finding a comfortable seating position regardless.
Kias generally have plenty of cabin storage, and the brand has done what it can with the space available in the Picanto. There are small binnacles in the doors with a decent bottle-holder, several small binnacles on the transmission tunnel, with a modest console box in the GT-Line, and a two-tiered shelf with neat flip-out cupholders under the air-conditioning controls.
Connectivity on offer includes a single USB port and 12-volt outlet for front passengers.
Hopping in the back seat is a much better experience for an adult than you might imagine. If you look at the Picanto in profile, it’s clear the brand has maximized the amount of aperture space for the doors, as they take up so much of the car’s diminutive length. This helps the rear seats be 90 per cent as easy to get into as the front ones.
Sitting behind my own driving position, I was pleasantly surprised to find airspace for my knees, and the same tall roofline made ensured there were no issues for my head either.
One area you will suffer in the rear row is a lack of amenities. There are no power outlets, cupholders, or adjustable vents, regardless of variant.
The boot comes in at 255 litres, which doesn’t sound like much, but is on par with the slightly larger Mazda2. I found much of that quoted number is useful, too, as the boot would eat the largest (125L) CarsGuide travel case with a little extra room to spare on either side. A space-saver spare wheel even lives under the boot floor on every grade.
Price and features
Headline news is an aggressive introductory drive-away pricing strategy, designed to challenge the traditionally cheaper segment leaders, with the standard features list growing appreciably at the same time.
The previous entry-level 92TSI hatch has departed the building, with pricing now set across an $18.5k band from $23,990 drive-away (MSRP $23,990) for the 110TSI, to the all-wheel-drive Alltrack 135TDI Premium at $42,490 drive-away (MSRP $40,990).
The hatch offers a choice of four grades - base, Trendline, Comfortline, and Highline - with the current 1.4-litre turbo-petrol four-cylinder engine powering all of them. A 2.0-litre turbo-diesel 110TDI version is available in the top-shelf Highline spec.
For that shrinking pool of people familiar with three pedals across the driver's footwell, a six-speed manual gearbox is available in the base and Trendline models, with Volkswagen's excellent 'DSG' dual-clutch auto offered across the line-up.
The wagon range comprises the top three grades, with diesel again an option on the primo Highline. The DSG dual-clutch is the only transmission available.
The Alltrack is a two-grade affair – base and Premium - with the choice of a 1.8-litre turbo-petrol, or higher output 2.0-litre turbo-diesel, with any gearbox you like, as long as it's a DSG (six-speed for the petrol, and seven for the diesel).
The entry-level 110TSI hatch is anything but a 'bait and switch' price-leader. It's loaded with everything from cruise control (with speed limit function) to seven airbags and driver-fatigue detection.
In fact, on top of the new multimedia screen and its connected functionality, all Golfs are now also fitted with auto emergency braking (AEB), alloy wheels (of various sizes), air-con, a leather-trimmed steering wheel, LED daytime running lights, and a rear-view camera as standard.
Step into to the Trendline from $25,490 drive-away (MSRP $24,990), and things like rain-sensing wipers, auto headlights, parking sensors, different 16-inch alloys, and a rear centre armrest (with cupholders) come your way.
Then the Comfortline from $29,990 drive-away (MSRP $28,990) adds 17-inch rims, dual-zone climate control air, 'Comfort' front seats, chrome interior and exterior highlights (including the wagon's roof rails), and a storage drawer under the front passenger seat.
Stump up for the Highline from $35,990 (MSRP $34,490) and the fruit starts to tumble in, with the highlights including 'leather-appointed' trim, 'Comfort Sport' front seats with electric adjustment and memory function for the driver, keyless entry and start, interior ambient lighting, LED headlights and a panoramic electric glass sunroof.
Three option packs are offered – 'Infotainment' ($2300), available on Comfortline and Highline, brings the excellent 'Active Info' configurable instrument display. It also adds 'Discover Pro' multimedia, delivered through a larger 9.2-inch screen, managing sat nav and other functions via gesture, touch, and voice control, as well as a top-shelf Dynaudio sound system.
