2025 Kia Picanto Sport review

Kia Picanto Pros
Kia Picanto Cons
The Kia Picanto is the cheapest new car you can buy in Australia right now.
Note: This article is based on our most recent review of the Kia Picanto, as there have been no major changes to pricing or specification since its publication.
We have updated key details such as pricing and specifications with the most up to date information available.Read our latest price and specs article here for all the details.
The pint-size micro-car briefly lost the title to the previous-generation MG 3, but the new MG 3 is a lot pricier, handing the mantle of Australia's cheapest new model back to the Kia.
As the entry point into the Korean brand's lineup, the Picanto packs in heaps of new and desirable features despite its low asking price, going heavy on the type of active safety tech the MG lacks.
The Picanto retains both manual and automatic transmission options, as well as a two-variant range structure to offer more choice than most models at this end of the market. Here we're trialing the cheapest one – is it the pick?
Here we have the most affordable Picanto on sale – the Kia Picanto Sport – which starts from $18,390 before on-road costs with a five-speed manual transmission, as tested.
To see how the Kia Picanto lines up against the competition, check out our comparison tool
Changes in the cabin are a little less dramatic than the exterior, but there are quite a few upgrades here.
The fundamentals are the same but there are small changes like a new LCD instrument cluster that is more neatly integrated into the binnacle than the old analogue dials, and the seat fabric has been updated.
Smaller details include the inclusion of USB-C charge ports, as well as additional buttons on the steering wheel and to the right of the driver's knee for applicable safety systems that have been added with this update.
Oh, and the steering wheel is now trimmed in 'premium' leatherette as standard, as is the gear shifter.
There's definitely a more upmarket vibe to various points of touch and interaction, as well as the more fulsome tech suite that also helps justify price rises over previous iterations of the Picanto.
It's all still quite basic and austere, but it's functional and attractive enough given the price point.
The freestanding 8.0-inch touchscreen offers wireless Apple CarPlay and Android Auto, which actually works properly now compared to older iterations, and the manual air-con is surprisingly powerful as I found out on a hot summer day.
Storage is good thanks to a dual-tier shelf under the dashboard, augmented by 12V, USB-A and USB-C ports, as well as adjustable cupholders and an open tray in the centre console.
Everything is also ergonomically placed and positioned, with the centre stack angled slightly towards the driver and everything well within arm's reach – just don't go looking for soft plastics, because there are none.
The back seat continues to surprise, given you can actually fit real people there despite the Picanto's tiny dimensions.
I managed to fit two of my friends in the rear with minimal complaints. The Picanto's tall and boxy proportions mean even someone my height (6'1″) can snugly fit – a longer road trip might be pushing it with regular use though.
Being a budget city-car, there aren't a whole lot of back seat amenities here. You get the requisite ISOFIX child seat anchors on the outboard seats as well as top-tethers across all three, but there are no air vents or folding centre armrest.
In fairness, that's to be expected of a vehicle in this segment, but worth calling out if you're planning to use the second row somewhat often.
Behind those rear seats there's 255 litres of cargo capacity, which can be expanded to 1010 litres with the rear seats folded. That's more than a Mazda 2 Hatch (250L), which is impressive given the Picanto's smaller size.
There's a pretty big step up from the boot floor to the seat backs, though. All versions of the Kia Picanto feature a temporary space-saver spare wheel.
To see how the Kia Picanto lines up against the competition, check out our comparison tool
The entire Picanto range is fitted with a 1.25-litre naturally aspirated four-cylinder engine.
To see how the Kia Picanto lines up against the competition, check out our comparison tool
The bulk of Picanto buyers opt for the dearer four-speed auto, so it's great that Kia Australia has kept the five-speed manual on sale.
Why? Well, for starters manuals are becoming harder and harder to find these days and, for a lot of younger motorists buying their first car, this could be a great way to get into an affordable new car and also practice 'driving stick'.
It also gives you more control and an added ratio for the pretty basic and meek 1.25-litre petrol engine.
With just 62kW of power and 122Nm of torque on tap, this little Kia is no pocket rocket – especially when peak torque doesn't come online until 4000rpm. However, this mini-car only weighs 976kg, so you can get it moving if you need to push it.
I haven't driven an atmo manual for a while, so like me you might find you have to row through the gears a lot to keep the Picanto on the boil. It's more involving and helps you really get in touch with what the car's doing, but it can also be quite tiresome in stop-start city traffic.
The Picanto has a very light clutch and an almost wobbly shift action, which early on might be a little jarring, but you soon learn to embrace the charm that comes with driving this little unit around town.
It revs out willingly and is fairly responsive, but I'd ignore the shift indicator in the cluster because it encourages you to change gears at around 2000rpm, which is never going to work in hilly conditions. Keep in mind you don't get peak torque until 4000rpm and peak power until 6000rpm.
While the new 'basic' digital instrumentation looks neat in the driver's binnacle, I feel this is a step backwards for the manual as it's difficult at times to gauge how many revs you have on board on take-off and how quickly the tacho is rising on the clock radio-style display.
Further, the vague clutch and shift actions can mean it's very easy to over-rev the Picanto on takeoff and between gearshifts. Having hill start assist definitely helps when setting off on an incline.
It handles well too. That chunky leatherette-trimmed steering wheel and accurate steering calibration make this quite a fun little thing to punt around city streets.
It rides pretty well to boot, erring on the firmer side but doing a good job of balancing comfort and dynamics. The Sport's little 14-inch alloys and 175/65 tyres add a bit more cushioning than the GT-Line's 195/45 R16s as well.
The Picanto is also surprisingly settled on the freeway for such a little car, helped by Kia Australia's local tuning of the suspension and steering, perhaps as well as the fact the Picanto is sold in markets like Europe.
While it takes a heavy foot to get anywhere quickly, you don't feel like you're in some dangerous little buzzbox that'll get blown away by passing buses and trucks. It's surprisingly sure-footed and confident at 100 clicks.
Further, the five-speed manual's long final ratio means it's not spinning away at well above 3000rpm like it is in the four-speed auto. It just feels like it has longer legs in those scenarios.
Unlike the MG 3, which lacks any form of modern active safety tech for now, the Picanto has a slew of modern assistance features that should not only help you on the road but also give parents peace of mind when their youngster set out to drive in this big scary world.
AEB, blind-spot monitoring and rear cross-traffic assist as well as lane keep assist all actively intervene to avoid collisions or drifting out of one's lane.
You also have Lane Following Assist, which will actively keep you centred in your lane, and it does so in an unthreatening way.
