# data.attributes.metatag[].attributes.content
The freshened Picanto proves that there's still some life left in the city car. If only more manufacturers would build them

# data.attributes.metatag[].attributes.content
The freshened Picanto proves that there's still some life left in the city car. If only more manufacturers would build them

# data.attributes.metatag[].attributes.content
The freshened Picanto proves that there's still some life left in the city car. If only more manufacturers would build them

# data.attributes.metatag[].attributes.content
The freshened Picanto proves that there's still some life left in the city car. If only more manufacturers would build them

# data.attributes.metatag[].attributes.content.description
The freshened Picanto proves that there's still some life left in the city car. If only more manufacturers would build them

# data.attributes.metatag[].attributes.content[]
"description":"The freshened Picanto proves that there's still some life left in the city car. If only more manufacturers would build them
"

# data.attributes.field_cars_driving.value
The Picanto’s entry engine option might seem a bit meagre on paper, but in practice it’s a great little motor that suits the Picanto’s peppy character. Of course, if you’re in anything approaching a rush, the only option is to go for the more powerful 1.2 number, though shaving the 0–62mph time down from 15.4s to 13.1s is hardly the stuff of hot hatch legend.

In many ways the Picanto is a delightful analogue riposte to the easy torque of electric vehicles everywhere: it’s light, and you feel a direct connection to the mechanical elements of the car, whether it’s the steering wheel, gearstick or pedals. The Picanto feels chuckable, and has that rental car quality of feeling like it can take a bit of abuse. Not something you can say of many EVs.

Will I be allowed on motorways?

Well, there’s no need to be dramatic about it. The entry engine has a heady top speed of 90mph, while the 1.2 knocks that up to 98mph. Autobahn-tastic. Attempting either won’t help you reach the 54.3mpg/51.4mpg fuel consumption promised by the five-speed manual though.

The Picanto feels perfectly happy to bop along a fast road at 65/70mph, as long as you plan your overtakes in advance. It’s delicate and precise, with very little weight in its steering. And obviously it’s tiny, so prone to sidewinds and skittishness. Definitely don’t go tornado hunting in one. But it’s not an effort to drive: far from it, it’s a joy at low speeds.

The 1.2 is slightly peppier and more willing than the 1.0, but you’ll pay for that with added noise. Best treat the throttle like a priceless vase and not burst your eardrums in the process. We got 51mpg out of it – so bang on the WLTP claim – but if you’re treading on eggshells for almost no additional speed, why bother with the 1.2 at all? Stick to the smaller one and you’ll be plenty happy.

What else do I need to know?

It's easy to get comfortable behind the wheel and the driving controls are all sensibly laid out: the Picanto is perfect as a first car for those building up their hours on the road, or for someone who just wants to jump in and go. Thank those thin pillars for the confidence-inspiring visibility too.

It nails its brief, but similar cars occasionally go beyond that. The i10 is a better companion on longer journeys, for instance: the Kia’s suspension is a little stiff, but it still shields you from potholes and bumps pretty well.

# data.attributes.field_cars_driving.processed
The Picanto’s entry engine option might seem a bit meagre on paper, but in practice it’s a great little motor that suits the Picanto’s peppy character. Of course, if you’re in anything approaching a rush, the only option is to go for the more powerful 1.2 number, though shaving the 0–62mph time down from 15.4s to 13.1s is hardly the stuff of hot hatch legend.

In many ways the Picanto is a delightful analogue riposte to the easy torque of electric vehicles everywhere: it’s light, and you feel a direct connection to the mechanical elements of the car, whether it’s the steering wheel, gearstick or pedals. The Picanto feels chuckable, and has that rental car quality of feeling like it can take a bit of abuse. Not something you can say of many EVs.

Will I be allowed on motorways?

Well, there’s no need to be dramatic about it. The entry engine has a heady top speed of 90mph, while the 1.2 knocks that up to 98mph. Autobahn-tastic. Attempting either won’t help you reach the 54.3mpg/51.4mpg fuel consumption promised by the five-speed manual though.