'Park Assist', taking over the wheel for perpendicular or parallel parking manoeuvrers, is the star of the 'Driver Assistance' package ($1500), and the R-Line pack ($2500) brings the look, and some of the feel, of the GTI and Golf R, with a bodykit, bigger rims, and tuned suspension.
The entry-level Alltrack 132TSI at $35,990 drive-away (MSRP $34,490) is close to the hatch and wagon's Highline spec, although you'll need to opt for the flagship Premium version from $39,990 (MSRP $38,490) to pick up the partial leather trim, heated front seats and LED headlights.
Alltrack option packs are 'Driver Assistance' ($1800), 'Infotainment' ($2300), and 'Sport Luxury' ($2900), which includes 18-inch alloys, the electric seat adjustment, panoramic roof, and more.
Like its size or not, the Kia Picanto is a relatively rare offering which is also great value. The base S, for example, starts from just $14,390 before on-road costs, which makes it the second cheapest brand new car on sale in Australia (pipped, just, by the soon-to-be discontinued Mitsubishi Mirage ES).
Imagine how taken aback I was to discover that this incredibly affordable little car has wireless Apple CarPlay and wireless Android Auto (an Australian first) on its giant 8.0-inch touchscreen. Amazing. This is a feature we were surprised came on a $50k Audi Q3, and here it appears on what could soon be Australia’s cheapest brand-new car.
The base S also has ‘upgraded’ (but still dull) halogen headlights, and a full colour multi-function display in the dash cluster. The same cloth seats, 14-inch steel wheels, plastic steering wheel, and basic air conditioning also feature.
Next rung up is the GT-Line starting from $16,140. It gets re-designed and more aggressive styling front and rear, a set of upgraded projector headlights and LED DRLs, 16-inch alloy wheels, a better interior treatment including gloss finishes, soft-touch surfaces, as well as a leather bound wheel and leather-look seats, alloy pedals, and a centre console box.
A somewhat antiquated four-speed (torque converter) automatic transmission can be optioned to replace the standard five-speed manual at a $1600 premium on either variant.
Both cars also get a decent safety suite (with a caveat) explained later in this review, and as always this car’s lengthy seven-year warranty is a major draw.
The top-spec GT manual will also return later this year at $18,990 and will include a slightly revised 1.0-litre three-cylinder engine and five-speed manual at $18,990. Final spec hasn’t been locked in for this halo variant, so stay tuned for a single car review when it becomes available.
How does the Picanto compare to rivals other than the Mirage? You could compare it against the increasingly popular MG3 Core (auto-only from $17,190) or similarly-sized Suzuki Ignis GL (from $16,960).
Engine & trans
The Golf hatch and wagon range is in large part powered by the EA211 1.4-litre turbo-petrol four-cylinder engine, a stalwart of the Australian Golf range since the seventh-generation version arrived here in 2013.
Featuring 16 valves, direct-injection, and a single turbocharger, in Golf 7.5 guise it produces 110kW from 5000-6000rpm, and 250Nm across a broad plateau from just 1500-3500rpm.
Base and Trendline models are available with a six-speed manual, while VW's excellent (and ever-improving) 'DSG' dual-clutch auto spans the line-up.
If diesel's more your thing, a 2.0-litre four-cylinder turbocharged unit is available on the Highline model, producing an identical 110kW at 3500-4000rpm, with torque stepping up to 340Nm from 1750-3000rpm.
The diesel's a manual-free zone, with the seven-speed DSG the only option, but no matter what type of transmission you choose, drive goes exclusively to the front wheels.
Climbing (modest) mountains and fording (gentle) streams is the Alltrack's department, with power coming courtesy of a 1.8-litre turbo-petrol four, delivering 132kW from 4500-6200rpm and 280Nm from 1350-4500rpm.