There's also auto high-beam for the standard projector-type halogen headlights. Unfortunately, LED units are reserved for the GT-Line flagship. I can forgive this in the Picanto, but perhaps not models higher up in Kia's range.
Note that Kia doesn't offer the Picanto with a more sophisticated AEB system incorporating pedestrian and cyclist detection – nor adaptive cruise control – despite it being available in the Korean domestic market. Probably nitpicking for this particular variant.
To see how the Kia Picanto lines up against the competition, check out our comparison tool
The Kia Picanto is available in two trim levels – on test here is the base Sport.
2025 Kia Picanto Sport equipment highlights:
Picanto GT-Line adds:
To see how the Kia Picanto lines up against the competition, check out our comparison tool
The Kia Picanto no longer has an ANCAP safety rating, as its four-star rating from 2017 expired at the beginning of last year.
Standard safety equipment includes:
To see how the Kia Picanto lines up against the competition, check out our comparison tool
The Picanto is backed by Kia's seven-year, unlimited-kilometre warranty.
Like the Korean brand's wider lineup, Kia offers seven years of roadside assistance and capped-price servicing for Picanto buyers, and maintenance is required every 12 months or 15,000km.
To see how the Kia Picanto lines up against the competition, check out our comparison tool
Australians love to buy the biggest and most expensive versions of most models, but for those more pragmatic buyers that take the "right size, right size" approach, the base Picanto has a lot to offer.
For just over $20,000 drive-away you have all the bases covered in terms of driver assistance and infotainment technologies, as well as a pretty economical and uncomplicated drivetrain that's cheap to run.
Based on my real-world experience, you should be able to achieve over 550km between fills of the tiny 35-litre tank, which with 91-octane unleaded will make this one of the cheapest and most efficient ways to get around.
Props to Kia for decking out the Picanto with active safety features like blind-spot and rear cross-traffic assists, as well as active lane centring.
While some may argue "you shouldn't have your license if you need these things", it's a great safety net that the young, old and everyone in between will appreciate if they ever need it.
You really don't need to spend up for the GT-Line either, unless you must have the more premium aesthetics and LED lighting, because the fundamentals of this new Picanto Sport are more than solid enough for the coin.
Besides, if you're in the market for properly budget motoring, there's little else to choose from these days unless you buy used.
Interested in buying a Kia Picanto? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Kia Picanto
Content originally sourced from: CarExpert.com.auKia Picanto Pros
Kia Picanto Cons
The Kia Picanto is the cheapest new car you can buy in Australia right now.
Note: This article is based on our most recent review of the Kia Picanto, as there have been no major changes to pricing or specification since its publication.
We have updated key details such as pricing and specifications with the most up to date information available.Read our latest price and specs article here for all the details.
The pint-size micro-car briefly lost the title to the previous-generation MG 3, but the new MG 3 is a lot pricier, handing the mantle of Australia's cheapest new model back to the Kia.
As the entry point into the Korean brand's lineup, the Picanto packs in heaps of new and desirable features despite its low asking price, going heavy on the type of active safety tech the MG lacks.
The Picanto retains both manual and automatic transmission options, as well as a two-variant range structure to offer more choice than most models at this end of the market. Here we're trialing the cheapest one – is it the pick?
Here we have the most affordable Picanto on sale – the Kia Picanto Sport – which starts from $18,390 before on-road costs with a five-speed manual transmission, as tested.
To see how the Kia Picanto lines up against the competition, check out our comparison tool
Changes in the cabin are a little less dramatic than the exterior, but there are quite a few upgrades here.
The fundamentals are the same but there are small changes like a new LCD instrument cluster that is more neatly integrated into the binnacle than the old analogue dials, and the seat fabric has been updated.
Smaller details include the inclusion of USB-C charge ports, as well as additional buttons on the steering wheel and to the right of the driver's knee for applicable safety systems that have been added with this update.
Oh, and the steering wheel is now trimmed in 'premium' leatherette as standard, as is the gear shifter.
There's definitely a more upmarket vibe to various points of touch and interaction, as well as the more fulsome tech suite that also helps justify price rises over previous iterations of the Picanto.
It's all still quite basic and austere, but it's functional and attractive enough given the price point.
The freestanding 8.0-inch touchscreen offers wireless Apple CarPlay and Android Auto, which actually works properly now compared to older iterations, and the manual air-con is surprisingly powerful as I found out on a hot summer day.
Storage is good thanks to a dual-tier shelf under the dashboard, augmented by 12V, USB-A and USB-C ports, as well as adjustable cupholders and an open tray in the centre console.
Everything is also ergonomically placed and positioned, with the centre stack angled slightly towards the driver and everything well within arm's reach – just don't go looking for soft plastics, because there are none.
The back seat continues to surprise, given you can actually fit real people there despite the Picanto's tiny dimensions.
I managed to fit two of my friends in the rear with minimal complaints. The Picanto's tall and boxy proportions mean even someone my height (6'1″) can snugly fit – a longer road trip might be pushing it with regular use though.
Being a budget city-car, there aren't a whole lot of back seat amenities here. You get the requisite ISOFIX child seat anchors on the outboard seats as well as top-tethers across all three, but there are no air vents or folding centre armrest.
In fairness, that's to be expected of a vehicle in this segment, but worth calling out if you're planning to use the second row somewhat often.
Behind those rear seats there's 255 litres of cargo capacity, which can be expanded to 1010 litres with the rear seats folded. That's more than a Mazda 2 Hatch (250L), which is impressive given the Picanto's smaller size.
There's a pretty big step up from the boot floor to the seat backs, though. All versions of the Kia Picanto feature a temporary space-saver spare wheel.
To see how the Kia Picanto lines up against the competition, check out our comparison tool
The entire Picanto range is fitted with a 1.25-litre naturally aspirated four-cylinder engine.
To see how the Kia Picanto lines up against the competition, check out our comparison tool
The bulk of Picanto buyers opt for the dearer four-speed auto, so it's great that Kia Australia has kept the five-speed manual on sale.
Why? Well, for starters manuals are becoming harder and harder to find these days and, for a lot of younger motorists buying their first car, this could be a great way to get into an affordable new car and also practice 'driving stick'.
It also gives you more control and an added ratio for the pretty basic and meek 1.25-litre petrol engine.
With just 62kW of power and 122Nm of torque on tap, this little Kia is no pocket rocket – especially when peak torque doesn't come online until 4000rpm. However, this mini-car only weighs 976kg, so you can get it moving if you need to push it.
