'New' Naza (KIA) Picanto: only for the fairer sex?

With an unorthodox tagline like "Guys love cars, girls love Picanto" I found myself warming up to the new Picanto facelift model a little warm and fuzzy inside, perhaps even a tad blushy....or have I even gotten myself in touch with my feminine side? I know, I shudder at that thought too.





But truth be told, this Naza reabged Kia is pretty (no pun intended) decent. Though having to make do with just a tiny 1.1 litre 4-pot with old-tech port fuel injection, common distributor coil-to-spark-plug-cables spark ignition system and regular throttle cable for fuel metering, this little hatch feels quite peppy on the move from the word go (till about 100km/h). Decent enough for town driving. The chassis also felt surprisingly solid, while the liquid-filled dampers gives very pliant ride around the city and suburbs, where it intended range of commuting are mostly destined for. Of course, like its i1o cousin, uphill task can be a bit of a chore, after slowing down to pick up pace again.





I can't give you the fuel consumption figure since I had hardly burned off past the fuel tank's half way mark. Sorry about that. But I reckon it would be as economical as the Hyundai i10 since both are 'blood' cousins in more ways than one. Supermini these days also feels more well screwed/bolted together. Such a feeling of solidity on the road can be appreciated by way of nicer planted agility (granted, the suspension setting is still on the soft side) and somewhat tighter body control. Even the steering feels okay with a nice weighting to it. Inside, you don't even feel cramped like you do in an old Perodua Kancil anymore. Shoulder room and elbow room are acceptable here in the Picanto and I am no horse-riding jockey.


The Koreans have indeed come a long way. This 'new' Picanto is a potentially viable alternative to the rather pricey (relatively speaking, of course) 'local' Perodua Viva. For a fact, that was mainly why the Hyundai i10 walked away with NST-Maybank Car of the Year 2009 Award in the entry-level car category.


Interestingly, my wife initially liked this car for its affordability, being a brand new car with manufacturer's warranty, less worry about costly unscheduled maintenance et al. For those with no hang-ups about Korean automotive brand or badge snobbery issues, imagine paying off for this car in four, maybe five years instead of seven. And for whatever the residual's worth after that hire-purchase period, the average damage in depreciation is say, a more manageable RM5k per year? Kinda makes great food-for-thought, financially speaking, yes?



Back to my better half again, she subsequently complained of lack of power after the few days of joint sampling of this tester, and also of bumpier ride than her Mitsu Colt Ralliart. Hmmm....so "Girls love Picanto"? Probably not all girls, especially women...



Related posts:
Perodua Viva Elite
Driven: Hyundai i10

Perodua Viva Elite

Today I shall get down-to-earth, back-to-basics with this car review. No other car epitomize this better than Perodua Viva Elite. It is by no means bargain-basement cheap, considering that Perodua is considered a national car maker and is afforded tariff exemption, special tax incentives et al.






Not paying much attention to this Perodua model initially, I was surprised at how decent this rebadged Daihatsu Charade (of previous generation) can be. Things that matter like ABS, twin SRS airbags are there. Even the wing mirrors are electrically foldfable. Hear this UMW Toyota: (well, they are of the same core business group anyway), where's the electric folding mirror action for the RM175k Toyota Prius?

Then there's also adjustable seatbelt anchorage points on the B-Pillars. Similar items in Toyota Avanza and even Nissan Grand Livina? No.

Though the seats are not the last word in comfort - its flanks support and backrest are a little thin/stingy but the thigh supports are surprisingly adequate (at least for my short stature) i.e. ant-posterior length-wise up to the mark. Once again, even the ever popular (D-segment!) Toyota Camry is a little shortchanged here. Serious.

Drive wise, there is nothing much to complain about. It's sprightly enough, light footed and willing on the move. There's even 4 -speed auto now, versus the Kancil 850 EZ which my better half owned 8 years ago. Idling vibrations is still noticeable, even though idling engine speed is pretty high at 1000rpm. The instruments panel are simple, clean and easily legible. something that the other 'major' national carmaker needs to learn for its Neo model or even its new Evora...er, I meant Exora.