Alternately, a higher output version of the 2.0-litre turbo-diesel four is an option on the high-spec Alltrack Premium, delivering 135kW from 3500-4000rpm, and an even gruntier 380Nm, the peak arriving at 1750rpm and hanging around until 3000rpm.
Petrol Alltracks are fitted with a six-speed dual clutch auto, while the diesel features an extra ratio, both sending drive to all four wheels via the '4Motion' permanent all-wheel drive system.
Built around an electronically-controlled multi-plate clutch pack, 4Motion uses an ECU integrated with the car's ESC set-up to continuously vary the torque split between front and rear axles.
The S and GT-Line continue to be powered by the same 1.25-litre four-cylinder non-turbo petrol engine with outputs of 62kW/122Nm. While not an impressive number to quote, it’s about right for something this size and weight.
This engine can be paired to either a five-speed manual or throwback four-speed torque converter automatic.
The GT will offer more oomph with a 1.0-litre three-cylinder turbo providing a punchier 74kW/172Nm, although it's only offered with the five-speed manual. The Picanto range is front-wheel drive only.
Gone are the days where a manual gearbox would outperform an auto transmission in the battle of the bowser.
Volkswagen claims the base (petrol, manual) Golf will consume 5.7L/100km on the combined (urban/extra urban) cycle, emitting 133g/km of CO2 in the process.
But swap out the manual for a dual-clutch, and that figure drops to 5.4L/100km for the hatch (128g/km) and 5.6 for the wagon (131g/km).
Tick the diesel option for the top-shelf Highline and your wallet will be even happier; the hatch consuming just 4.9L/100km (129g/km), and the wagon a round 5.0 (132g/km).
Step up to the Alltrack petrol and you're looking at 6.8L/100km (160g/km), with the high-output diesel sipping only 5.4 (142g/km).
The fuel tank in the hatch and wagon holds 50 litres, while the Alltrack's grows to 55 litres. And it's worth noting the petrol units are tuned for minimum 95RON premium unleaded.
Old engine tech means not particularly impressive fuel figures. At least, that’s what I found after testing the S manual and GT-line auto back-to-back over two weeks.
Official combined cycle figures have the five-speed manual S (as tested) consume 5.0L/100km, while the GT-Line auto is claimed to sip 5.8L/100km.
Our real-world figures over city, suburban, and freeway kays saw the manual S return 6.4L/100km and the auto GT-Line slip to 7.5L/100km
Those numbers are by no means a deal breaker, given they're not much higher than the claim, but hatchbacks a full size larger than this with 2.0-litre non-turbo engines can deliver equal or better real-world consumption.
The Picanto’s tiny 35-litre fuel tank needs to be called out. This car may be a fuel sipper, but you'll still be refueling with annoying regularity.
The overriding, almost overwhelming first impression in driving any recent Golf is the outstanding ride quality. You'd swear the wheelbase was half as long again, because it rides like a larger, luxury car.
Even the entry-level vehicle is quiet, comfortable, and refined. Steering feel is great, and the petrol 1.4 is smooth and eager; there's simply no way you'd pick it as a turbo.
Volkswagen claims 8.2 seconds for the sprint from 0-100km/h for the base car, whether you're shifting the gears yourself or the tricky dual-clutch is doing it for you.
That's pretty much the Goldilocks performance zone for a car that's likely to do most of its work in the urban jungle, yet needs to retain the ability to confidently stride out onto the open road when required.
The diesel version is only fractionally slower to licence-loss velocity (8.6sec), and while it doesn't feel as revvy and urgent, it packs a satisfying punch of mid-range torque. It is definitely and noticeably noisier, though.
As usual, the Golf is a model of ergonomic efficiency, with the new multimedia screen enhancing ease of use and connectivity, the seats front and rear are comfortable yet supportive, and you're spoiled for choice between the sweet six-speed manual and rapid-fire DSG (with wheel-mounted paddles on upper variants).
The wagon employs the same strut front, four-link rear suspension arrangement as the hatch, and despite its extra length and interior volume it gives nothing away in terms of noise suppression or general refinement.
