2025 MG S5 EV Essence 49 review
The
MG S5 EV
has arrived, and by golly has it made an impression.
Not so much because of its appearance, which is arguably a touch too generic, but because it offers one of the cheapest entry-points into an electric SUV… since the old
ZS EV
, which this car essentially replaces.
With assertive pricing for the entry-level variant and impressive levels of equipment if you spend a little more, we got a chance to see if the 49kWh version in Essence trim might be the sweet spot for city-dwellers.
And I've gotta say, this is probably the most agreeable electric crossover I've driven yet. I'll tell you why in this review.
Now, you might be thinking to yourself, 'doesn't the
BYD Atto 3
start at less than forty grand?', and you'd be bang on the money, so to speak.
But that doesn't include on-road costs. Whereas MG's local pricing for the
MG S5 EV
does include that, so no matter where you buy it across the country, the price is the same.
While the ZS EV has been cheaper over its time, that model was outdated and not so sophisticated. This one, however, is a serious contender.
MG is known for playing around a lot with its drive-away deals, so here's what the price list looks like at launch in May 2025. A few scrolls down you'll see the details on what you get if you spend the extra money to get into the Essence over the Excite, and I think it's money well spent.
If you're keen to get in on the action early, the brand will include a free 7kW MG Charge Hub valued at $1199 (limited to the first 500 customers who place a refundable $500 deposit at their local MG dealership).
If you're curious about how the MG S5 EV compares to its rivals, check out our
comparison tool
It is as though MG actually listened to every major point of criticism about the interior of some of its earlier EV models, because this is a seismic improvement in terms of cabin design and usability.
The Essence grade tested has a more upmarket design than the entry version, with different trim on the seats (which are heated), a leather-lined steering wheel (also heated), and a panoramic glass roof to let even more light into the cabin.
And thankfully it has a lighter cabin design than plenty of the rivals, with a multi-grey colour palette that makes it significantly more interesting than the MG 4 hatch, which I've regularly described as having an austere cabin.
This is more opulent, more upmarket and more enjoyable to sit in, and frankly a lot easier to live with.
The main reason is the introduction of some physical controls for the climate system, including a temperature dial, fan speed and direction toggles, and there's also a volume knob.
Above those, on the infotainment, you'll find icons for seat heating and steering wheel heating when on the main screen (they disappear when you're using smartphone mirroring).
The menus on the main display are really easy to get to grips with too, with connected services offering you a glimpse at the weather, and if you choose the Essence, the second page has available apps like TikTok and YouTube (when parked).
There are menus upon menus in the settings and controls for the car, but it is better organised than most info-rich screens, and you will get used to them pretty quickly. And if you want to just use CarPlay wirelessly, it'll seamlessly connect up each time you get back in.
The S5 EV can also use your phone as a key via Bluetooth – like the
Leapmotor C10
. Once you've got it all set up you can simply walk up to unlock (and walk away to lock) the car.
There's a regular key, but it doesn't have any other form of proximity unlocking. And there is the iSmart app available as well, which will make living with it a lot easier. Some cars double the price (
Skoda Enyaq
,
Cupra Tavascan
) don't even have fully connected tech like this car. Hell, even the $120k-plus
Cadillac Lyriq
doesn't!
One other plus of the CarPlay setup is that you can still use the swipe-down menu to get access to quick controls. Some other systems don't let you do that when you're smartphone mirroring.
Other elements of the cabin are well considered, too. There's a driver info screen that has some easy functionality to it, and you can keep an eye on vitals like tyre pressure on there, too. There's a big digital speedo, and you can configure the gauge cluster to a degree as well.
The steering wheel has cruise controls on the left, and the right side manages media and info controls. There are stalks for wipers and lights, but the blinkers are on the 'wrong' (left) side.
Console storage includes a pair of cupholders, a little slot for your key, a wireless phone charging pad (which was a little temperamental with my iPhone 13 Pro), and a covered centre bin with USB-C ports. There's also an additional stowage area below the 'bridge' of the console, while the doors have sizeable bottle holders and there's a glovebox that'll fit more than just gloves.
The front passenger has manually adjustable seating, while the driver gets an electric seat setup in this spec, but without memory settings.
The seat trim is a fake leather and cloth combo, and it looks terrific, plus it feels good on your skin. The seats are comfy and easy to adjust, and of course the driver gets reach and rake adjust for the steering wheel too.
Back seat space is reasonably good for a smallish SUV like this – I had about five centimetres (roughly two inches) of space in front of my knees when sitting behind my own driving position (I'm 182cm/6'0'), not to mention enough space to wiggle my size 12s, and a handspan of space above my head, too.
Suffice to say, this one will be fine for those with growing kids or taller teens, and while it will be comfier for two occupants, there is a possibility you'd be able to fit three across at a pinch. Seat comfort is excellent too.
Of course there are ISOFIX child seat anchor points in the outboard seats plus three top-tethers, and those in the back get a pair of directional air-vents and a USB-C port. Just the one. And if you choose the base version you don't get map pockets or a flip-down centre armrest with cupholders, which are standard in the Essence.