The Picanto feels perfectly happy to bop along a fast road at 65/70mph, as long as you plan your overtakes in advance. It’s delicate and precise, with very little weight in its steering. And obviously it’s tiny, so prone to sidewinds and skittishness. Definitely don’t go tornado hunting in one. But it’s not an effort to drive: far from it, it’s a joy at low speeds.

The 1.2 is slightly peppier and more willing than the 1.0, but you’ll pay for that with added noise. Best treat the throttle like a priceless vase and not burst your eardrums in the process. We got 51mpg out of it – so bang on the WLTP claim – but if you’re treading on eggshells for almost no additional speed, why bother with the 1.2 at all? Stick to the smaller one and you’ll be plenty happy.

What else do I need to know?

It's easy to get comfortable behind the wheel and the driving controls are all sensibly laid out: the Picanto is perfect as a first car for those building up their hours on the road, or for someone who just wants to jump in and go. Thank those thin pillars for the confidence-inspiring visibility too.

It nails its brief, but similar cars occasionally go beyond that. The i10 is a better companion on longer journeys, for instance: the Kia’s suspension is a little stiff, but it still shields you from potholes and bumps pretty well.

# data.attributes.field_cars_editor_title
Kia Picanto review: the best city car left standing?

# data.attributes.field_cars_inside.value
The Picanto is as durable as its price might lead you to imagine. It all looks fairly stylish inside, though, and you won’t be left feeling short-changed.

One nice change for the facelift is that the car comes with five seats as standard, which wasn’t the case before. Whether you can persuade three people to get in the back is another thing. There are two Isofix points back there for little ones.

Is there decent room?

You’ve got decent space up front, even if the seats aren’t quite as comfortable over longer trips as you might hope they would be. The central part of the dashboard is flexible, with pop-up cupholders or space to drop things in. In the back you’ve got decent enough legroom, though again the seats do feel a bit flat.

Kia claims a ‘class best’ boot size for the Picanto: its 255 litres is certainly very impressive for a city car. It’ll swallow a weekly supermarket shop, but you won’t be volunteering to drive to the airport too often. That boxy shape means the boot extends to a very useful 1,010 litres with the seats down though – great news considering you won’t often have rear seat passengers.

Does that touchscreen come as standard?

Kia’s been generous here: all cars get the nav-enabled 8in touchscreen as standard, as well as the 4.2in digital instrument panel. You probably won’t use the satnav too much though, as Apple and Android connectivity also come as standard. So you can pick your mapplication of choice.

You also get things like aircon and all-round electric windows, so you won’t feel like you’re being left out if you do opt for the entry-level car. If you want the best blend of equipment and value then the 3 car has heated front seats and steering wheel, auto aircon, keyless go and wireless phone charging.

Of course, that £18,015 list price does take you more than a grand over the top-spec Dacia Sandero. No heated seats in that though.

# data.attributes.field_cars_inside.processed
The Picanto is as durable as its price might lead you to imagine. It all looks fairly stylish inside, though, and you won’t be left feeling short-changed.

One nice change for the facelift is that the car comes with five seats as standard, which wasn’t the case before. Whether you can persuade three people to get in the back is another thing. There are two Isofix points back there for little ones.

Is there decent room?

You’ve got decent space up front, even if the seats aren’t quite as comfortable over longer trips as you might hope they would be. The central part of the dashboard is flexible, with pop-up cupholders or space to drop things in. In the back you’ve got decent enough legroom, though again the seats do feel a bit flat.

Kia claims a ‘class best’ boot size for the Picanto: its 255 litres is certainly very impressive for a city car. It’ll swallow a weekly supermarket shop, but you won’t be volunteering to drive to the airport too often. That boxy shape means the boot extends to a very useful 1,010 litres with the seats down though – great news considering you won’t often have rear seat passengers.

Does that touchscreen come as standard?