Moving up the spec pecking order from 16-, through 17-, to optional 18-inch alloy wheels does nothing to compromise overall composure;, body control is exceptional, and the brakes are agreeably progressive.
Response from the Alltrack's more powerful engines is partially offset by an increase in kerb weight (petrol +165kg / diesel +101kg), with the 1.8-litre petrol and high-output 2.0-litre diesel both recording 7.8sec 0-100km/h. But despite its more macho appearance and SUV-focused rubber, the Alltrack is an equally refined drive.
The Picanto offers a pretty straightforward driving experience, which is a plus in a car this simple.
The 62kW 1.2-litre engine in both our test cars proved peppy enough for the Picanto’s weight. It won’t set any hearts on fire, but I think it’s more than adequate for the task at hand.
The basic transmissions threw up a few typical issues. The four-speed auto is particularly transparent, lurching through each gear with little panache. The lack of ratios on offer makes accelerating in the auto a noisy, thrashy experience, and it’s evidently not the best for fuel consumption, either.
The manual meanwhile proves a bit better for keeping the revs in check with its extra gear, but has a simple and somewhat sloppy action, which makes switch cogs yourself a less than 'sporty' experience.
The ride is locally tuned, although I found it most compliant in the base S with its larger tyres. The 16-inch sporty wheels on the GT-Line increase cabin noise and ride harshness significantly.
Neither car was quiet above that 80km/h freeway mark, in terms of road and engine noise (with the 1.2 running at 3000rpm at 100km/h on the flat) making for predictably raucous inter-city drives.
I found the steering to be surprisingly direct and full of feel, giving the Picanto at least a little spark of entertainment for driving around city streets.
The Picanto also has to be one of the easiest cars in Australia to park. Visibility is fantastic all-round, and you’ll fit in pretty much any spot you can find. GT-Line owners will need to keep an eye out on those giant alloy wheels, however.
Golfs of all descriptions incorporate an impressive array of standard safety tech, including active features like cruise control (with programmable speed limiter), distance warning display, driver fatigue detection, AEB, ABS, EBD, BA, EDL, multi-collision brake, ASR, tyre-pressure indicator, and a rear-view camera.
And when all that isn't enough to avoid a collision, no less than seven airbags are on board (driver and front passenger head and side, driver's knee and front and rear curtain).
There are three child-restraint top tether points across the back seat, with ISOFIX anchors on the two outer positions.
As well as the previously mentioned auto-parking feature, the optional driver assistance package includes adaptive cruise control, lane assist, blind spot monitor, and rear traffic alert.
Although the 7.5 upgrade hasn't been specifically tested by ANCAP, the current Golf scored a maximum five-star rating when it was assessed at launch in early 2013.
The good news here is the Picanto impresses with standard city-speed auto emergency braking and forward collision warning regardless of variant chosen.
That’s great, and puts it ahead of its main rivals, the MG3 and Ignis but annoyingly that’s where the active items stop.
Interesting, given in its Korean home market the Picanto scores rear cross-traffic alert, lane departure warning, and driver attention alert.
Passive items include two ISOFIX and three top-tether child-seat mounting points (good luck getting a third child seat in the rear row), six airbags, and the usual electronic stability and traction controls.
The Picanto carries a four-star (from a possible five) ANCAP safety rating as of 2017.
Volkswagen Australia's new-vehicle warranty covers three years/unlimited km, with paint covered for the same period, and the main steel body structure is under warranty for no less than 12 years (unlimited km).
Recommended service interval is 12 months/15,000km, with indicative costs for the first five years/75,000km ranging from a low of $318, to a high of $751, for a total of $2276, and an average of $455 per service.
Like all Kias the Picanto carries that famous, class-leading seven-year/unlimited kilometre warranty promise, rivalled in this segment only by the MG3 which now has a warranty of the same length.
Service pricing is capped for the life of the warranty and varies from $269 to $565 per yearly (or 15,000km, which ever comes first) interval, for a surprisingly expensive average yearly spend of $389.42.