I haven't driven an atmo manual for a while, so like me you might find you have to row through the gears a lot to keep the Picanto on the boil. It's more involving and helps you really get in touch with what the car's doing, but it can also be quite tiresome in stop-start city traffic.
The Picanto has a very light clutch and an almost wobbly shift action, which early on might be a little jarring, but you soon learn to embrace the charm that comes with driving this little unit around town.
It revs out willingly and is fairly responsive, but I'd ignore the shift indicator in the cluster because it encourages you to change gears at around 2000rpm, which is never going to work in hilly conditions. Keep in mind you don't get peak torque until 4000rpm and peak power until 6000rpm.
While the new 'basic' digital instrumentation looks neat in the driver's binnacle, I feel this is a step backwards for the manual as it's difficult at times to gauge how many revs you have on board on take-off and how quickly the tacho is rising on the clock radio-style display.
Further, the vague clutch and shift actions can mean it's very easy to over-rev the Picanto on takeoff and between gearshifts. Having hill start assist definitely helps when setting off on an incline.
It handles well too. That chunky leatherette-trimmed steering wheel and accurate steering calibration make this quite a fun little thing to punt around city streets.
It rides pretty well to boot, erring on the firmer side but doing a good job of balancing comfort and dynamics. The Sport's little 14-inch alloys and 175/65 tyres add a bit more cushioning than the GT-Line's 195/45 R16s as well.
The Picanto is also surprisingly settled on the freeway for such a little car, helped by Kia Australia's local tuning of the suspension and steering, perhaps as well as the fact the Picanto is sold in markets like Europe.
While it takes a heavy foot to get anywhere quickly, you don't feel like you're in some dangerous little buzzbox that'll get blown away by passing buses and trucks. It's surprisingly sure-footed and confident at 100 clicks.
Further, the five-speed manual's long final ratio means it's not spinning away at well above 3000rpm like it is in the four-speed auto. It just feels like it has longer legs in those scenarios.
Unlike the MG 3, which lacks any form of modern active safety tech for now, the Picanto has a slew of modern assistance features that should not only help you on the road but also give parents peace of mind when their youngster set out to drive in this big scary world.
AEB, blind-spot monitoring and rear cross-traffic assist as well as lane keep assist all actively intervene to avoid collisions or drifting out of one's lane.
You also have Lane Following Assist, which will actively keep you centred in your lane, and it does so in an unthreatening way.
There's also auto high-beam for the standard projector-type halogen headlights. Unfortunately, LED units are reserved for the GT-Line flagship. I can forgive this in the Picanto, but perhaps not models higher up in Kia's range.
Note that Kia doesn't offer the Picanto with a more sophisticated AEB system incorporating pedestrian and cyclist detection – nor adaptive cruise control – despite it being available in the Korean domestic market. Probably nitpicking for this particular variant.
To see how the Kia Picanto lines up against the competition, check out our comparison tool
The Kia Picanto is available in two trim levels – on test here is the base Sport.
2025 Kia Picanto Sport equipment highlights:
Picanto GT-Line adds:
To see how the Kia Picanto lines up against the competition, check out our comparison tool
The Kia Picanto no longer has an ANCAP safety rating, as its four-star rating from 2017 expired at the beginning of last year.
Standard safety equipment includes:
To see how the Kia Picanto lines up against the competition, check out our comparison tool
The Picanto is backed by Kia's seven-year, unlimited-kilometre warranty.
Like the Korean brand's wider lineup, Kia offers seven years of roadside assistance and capped-price servicing for Picanto buyers, and maintenance is required every 12 months or 15,000km.
To see how the Kia Picanto lines up against the competition, check out our comparison tool
Australians love to buy the biggest and most expensive versions of most models, but for those more pragmatic buyers that take the "right size, right size" approach, the base Picanto has a lot to offer.
For just over $20,000 drive-away you have all the bases covered in terms of driver assistance and infotainment technologies, as well as a pretty economical and uncomplicated drivetrain that's cheap to run.
Based on my real-world experience, you should be able to achieve over 550km between fills of the tiny 35-litre tank, which with 91-octane unleaded will make this one of the cheapest and most efficient ways to get around.
Props to Kia for decking out the Picanto with active safety features like blind-spot and rear cross-traffic assists, as well as active lane centring.
While some may argue "you shouldn't have your license if you need these things", it's a great safety net that the young, old and everyone in between will appreciate if they ever need it.
You really don't need to spend up for the GT-Line either, unless you must have the more premium aesthetics and LED lighting, because the fundamentals of this new Picanto Sport are more than solid enough for the coin.
Besides, if you're in the market for properly budget motoring, there's little else to choose from these days unless you buy used.
Interested in buying a Kia Picanto? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Kia Picanto
Content originally sourced from: CarExpert.com.auKia Picanto Pros
Kia Picanto Cons
The Kia Picanto is the cheapest new car you can buy in Australia right now.
Note: This article is based on our most recent review of the Kia Picanto, as there have been no major changes to pricing or specification since its publication.
We have updated key details such as pricing and specifications with the most up to date information available.Read our latest price and specs article here for all the details.
The pint-size micro-car briefly lost the title to the previous-generation MG 3, but the new MG 3 is a lot pricier, handing the mantle of Australia's cheapest new model back to the Kia.
As the entry point into the Korean brand's lineup, the Picanto packs in heaps of new and desirable features despite its low asking price, going heavy on the type of active safety tech the MG lacks.
The Picanto retains both manual and automatic transmission options, as well as a two-variant range structure to offer more choice than most models at this end of the market. Here we're trialing the cheapest one – is it the pick?
Here we have the most affordable Picanto on sale – the Kia Picanto Sport – which starts from $18,390 before on-road costs with a five-speed manual transmission, as tested.
To see how the Kia Picanto lines up against the competition, check out our comparison tool
Changes in the cabin are a little less dramatic than the exterior, but there are quite a few upgrades here.
The fundamentals are the same but there are small changes like a new LCD instrument cluster that is more neatly integrated into the binnacle than the old analogue dials, and the seat fabric has been updated.
Smaller details include the inclusion of USB-C charge ports, as well as additional buttons on the steering wheel and to the right of the driver's knee for applicable safety systems that have been added with this update.
Oh, and the steering wheel is now trimmed in 'premium' leatherette as standard, as is the gear shifter.
There's definitely a more upmarket vibe to various points of touch and interaction, as well as the more fulsome tech suite that also helps justify price rises over previous iterations of the Picanto.
It's all still quite basic and austere, but it's functional and attractive enough given the price point.
The freestanding 8.0-inch touchscreen offers wireless Apple CarPlay and Android Auto, which actually works properly now compared to older iterations, and the manual air-con is surprisingly powerful as I found out on a hot summer day.