The chassis gets a tad floaty as you breach our national highway speed limit but I guess flogging it to, say 130 km/h is much akin to wearing your Croc sandals to do snorkeling.

Funnily, the alloy wheels managed to look like wheel caps, which is something rather 'bizarre' considering that some good wheel caps can mimic otherwise these days!
In contention for a NST-Maybank COTY award 2009, whether the Viva Elite will present better value than the Hyundai i10 remains with the end-user. While the little Hyundai does handle better and has a better interior, the Viva's trump cards are its features.

At the end of the day, most motorists at this entry-level budget segment will likely emphasise on Viva's resale value in the future as a key consideration factor in their purchase.
Or perhaps another choice may be the newly relaunched, facelifted and renamed Naza (Kia) Picanto?

A Jaundiced Honda Jazz Anyone?

On its last leg of service since the world debut in 2002, the Honda Jazz gets a new dazzling coat called Helios Yellow Pearl. This is the sixth colour to be made available but it's exclusive to the Jazz VTEC, apart from Brilliant White Pearl. The other choices are Royal Blue, Alabaster Silver Metallic, Nighthawk Black Pearl and Taffeta White (Jazz i-DSI only).

Over 10,000 units have found satisfied owners since its 2003 launch by Honda Malaysia Sdn Bhd. Nevertheless, Honda Motor Co. is expected to introduce a full model change sometime 2008.

2008 Opel Agila

Also set to be revealed in the coming September at Frankfurt International Motorshow 2007 is Opel’s newest supermini called the Agila. To be sold in Europe for the 2008 model year with two petrol engines of 1.0L and 1.2L producing 65bhp and 86bhp respectively, the Agila is a close cousin of the upcoming Suzuki Splash (think VW Touareg vs Porsche Cayenne).

Notice the near-identical aesthetics as well as dimensional resemblance to the Suzuki A-segment supermini. For the EU market mostly, a new 1.4L common-rail turbodiesel is the tempting variant, offering 75bhp on tap.

New Suzuki Splash

Due for world premiere at the Frankfurt International Motor Show 2007 (in September), the new Suzuki Splash is a refreshing and cute all-new small passenger car hoping to capture a sizeable share of the A-segment growing market in Europe. The new flexible compact car combines the sportiness of Suzuki’s successful model Swift with the technologies and immense know-how of the Japanese world market leader in the mini car segment.

The Splash is not the successor of any specific former Suzuki model, but a brand-new concept to satisfy the needs of motorists for space, compactness, modern design, aerodynamics, quality, driveability, performance and environmental friendliness. The safety equipment encompasses state-of-the-art features such as six airbags and an Electronic Stability Program (ESP). Within the global growth strategy of Suzuki, the Splash is already the fourth entirely new model within three years after the launch of Swift, Grand Vitara and SX4.

Within this market segment, this supermini is a cocoon of a relatively tall body (1.6 metres) based on the chassis from the sporty Swift. With its overall length of 3.7 metres and width of 1.7 metres, it offers an ample vertical space and comfortable roomy cabin with sufficient legroom for adults on all seats. Its modern design leads to excellent aerodynamic efficiency and consequently to low carbon-dioxide emissions.

It will be available with two different petrol engines: a 1.0L, three-cylinder, 12-valve engine with maximum power of 65bhp and a 1.2L, four-cylinder, 16-valve motor with maximum power of 86bhp. With these engines, low friction and useable flat torque delivery at low and mid-range speeds help to ensure good driveability across the rev range while promoting fuel economy and limiting CO2 emissions. European motorists preferring a diesel engine can choose a proven 1.3L, common-rail turbodiesel, 16-valve oil burner with optional particulate filter and a maximum power of 75bhp. The petrol engines were both newly developed by Suzuki Motor Corporation as next-generation powerplants. The diesel engine will be produced at Suzuki’s plant in India under licence from GM Powertrain Europe.

Suzuki aims to sell up to 60,000 units per year of the Splash in Europe. The brand-new model has been developed by Suzuki Motor Corporation and will be produced by its subsidiary company Magyar Suzuki Corporation in Hungary.