The boot is a decent size, with 453 litres of cargo capacity on offer. There's an adjustable floor section, with a space below it to house your charging cables – and under that floor is a space marked TOOLS for your tyre repair kit. There's no spare.
But you do get shopping bag hooks either side, a light in the back, and a parcel shelf.
Remove that and drop the rear seats down and there's 1441L of usable space in the back.
If you're curious about how the MG S5 EV compares to its rivals, check out our
comparison tool
There's no frunk, despite the MG S5 being a rear-motor EV.
Compared to some rivals the AC charging is a bit low, but at least the CCS Type 2 charging port is conveniently located on the rear passenger side of the vehicle, so street-parkers should be happy.
While the claimed range seems decent, and you might be able to get closer to it if you spend a lot of time in max-regen mode in traffic snarls, that wasn't what I did for this review.
On test – across a mix of driving, including some enthusiastic cornering and boring commuting, plus urban running and highway driving – I saw a displayed return of 17.1kWh per 100km, meaning a theoretical full-charge driving range of 286km from the 49kWh battery.
That's not terrific, and probably reason enough to consider the bigger-battery version unless you are the sort of person who will drive to the airport rather than go for a long-distance road trip.
If you're curious about how the MG S5 EV compares to its rivals, check out our
comparison tool
It drives really, really well. If you've read any reviews of the
MG 4
– particularly the 51kWh variant – you'll understand the concept is similar here. Not the most power and torque, not the most extreme level of performance.
But that's okay. In fact, that's great.
Because it means this offers a purer driving experience. Rear-wheel drive, a pokey powertrain and a frankly delightful driving experience make this a far more appealing option than the Atto 3 for those who like to drive.
This version weighs about 1680kg, so it's not quite as light as the MG 4, but it's a more practical package and still makes you smile when you push it a bit.
The steering is sweet, offering great responsiveness and turnability in twisty bits, and it's also easy to park around town, too. The surround-view camera in the Essence grade is a big plus, but it's a shame there are no front parking sensors.
And the suspension is very well calibrated, too. It has a European feel to it, with suppleness to the ride and a great level of body control that means it handles bumps and corners admirably, and while sharp edges can be felt in the cabin, it is very planted and controlled.
You won't break any land speed records in it, but it doesn't feel slow or gutless. There's a good amount of shove when you plant your foot, be that from a standstill or while rolling.
It has a few settings for drive modes, and of course if you choose sport mode it makes it feel even more sprightly.
You can also configure the regenerative braking system, including choosing a single-pedal driving mode which will come to a complete stop. And if you prefer to pedal the brake, it has a good progressive feel to it.
It's also pretty quiet inside, too. It was raining during my testing and the drops on the glass were noisy, but there wasn't an excessive amount of wind or tyre roar, even over coarser surfaces.
So, it's a peach of a thing to drive, and all of the 'actual' driving impressions aside, it's the driving technology stuff that really impresses.
You can configure the safety systems so that you have a simple 'custom mode' option to disable active annoyances like driver monitoring and speed sign recognition bing-bongs. Just swipe down from the top of the screen, tap one icon, and it'll all go away.
Ahhhh. What a relief.
If you're curious about how the MG S5 EV compares to its rivals, check out our
comparison tool
The MG S5 EV has a low price, but a long list of standard equipment across all grades. Here's the rundown.
2025 MG S5 EV Excite (49kWh and 62kWh) equipment highlights:
Essence variants add:
To me, the step up to the Essence isn't just an investment in better stuff – it'll be a better resale proposition, too.
If you're curious about how the MG S5 EV compares to its rivals, check out our
comparison tool
The MG S5 EV has just been awarded the maximum five-star ANCAP safety rating, with solid results across the strictest criteria to date.
As standard it comes with the following safety technology and equipment for all versions:
Essence variants add:
The best bit about the safety tech in the MG ZS EV is that it is so much simpler than many rivals when it comes to customising the stuff you don't want on, and setting that as a quick action on the media screen drop-down menu.
So if you get annoyed with speed alerts and driver monitoring cameras that constantly get it wrong, this car could be a walk-up start for you. I found it so impressive to be able to tailor elements of the drive without diving deep into sub-menus each time I drove the car, as is the case in something like a
Kia EV3
(which takes a dozen screen presses just to get it how I want it!).
There are seven airbags in the S5 EV, including dual front, front side, front centre, and curtains for both rows of seats.
If you're curious about how the MG S5 EV compares to its rivals, check out our
comparison tool
MG has a stellar 10-year, 250,000km warranty for its model range for private (non-commercial) buyers, and the battery even scores the same level of cover. That's right, a decade of backing for the battery – no other brand offers that in our market.
If you're curious, the warranty for commercial buyers is seven years or 160,000km for both the car and the battery.
Private buyers get access to 10 years of roadside assistance included, no matter whether the maintenance is carried out with MG or any other certified workshop.
The MG S5 EV has a five-year capped-price servicing plan, with maintenance due every 12 months or 25,000km.
If you're curious about how the MG S5 EV compares to its rivals, check out our
comparison tool
I am convinced this is the best affordable EV on the market.