Storage is good thanks to a dual-tier shelf under the dashboard, augmented by 12V, USB-A and USB-C ports, as well as adjustable cupholders and an open tray in the centre console.
Everything is also ergonomically placed and positioned, with the centre stack angled slightly towards the driver and everything well within arm's reach – just don't go looking for soft plastics, because there are none.
The back seat continues to surprise, given you can actually fit real people there despite the Picanto's tiny dimensions.
I managed to fit two of my friends in the rear with minimal complaints. The Picanto's tall and boxy proportions mean even someone my height (6'1″) can snugly fit – a longer road trip might be pushing it with regular use though.
Being a budget city-car, there aren't a whole lot of back seat amenities here. You get the requisite ISOFIX child seat anchors on the outboard seats as well as top-tethers across all three, but there are no air vents or folding centre armrest.
In fairness, that's to be expected of a vehicle in this segment, but worth calling out if you're planning to use the second row somewhat often.
Behind those rear seats there's 255 litres of cargo capacity, which can be expanded to 1010 litres with the rear seats folded. That's more than a Mazda 2 Hatch (250L), which is impressive given the Picanto's smaller size.
There's a pretty big step up from the boot floor to the seat backs, though. All versions of the Kia Picanto feature a temporary space-saver spare wheel.
To see how the Kia Picanto lines up against the competition, check out our comparison tool
The entire Picanto range is fitted with a 1.25-litre naturally aspirated four-cylinder engine.
To see how the Kia Picanto lines up against the competition, check out our comparison tool
The bulk of Picanto buyers opt for the dearer four-speed auto, so it's great that Kia Australia has kept the five-speed manual on sale.
Why? Well, for starters manuals are becoming harder and harder to find these days and, for a lot of younger motorists buying their first car, this could be a great way to get into an affordable new car and also practice 'driving stick'.
It also gives you more control and an added ratio for the pretty basic and meek 1.25-litre petrol engine.
With just 62kW of power and 122Nm of torque on tap, this little Kia is no pocket rocket – especially when peak torque doesn't come online until 4000rpm. However, this mini-car only weighs 976kg, so you can get it moving if you need to push it.
I haven't driven an atmo manual for a while, so like me you might find you have to row through the gears a lot to keep the Picanto on the boil. It's more involving and helps you really get in touch with what the car's doing, but it can also be quite tiresome in stop-start city traffic.
The Picanto has a very light clutch and an almost wobbly shift action, which early on might be a little jarring, but you soon learn to embrace the charm that comes with driving this little unit around town.
It revs out willingly and is fairly responsive, but I'd ignore the shift indicator in the cluster because it encourages you to change gears at around 2000rpm, which is never going to work in hilly conditions. Keep in mind you don't get peak torque until 4000rpm and peak power until 6000rpm.
While the new 'basic' digital instrumentation looks neat in the driver's binnacle, I feel this is a step backwards for the manual as it's difficult at times to gauge how many revs you have on board on take-off and how quickly the tacho is rising on the clock radio-style display.
Further, the vague clutch and shift actions can mean it's very easy to over-rev the Picanto on takeoff and between gearshifts. Having hill start assist definitely helps when setting off on an incline.
It handles well too. That chunky leatherette-trimmed steering wheel and accurate steering calibration make this quite a fun little thing to punt around city streets.
It rides pretty well to boot, erring on the firmer side but doing a good job of balancing comfort and dynamics. The Sport's little 14-inch alloys and 175/65 tyres add a bit more cushioning than the GT-Line's 195/45 R16s as well.
The Picanto is also surprisingly settled on the freeway for such a little car, helped by Kia Australia's local tuning of the suspension and steering, perhaps as well as the fact the Picanto is sold in markets like Europe.
While it takes a heavy foot to get anywhere quickly, you don't feel like you're in some dangerous little buzzbox that'll get blown away by passing buses and trucks. It's surprisingly sure-footed and confident at 100 clicks.
Further, the five-speed manual's long final ratio means it's not spinning away at well above 3000rpm like it is in the four-speed auto. It just feels like it has longer legs in those scenarios.
Unlike the MG 3, which lacks any form of modern active safety tech for now, the Picanto has a slew of modern assistance features that should not only help you on the road but also give parents peace of mind when their youngster set out to drive in this big scary world.
AEB, blind-spot monitoring and rear cross-traffic assist as well as lane keep assist all actively intervene to avoid collisions or drifting out of one's lane.
You also have Lane Following Assist, which will actively keep you centred in your lane, and it does so in an unthreatening way.
There's also auto high-beam for the standard projector-type halogen headlights. Unfortunately, LED units are reserved for the GT-Line flagship. I can forgive this in the Picanto, but perhaps not models higher up in Kia's range.
Note that Kia doesn't offer the Picanto with a more sophisticated AEB system incorporating pedestrian and cyclist detection – nor adaptive cruise control – despite it being available in the Korean domestic market. Probably nitpicking for this particular variant.
To see how the Kia Picanto lines up against the competition, check out our comparison tool
The Kia Picanto is available in two trim levels – on test here is the base Sport.
2025 Kia Picanto Sport equipment highlights:
Picanto GT-Line adds:
To see how the Kia Picanto lines up against the competition, check out our comparison tool
The Kia Picanto no longer has an ANCAP safety rating, as its four-star rating from 2017 expired at the beginning of last year.
Standard safety equipment includes:
To see how the Kia Picanto lines up against the competition, check out our comparison tool
The Picanto is backed by Kia's seven-year, unlimited-kilometre warranty.
Like the Korean brand's wider lineup, Kia offers seven years of roadside assistance and capped-price servicing for Picanto buyers, and maintenance is required every 12 months or 15,000km.
To see how the Kia Picanto lines up against the competition, check out our comparison tool
Australians love to buy the biggest and most expensive versions of most models, but for those more pragmatic buyers that take the "right size, right size" approach, the base Picanto has a lot to offer.
For just over $20,000 drive-away you have all the bases covered in terms of driver assistance and infotainment technologies, as well as a pretty economical and uncomplicated drivetrain that's cheap to run.
Based on my real-world experience, you should be able to achieve over 550km between fills of the tiny 35-litre tank, which with 91-octane unleaded will make this one of the cheapest and most efficient ways to get around.
Props to Kia for decking out the Picanto with active safety features like blind-spot and rear cross-traffic assists, as well as active lane centring.
While some may argue "you shouldn't have your license if you need these things", it's a great safety net that the young, old and everyone in between will appreciate if they ever need it.
