higher speeds, but against its direct rivals it has more than adequate grunt.
The Picanto is happiest in urban environments where it will spend nearly all of its time. The lack of a reversing camera is partly compensated for by great visibility out of the big rear window. The 9.8m turning circle is super tight, which is handy for city manoeuvres, while the brakes are above average, with discs all around compared with drums for some rivals.
The Picanto is made in Korea but the suspension in the Australian model has been set up for Europe roads. We didn’t notice any issues — it’s no limo but the ride is smooth and cornering ability surprisingly good.
The interior is beginning to show its age — there’s no display screen, no Apple Carplay and Android Auto — but aside from the outdated look the cabin feels airy and roomy up front.
The back seats are tighter but at 190cm I can sit behind my driving position with my legs snug against the seat back. Headroom is excellent.
Storage is good throughout with two bottle holders and two cupholders up front. The boot has a capacity of 292 litres — about the standard for cars in this segment. After about 300km of highway and urban driving I was averaging
5.7L/100km fuel use — not bad considering Kia claims 5.6L/100km.
The Picanto has arrived into Australia’s microcar segment a better product than the majority of the others. It’s not quite up to the level of the Holden Spark’s ride and handling or in-car tech, but the sharp price and Kia’s exceptional warranty make it a competitive package.