There's less compromise when it comes to the tech and safety systems, it feels primo inside in Essence form, and the price is better than competitive. The mega warranty? Just the cherry on top.
It drives great, is easy to live with and spacious enough for a young family. Apart from lacking driving range in the entry-level variant, there's not a whole lot to dislike about the MG S5 EV.
Interested in buying a MG S5 EV? Get in touch with one of CarExpert's trusted dealers
here
MORE:
Everything MG S5 EV
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Probably nitpicking for this particular variant. To see how the Kia Picanto lines up against the competition, check out our comparison tool What do you get? 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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 here MORE: Everything Kia Picanto Pros Great value for money Comprehensive safety suite Save The Manual Cons Smaller and not as pretty as MG 3 Expired ANCAP rating Servicing isn't exactly cheap Top Line Specs Power: 62kW Fuel Type: Unleaded Petrol Economy: 5.4L/100km CO2 Emissions: 125g/km ANCAP Safety Rating: Untested
The Advertiser
3 days ago
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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 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: 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 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: 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 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: 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 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:
7NEWS
5 days ago
- 7NEWS
2025 MG QS price and specs: Kluger rival wears sub-$50k price tag
UPDATED 18/06/2025 1:30pm: The MG QS is now in Australian showrooms, following introductory pricing being announced and orders being opened on May 14. MG has also confirmed introductory pricing, previously set to end on May 31, has been extended. MG has launched its largest SUV yet in Australia, and its first model to offer three rows of seats Down Under. The MG QS will be the Chinese brand's first direct rival for the popular Toyota Kluger, Hyundai Santa Fe and Kia Sorento, and undercuts all of them on price. The entry-level front-wheel drive Excite starts at $46,990 drive-away, though MG says this is an introductory offer. This had previously been set to end on May 31, but now there's no end date for this introductory pricing. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. For now at least, though, the MG QS has a drive-away starting price that's around $7000 lower than the base Sorento's, about $11,000 less than the base Santa Fe's, and a whopping $21,000 under the base Kluger's. The all-wheel drive Essence variant is priced at $50,990 drive-away, also for a limited (but unspecified) time only. Unlike the new Jaecoo J8, another recently launched and similarly sized Chinese large SUV, the QS has a third row of seating to allow it to take on the Kluger, Sorento and Santa Fe directly. It features a three-seat second-row bench, with an additional two seats in the rearmost row, for a total of seven seats. The QS is slightly larger than the Kluger, measuring 17mm longer, 37mm wider and 23mm taller on a 65mm longer wheelbase. MG's big new seven-seater is effectively a rebadged RX9 from fellow SAIC Motor Roewe. While the previous-generation model was offered in some markets outside of China as an MG – and the brand has also rebadged the LDV D90 in India as the Gloster – this is the first time MG has offered a three-row SUV in Australia. Pricing Drivetrains and Efficiency Servicing and Warranty The QS is backed by MG's 10-year, 250,000km warranty for private buyers, or seven years and 160,000km for commercial customers. MG has yet to confirm capped-price servicing details for the QS. Safety The MG QS has yet to be tested by ANCAP. Standard safety equipment across the range includes: Adaptive cruise control Autonomous emergency braking Blind-spot monitoring Driver attention monitoring Intelligent Cruise Assist Intelligent Speed Limit Assist Lane-keep assist Rear cross-traffic assist Safe exit warning Tyre pressure monitoring Front, front-side, far-side and curtain airbags Rear parking sensors The Essence adds front parking sensors. Standard Equipment There are two variants in the MG QS lineup. The Excite comes standard with the following equipment: 20-inch alloy wheels in 245/50 R20 tyres T145/80 R18 spare tyre Automatic LED headlights Rain-sensing wipers Power-folding, heated exterior mirrors with memory Power tailgate Panoramic sunroof Electric parking brake Proximity entry with push-button start Normal, Sport, Eco drive modes 12.3-inch digital instrument cluster 12.3-inch touchscreen infotainment system Wireless Apple CarPlay and Android Auto DAB digital radio Satellite navigation 8-speaker sound system Fabric upholstery 8-way power-adjustable front seats Sliding second-row seats 60/40 split-fold second-row seats with easy entry on right side Microfibre/leather steering wheel Tilt and telescopic steering wheel adjustment 256-colour ambient lighting Woodgrain trim Tri-zone climate control with rear controls, vents in all three rows 1 x front 12V outlet 1 x 12V outlet in boot 12 months' complimentary iSmart access The Essence adds: 21-inch alloy wheels in 255/45 R21 tyres Adaptive suspension Normal, Snow, Off-Road, Sport, Custom, Eco drive modes Automatic high-beam LED front fog lights with static cornering lights Wireless phone charger 12-speaker Bose sound system 5 x USB ports (2 x front, 2 x rear, 1 x third row) 8-way power driver's seat with 4-way power lumbar, memory Heated and ventilated front seats Perforated leather upholstery Colours A black interior is standard for the Excite and Essence, with a Stone Beige interior a $700 option for the Essence only. Pearl White Metallic is the standard exterior paint finish, with the following colours costing an additional $800: Black Pearl Metallic Camden Grey Metallic Cashmere Silver Metallic Regency Green