You really don't need to spend up for the GT-Line either, unless you must have the more premium aesthetics and LED lighting, because the fundamentals of this new Picanto Sport are more than solid enough for the coin.
Besides, if you're in the market for properly budget motoring, there's little else to choose from these days unless you buy used.
Interested in buying a Kia Picanto? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Kia Picanto
Content originally sourced from: CarExpert.com.auKia Picanto Pros
Kia Picanto Cons
The Kia Picanto is the cheapest new car you can buy in Australia right now.
Note: This article is based on our most recent review of the Kia Picanto, as there have been no major changes to pricing or specification since its publication.
We have updated key details such as pricing and specifications with the most up to date information available.Read our latest price and specs article here for all the details.
The pint-size micro-car briefly lost the title to the previous-generation MG 3, but the new MG 3 is a lot pricier, handing the mantle of Australia's cheapest new model back to the Kia.
As the entry point into the Korean brand's lineup, the Picanto packs in heaps of new and desirable features despite its low asking price, going heavy on the type of active safety tech the MG lacks.
The Picanto retains both manual and automatic transmission options, as well as a two-variant range structure to offer more choice than most models at this end of the market. Here we're trialing the cheapest one – is it the pick?
Here we have the most affordable Picanto on sale – the Kia Picanto Sport – which starts from $18,390 before on-road costs with a five-speed manual transmission, as tested.
To see how the Kia Picanto lines up against the competition, check out our comparison tool
Changes in the cabin are a little less dramatic than the exterior, but there are quite a few upgrades here.
The fundamentals are the same but there are small changes like a new LCD instrument cluster that is more neatly integrated into the binnacle than the old analogue dials, and the seat fabric has been updated.
Smaller details include the inclusion of USB-C charge ports, as well as additional buttons on the steering wheel and to the right of the driver's knee for applicable safety systems that have been added with this update.
Oh, and the steering wheel is now trimmed in 'premium' leatherette as standard, as is the gear shifter.
There's definitely a more upmarket vibe to various points of touch and interaction, as well as the more fulsome tech suite that also helps justify price rises over previous iterations of the Picanto.
It's all still quite basic and austere, but it's functional and attractive enough given the price point.
The freestanding 8.0-inch touchscreen offers wireless Apple CarPlay and Android Auto, which actually works properly now compared to older iterations, and the manual air-con is surprisingly powerful as I found out on a hot summer day.
Storage is good thanks to a dual-tier shelf under the dashboard, augmented by 12V, USB-A and USB-C ports, as well as adjustable cupholders and an open tray in the centre console.
Everything is also ergonomically placed and positioned, with the centre stack angled slightly towards the driver and everything well within arm's reach – just don't go looking for soft plastics, because there are none.
The back seat continues to surprise, given you can actually fit real people there despite the Picanto's tiny dimensions.
I managed to fit two of my friends in the rear with minimal complaints. The Picanto's tall and boxy proportions mean even someone my height (6'1″) can snugly fit – a longer road trip might be pushing it with regular use though.
Being a budget city-car, there aren't a whole lot of back seat amenities here. You get the requisite ISOFIX child seat anchors on the outboard seats as well as top-tethers across all three, but there are no air vents or folding centre armrest.
In fairness, that's to be expected of a vehicle in this segment, but worth calling out if you're planning to use the second row somewhat often.
Behind those rear seats there's 255 litres of cargo capacity, which can be expanded to 1010 litres with the rear seats folded. That's more than a Mazda 2 Hatch (250L), which is impressive given the Picanto's smaller size.
There's a pretty big step up from the boot floor to the seat backs, though. All versions of the Kia Picanto feature a temporary space-saver spare wheel.
To see how the Kia Picanto lines up against the competition, check out our comparison tool
The entire Picanto range is fitted with a 1.25-litre naturally aspirated four-cylinder engine.
To see how the Kia Picanto lines up against the competition, check out our comparison tool
The bulk of Picanto buyers opt for the dearer four-speed auto, so it's great that Kia Australia has kept the five-speed manual on sale.
Why? Well, for starters manuals are becoming harder and harder to find these days and, for a lot of younger motorists buying their first car, this could be a great way to get into an affordable new car and also practice 'driving stick'.
It also gives you more control and an added ratio for the pretty basic and meek 1.25-litre petrol engine.
With just 62kW of power and 122Nm of torque on tap, this little Kia is no pocket rocket – especially when peak torque doesn't come online until 4000rpm. However, this mini-car only weighs 976kg, so you can get it moving if you need to push it.
I haven't driven an atmo manual for a while, so like me you might find you have to row through the gears a lot to keep the Picanto on the boil. It's more involving and helps you really get in touch with what the car's doing, but it can also be quite tiresome in stop-start city traffic.
The Picanto has a very light clutch and an almost wobbly shift action, which early on might be a little jarring, but you soon learn to embrace the charm that comes with driving this little unit around town.
It revs out willingly and is fairly responsive, but I'd ignore the shift indicator in the cluster because it encourages you to change gears at around 2000rpm, which is never going to work in hilly conditions. Keep in mind you don't get peak torque until 4000rpm and peak power until 6000rpm.
While the new 'basic' digital instrumentation looks neat in the driver's binnacle, I feel this is a step backwards for the manual as it's difficult at times to gauge how many revs you have on board on take-off and how quickly the tacho is rising on the clock radio-style display.
Further, the vague clutch and shift actions can mean it's very easy to over-rev the Picanto on takeoff and between gearshifts. Having hill start assist definitely helps when setting off on an incline.
It handles well too. That chunky leatherette-trimmed steering wheel and accurate steering calibration make this quite a fun little thing to punt around city streets.
It rides pretty well to boot, erring on the firmer side but doing a good job of balancing comfort and dynamics. The Sport's little 14-inch alloys and 175/65 tyres add a bit more cushioning than the GT-Line's 195/45 R16s as well.
The Picanto is also surprisingly settled on the freeway for such a little car, helped by Kia Australia's local tuning of the suspension and steering, perhaps as well as the fact the Picanto is sold in markets like Europe.
While it takes a heavy foot to get anywhere quickly, you don't feel like you're in some dangerous little buzzbox that'll get blown away by passing buses and trucks. It's surprisingly sure-footed and confident at 100 clicks.
Further, the five-speed manual's long final ratio means it's not spinning away at well above 3000rpm like it is in the four-speed auto. It just feels like it has longer legs in those scenarios.
Unlike the MG 3, which lacks any form of modern active safety tech for now, the Picanto has a slew of modern assistance features that should not only help you on the road but also give parents peace of mind when their youngster set out to drive in this big scary world.
AEB, blind-spot monitoring and rear cross-traffic assist as well as lane keep assist all actively intervene to avoid collisions or drifting out of one's lane.
You also have Lane Following Assist, which will actively keep you centred in your lane, and it does so in an unthreatening way.
There's also auto high-beam for the standard projector-type halogen headlights. Unfortunately, LED units are reserved for the GT-Line flagship. I can forgive this in the Picanto, but perhaps not models higher up in Kia's range.
Note that Kia doesn't offer the Picanto with a more sophisticated AEB system incorporating pedestrian and cyclist detection – nor adaptive cruise control – despite it being available in the Korean domestic market. Probably nitpicking for this particular variant.
To see how the Kia Picanto lines up against the competition, check out our comparison tool
The Kia Picanto is available in two trim levels – on test here is the base Sport.
2025 Kia Picanto Sport equipment highlights:
Picanto GT-Line adds:
To see how the Kia Picanto lines up against the competition, check out our comparison tool
The Kia Picanto no longer has an ANCAP safety rating, as its four-star rating from 2017 expired at the beginning of last year.
Standard safety equipment includes:
To see how the Kia Picanto lines up against the competition, check out our comparison tool
The Picanto is backed by Kia's seven-year, unlimited-kilometre warranty.
Like the Korean brand's wider lineup, Kia offers seven years of roadside assistance and capped-price servicing for Picanto buyers, and maintenance is required every 12 months or 15,000km.
To see how the Kia Picanto lines up against the competition, check out our comparison tool
Australians love to buy the biggest and most expensive versions of most models, but for those more pragmatic buyers that take the "right size, right size" approach, the base Picanto has a lot to offer.
For just over $20,000 drive-away you have all the bases covered in terms of driver assistance and infotainment technologies, as well as a pretty economical and uncomplicated drivetrain that's cheap to run.
Based on my real-world experience, you should be able to achieve over 550km between fills of the tiny 35-litre tank, which with 91-octane unleaded will make this one of the cheapest and most efficient ways to get around.
Props to Kia for decking out the Picanto with active safety features like blind-spot and rear cross-traffic assists, as well as active lane centring.
While some may argue "you shouldn't have your license if you need these things", it's a great safety net that the young, old and everyone in between will appreciate if they ever need it.
You really don't need to spend up for the GT-Line either, unless you must have the more premium aesthetics and LED lighting, because the fundamentals of this new Picanto Sport are more than solid enough for the coin.
Besides, if you're in the market for properly budget motoring, there's little else to choose from these days unless you buy used.
Interested in buying a Kia Picanto? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Kia Picanto
Content originally sourced from: CarExpert.com.au

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The Advertiser

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• The Advertiser

Genesis GV80 Hybrid coming in 2026

Luxury brand Genesis will look to debut its new hybrid drivetrain in the GV80 SUV in late 2026, according to a new report from a Korean news outlet. Korea JoongAng Daily cites "a source familiar with the matter" saying the Hyundai Motor Group subsidiary's first hybrid model will commence production in September 2026, followed by the smaller GV70 Hybrid in March 2027 and then a G80 Hybrid thereafter. The source added the GV80 Hybrid, based on the current model which was recently facelifted, will have a short lifespan. A "fully revamped GV80 Hybrid is slated for the second half of 2028", according to the unnamed source. Those timings align with Hyundai Motor Group's official communications about its next-generation hybrid rollout from April, which confirmed the new 2.5-litre turbocharged hybrid system debuting in the next-gen Palisade SUV will spawn a rear-drive variation bound for Genesis vehicles sometime in 2026. Hundreds of new car deals are available through CarExpert right now. 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Korea JoongAng Daily cites "a source familiar with the matter" saying the Hyundai Motor Group subsidiary's first hybrid model will commence production in September 2026, followed by the smaller GV70 Hybrid in March 2027 and then a G80 Hybrid thereafter. The source added the GV80 Hybrid, based on the current model which was recently facelifted, will have a short lifespan. A "fully revamped GV80 Hybrid is slated for the second half of 2028", according to the unnamed source. Those timings align with Hyundai Motor Group's official communications about its next-generation hybrid rollout from April, which confirmed the new 2.5-litre turbocharged hybrid system debuting in the next-gen Palisade SUV will spawn a rear-drive variation bound for Genesis vehicles sometime in 2026. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Above: 2025 Hyundai Palisade 2.5T HEV system At the heart of the Korean carmaker's latest hybrid system is a new transmission, which features two integrated electric motors and can be "paired flexibly" with a number of the company's existing engines to optimise performance and efficiency. The new transmission features what the Hyundai group calls a P1 and P2 motor, the former acting as a starter-generator while the latter assists with vehicle propulsion and regenerative braking. Hyundai adds the P1 motor is incorporated into the Active Shift Control (ASC) hybrid transmission logic, offering "faster and smoother" shifts. In the case of the Palisade's 2.5-litre turbo-petrol system, the combustion engine has also been re-engineered to be more efficient. Beyond the P1 and P2 motors, the ICE unit features enhanced cylinder flow and a high-efficiency combustion cycle optimised for hybrids. Hyundai says the new Palisade Hybrid offers fuel efficiency of 7.1L/100km, which is approximately 45 per cent better than the 2.5T engine without the new hybrid tech. The Palisade Hybrid's 245kW and 460Nm outputs also represent 19 and 9.0 per cent improvements respectively over the non-hybrid version of the same engine. Above: Genesis Electrified GV70 This is the latest development in Genesis's rejigged electrification strategy in response to slowing EV sales growth. Genesis had previously confirmed all its new models from 2025 onwards would be electric vehicles working towards an EV-only lineup by 2030, but has since adjusted to include hybrids and is also developing range-extender EV technologies. "Five years back we anticipated that the EV era would arrive very quickly, and we really wanted to be a leader and a disruptor in the EV space," Genesis global boss Mike Song said in April 2024, as reported by The Korean Car Blog. "Electrification is still our vision. We will have 100 per cent electrified vehicles, but the market and the customers now want hybrid more than EV, so we really want to bring Genesis hybrid into the market as soon as possible. We will apply it to as many models as possible." Genesis Australia head Justin Douglass said he wants to offer hybrid models Down Under as soon as they're available. "We are eager to introduce these new powertrains into our range in Australia at the earliest opportunity, enabling us to further expand our growing customer base and meet the needs of our discerning clientele," Mr Douglass said in April 2024. Above: Genesis GV80 Black The Genesis GV80 is currently on sale in Australia with one drivetrain option, a 3.5-litre V6 twin-turbo petrol engine without any form of electric assistance – despite a 48V version with an electric supercharger being available overseas. A smaller 2.5-litre four-cylinder turbo-petrol is also offered in the domestic market as the base option, though this powertrain was axed from the Australian lineup pre-facelift. This engine will return though, once the GV80 Hybrid reaches the Australian market. It's unclear whether the Genesis hybrid system's outputs will differ greatly from the 245kW/460Nm quoted by the front-drive-biased Hyundai Palisade, though given Genesis's sportier rear-drive layout and more premium positioning, it wouldn't be surprising if the luxury arm pushed for a beefier tune around the 250kW/500Nm mark. Stay tuned to CarExpert for all the latest. MORE: Hyundai details new hybrid tech ahead of Kia, Genesis rolloutMORE: Latest luxury brand to take on Lexus hybrids revealedMORE: Explore the Genesis GV80 showroom Content originally sourced from: Luxury brand Genesis will look to debut its new hybrid drivetrain in the GV80 SUV in late 2026, according to a new report from a Korean news outlet. Korea JoongAng Daily cites "a source familiar with the matter" saying the Hyundai Motor Group subsidiary's first hybrid model will commence production in September 2026, followed by the smaller GV70 Hybrid in March 2027 and then a G80 Hybrid thereafter. The source added the GV80 Hybrid, based on the current model which was recently facelifted, will have a short lifespan. A "fully revamped GV80 Hybrid is slated for the second half of 2028", according to the unnamed source. Those timings align with Hyundai Motor Group's official communications about its next-generation hybrid rollout from April, which confirmed the new 2.5-litre turbocharged hybrid system debuting in the next-gen Palisade SUV will spawn a rear-drive variation bound for Genesis vehicles sometime in 2026. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Above: 2025 Hyundai Palisade 2.5T HEV system At the heart of the Korean carmaker's latest hybrid system is a new transmission, which features two integrated electric motors and can be "paired flexibly" with a number of the company's existing engines to optimise performance and efficiency. The new transmission features what the Hyundai group calls a P1 and P2 motor, the former acting as a starter-generator while the latter assists with vehicle propulsion and regenerative braking. Hyundai adds the P1 motor is incorporated into the Active Shift Control (ASC) hybrid transmission logic, offering "faster and smoother" shifts. In the case of the Palisade's 2.5-litre turbo-petrol system, the combustion engine has also been re-engineered to be more efficient. Beyond the P1 and P2 motors, the ICE unit features enhanced cylinder flow and a high-efficiency combustion cycle optimised for hybrids. Hyundai says the new Palisade Hybrid offers fuel efficiency of 7.1L/100km, which is approximately 45 per cent better than the 2.5T engine without the new hybrid tech. The Palisade Hybrid's 245kW and 460Nm outputs also represent 19 and 9.0 per cent improvements respectively over the non-hybrid version of the same engine. Above: Genesis Electrified GV70 This is the latest development in Genesis's rejigged electrification strategy in response to slowing EV sales growth. Genesis had previously confirmed all its new models from 2025 onwards would be electric vehicles working towards an EV-only lineup by 2030, but has since adjusted to include hybrids and is also developing range-extender EV technologies. "Five years back we anticipated that the EV era would arrive very quickly, and we really wanted to be a leader and a disruptor in the EV space," Genesis global boss Mike Song said in April 2024, as reported by The Korean Car Blog. "Electrification is still our vision. We will have 100 per cent electrified vehicles, but the market and the customers now want hybrid more than EV, so we really want to bring Genesis hybrid into the market as soon as possible. We will apply it to as many models as possible." Genesis Australia head Justin Douglass said he wants to offer hybrid models Down Under as soon as they're available. "We are eager to introduce these new powertrains into our range in Australia at the earliest opportunity, enabling us to further expand our growing customer base and meet the needs of our discerning clientele," Mr Douglass said in April 2024. Above: Genesis GV80 Black The Genesis GV80 is currently on sale in Australia with one drivetrain option, a 3.5-litre V6 twin-turbo petrol engine without any form of electric assistance – despite a 48V version with an electric supercharger being available overseas. A smaller 2.5-litre four-cylinder turbo-petrol is also offered in the domestic market as the base option, though this powertrain was axed from the Australian lineup pre-facelift. This engine will return though, once the GV80 Hybrid reaches the Australian market. It's unclear whether the Genesis hybrid system's outputs will differ greatly from the 245kW/460Nm quoted by the front-drive-biased Hyundai Palisade, though given Genesis's sportier rear-drive layout and more premium positioning, it wouldn't be surprising if the luxury arm pushed for a beefier tune around the 250kW/500Nm mark. Stay tuned to CarExpert for all the latest. MORE: Hyundai details new hybrid tech ahead of Kia, Genesis rolloutMORE: Latest luxury brand to take on Lexus hybrids revealedMORE: Explore the Genesis GV80 showroom Content originally sourced from: Luxury brand Genesis will look to debut its new hybrid drivetrain in the GV80 SUV in late 2026, according to a new report from a Korean news outlet. Korea JoongAng Daily cites "a source familiar with the matter" saying the Hyundai Motor Group subsidiary's first hybrid model will commence production in September 2026, followed by the smaller GV70 Hybrid in March 2027 and then a G80 Hybrid thereafter. The source added the GV80 Hybrid, based on the current model which was recently facelifted, will have a short lifespan. A "fully revamped GV80 Hybrid is slated for the second half of 2028", according to the unnamed source. Those timings align with Hyundai Motor Group's official communications about its next-generation hybrid rollout from April, which confirmed the new 2.5-litre turbocharged hybrid system debuting in the next-gen Palisade SUV will spawn a rear-drive variation bound for Genesis vehicles sometime in 2026. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Above: 2025 Hyundai Palisade 2.5T HEV system At the heart of the Korean carmaker's latest hybrid system is a new transmission, which features two integrated electric motors and can be "paired flexibly" with a number of the company's existing engines to optimise performance and efficiency. The new transmission features what the Hyundai group calls a P1 and P2 motor, the former acting as a starter-generator while the latter assists with vehicle propulsion and regenerative braking. Hyundai adds the P1 motor is incorporated into the Active Shift Control (ASC) hybrid transmission logic, offering "faster and smoother" shifts. In the case of the Palisade's 2.5-litre turbo-petrol system, the combustion engine has also been re-engineered to be more efficient. Beyond the P1 and P2 motors, the ICE unit features enhanced cylinder flow and a high-efficiency combustion cycle optimised for hybrids. Hyundai says the new Palisade Hybrid offers fuel efficiency of 7.1L/100km, which is approximately 45 per cent better than the 2.5T engine without the new hybrid tech. The Palisade Hybrid's 245kW and 460Nm outputs also represent 19 and 9.0 per cent improvements respectively over the non-hybrid version of the same engine. Above: Genesis Electrified GV70 This is the latest development in Genesis's rejigged electrification strategy in response to slowing EV sales growth. Genesis had previously confirmed all its new models from 2025 onwards would be electric vehicles working towards an EV-only lineup by 2030, but has since adjusted to include hybrids and is also developing range-extender EV technologies. "Five years back we anticipated that the EV era would arrive very quickly, and we really wanted to be a leader and a disruptor in the EV space," Genesis global boss Mike Song said in April 2024, as reported by The Korean Car Blog. "Electrification is still our vision. We will have 100 per cent electrified vehicles, but the market and the customers now want hybrid more than EV, so we really want to bring Genesis hybrid into the market as soon as possible. We will apply it to as many models as possible." Genesis Australia head Justin Douglass said he wants to offer hybrid models Down Under as soon as they're available. "We are eager to introduce these new powertrains into our range in Australia at the earliest opportunity, enabling us to further expand our growing customer base and meet the needs of our discerning clientele," Mr Douglass said in April 2024. Above: Genesis GV80 Black The Genesis GV80 is currently on sale in Australia with one drivetrain option, a 3.5-litre V6 twin-turbo petrol engine without any form of electric assistance – despite a 48V version with an electric supercharger being available overseas. A smaller 2.5-litre four-cylinder turbo-petrol is also offered in the domestic market as the base option, though this powertrain was axed from the Australian lineup pre-facelift. This engine will return though, once the GV80 Hybrid reaches the Australian market. It's unclear whether the Genesis hybrid system's outputs will differ greatly from the 245kW/460Nm quoted by the front-drive-biased Hyundai Palisade, though given Genesis's sportier rear-drive layout and more premium positioning, it wouldn't be surprising if the luxury arm pushed for a beefier tune around the 250kW/500Nm mark. Stay tuned to CarExpert for all the latest. MORE: Hyundai details new hybrid tech ahead of Kia, Genesis rolloutMORE: Latest luxury brand to take on Lexus hybrids revealedMORE: Explore the Genesis GV80 showroom Content originally sourced from:

Perth Now

2 days ago

• Perth Now

Genesis GV80 Hybrid coming in 2026

Luxury brand Genesis will look to debut its new hybrid drivetrain in the GV80 SUV in late 2026, according to a new report from a Korean news outlet. Korea JoongAng Daily cites 'a source familiar with the matter' saying the Hyundai Motor Group subsidiary's first hybrid model will commence production in September 2026, followed by the smaller GV70 Hybrid in March 2027 and then a G80 Hybrid thereafter. The source added the GV80 Hybrid, based on the current model which was recently facelifted, will have a short lifespan. A 'fully revamped GV80 Hybrid is slated for the second half of 2028', according to the unnamed source. Those timings align with Hyundai Motor Group's official communications about its next-generation hybrid rollout from April, which confirmed the new 2.5-litre turbocharged hybrid system debuting in the next-gen Palisade SUV will spawn a rear-drive variation bound for Genesis vehicles sometime in 2026. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Supplied Credit: CarExpert Above: 2025 Hyundai Palisade 2.5T HEV system At the heart of the Korean carmaker's latest hybrid system is a new transmission, which features two integrated electric motors and can be 'paired flexibly' with a number of the company's existing engines to optimise performance and efficiency. The new transmission features what the Hyundai group calls a P1 and P2 motor, the former acting as a starter-generator while the latter assists with vehicle propulsion and regenerative braking. Hyundai adds the P1 motor is incorporated into the Active Shift Control (ASC) hybrid transmission logic, offering 'faster and smoother' shifts. In the case of the Palisade's 2.5-litre turbo-petrol system, the combustion engine has also been re-engineered to be more efficient. Beyond the P1 and P2 motors, the ICE unit features enhanced cylinder flow and a high-efficiency combustion cycle optimised for hybrids. Hyundai says the new Palisade Hybrid offers fuel efficiency of 7.1L/100km, which is approximately 45 per cent better than the 2.5T engine without the new hybrid tech. The Palisade Hybrid's 245kW and 460Nm outputs also represent 19 and 9.0 per cent improvements respectively over the non-hybrid version of the same engine. Supplied Credit: CarExpert Above: Genesis Electrified GV70 This is the latest development in Genesis's rejigged electrification strategy in response to slowing EV sales growth. Genesis had previously confirmed all its new models from 2025 onwards would be electric vehicles working towards an EV-only lineup by 2030, but has since adjusted to include hybrids and is also developing range-extender EV technologies. 'Five years back we anticipated that the EV era would arrive very quickly, and we really wanted to be a leader and a disruptor in the EV space,' Genesis global boss Mike Song said in April 2024, as reported by The Korean Car Blog. 'Electrification is still our vision. We will have 100 per cent electrified vehicles, but the market and the customers now want hybrid more than EV, so we really want to bring Genesis hybrid into the market as soon as possible. We will apply it to as many models as possible.' Genesis Australia head Justin Douglass said he wants to offer hybrid models Down Under as soon as they're available. 'We are eager to introduce these new powertrains into our range in Australia at the earliest opportunity, enabling us to further expand our growing customer base and meet the needs of our discerning clientele,' Mr Douglass said in April 2024. Supplied Credit: CarExpert Above: Genesis GV80 Black The Genesis GV80 is currently on sale in Australia with one drivetrain option, a 3.5-litre V6 twin-turbo petrol engine without any form of electric assistance – despite a 48V version with an electric supercharger being available overseas. A smaller 2.5-litre four-cylinder turbo-petrol is also offered in the domestic market as the base option, though this powertrain was axed from the Australian lineup pre-facelift. This engine will return though, once the GV80 Hybrid reaches the Australian market. It's unclear whether the Genesis hybrid system's outputs will differ greatly from the 245kW/460Nm quoted by the front-drive-biased Hyundai Palisade, though given Genesis's sportier rear-drive layout and more premium positioning, it wouldn't be surprising if the luxury arm pushed for a beefier tune around the 250kW/500Nm mark. Stay tuned to CarExpert for all the latest. MORE: Hyundai details new hybrid tech ahead of Kia, Genesis rolloutMORE: Latest luxury brand to take on Lexus hybrids revealedMORE: Explore the Genesis GV80 showroom