Kia’s been generous here: all cars get the nav-enabled 8in touchscreen as standard, as well as the 4.2in digital instrument panel. You probably won’t use the satnav too much though, as Apple and Android connectivity also come as standard. So you can pick your mapplication of choice.

You also get things like aircon and all-round electric windows, so you won’t feel like you’re being left out if you do opt for the entry-level car. If you want the best blend of equipment and value then the 3 car has heated front seats and steering wheel, auto aircon, keyless go and wireless phone charging.

Of course, that £18,015 list price does take you more than a grand over the top-spec Dacia Sandero. No heated seats in that though.

# data.attributes.field_cars_owning.value
The latest version of the Picanto starts at £16,065 in the most basic 2 trim, the GT-Line comes in at £17,215, and the 3 bumps it up to £18,015. Take a breather, there’s still two rungs of the ladder left to climb.

If you want the bigger 1.2 engine, the Shadow – which was introduced last summer – starts at £18,265, while the range-topping GT-Line S is £18,915.

Regardless of which trim level you pick, the automatic gearbox costs £700 more. That’s a heck of a lot of variables for such a small car.

If you’re looking at finance, an example deal straight from Kia is £312 per month over three years for a top-spec example in ‘Azure Blue’. That includes a £1,500 deposit and an annual mileage cap of 10,000. Pays to shop around, mind.

And of course, the Picanto comes with Kia’s impressive seven-year/100,000-mile warranty that can be transferred between owners for as long as it’s still valid.

What are the trims like?

The entry 2 gets a reasonable spec as standard, with aircon, electric windows all round, 8in touchscreen infotainment with 14in alloys, satnav, rear parking sensors and camera, plus Android and Apple connectivity.

The GT-Line adds 16in alloys, ‘sportier’ styling, LED lights front and rear, electric folding mirrors and a rear USB charging port. The 3 comes with auto aircon, heated seats and steering wheel, keyless entry and wireless phone charging.

The Shadow is based on the 3 and is effectively a shortcut to the 1.2 engine – since you ask, you can only have it in Midnight Black, Astro Grey or Adventurous Green. Last up is the GT-Line S which adds further styling tweaks and a sunroof.

Which one should I go for?

We’d probably opt for the Picanto in 3 trim with the manual gearbox, but then we are fond of our heated seats. It’s the version that comes with the best balance of price and equipment.

If you’re dead set on the more powerful engine, the Shadow is only a couple of hundred quid more. Says a lot that Kia hasn’t put more distance between the engines on price.

What about rivals?

The Dacia Sandero is a bit cheaper (because Dacia) and the electric Spring is also worthy of note if going EV tempts you. The Hyundai i10 is almost like-for-like in terms of price, while the Fiat Panda is marginally more affordable. That's a very old car now though.

# data.attributes.field_cars_owning.processed
The latest version of the Picanto starts at £16,065 in the most basic 2 trim, the GT-Line comes in at £17,215, and the 3 bumps it up to £18,015. Take a breather, there’s still two rungs of the ladder left to climb.

If you want the bigger 1.2 engine, the Shadow – which was introduced last summer – starts at £18,265, while the range-topping GT-Line S is £18,915.

Regardless of which trim level you pick, the automatic gearbox costs £700 more. That’s a heck of a lot of variables for such a small car.

If you’re looking at finance, an example deal straight from Kia is £312 per month over three years for a top-spec example in ‘Azure Blue’. That includes a £1,500 deposit and an annual mileage cap of 10,000. Pays to shop around, mind.

And of course, the Picanto comes with Kia’s impressive seven-year/100,000-mile warranty that can be transferred between owners for as long as it’s still valid.

What are the trims like?

The entry 2 gets a reasonable spec as standard, with aircon, electric windows all round, 8in touchscreen infotainment with 14in alloys, satnav, rear parking sensors and camera, plus Android and Apple connectivity.

The GT-Line adds 16in alloys, ‘sportier’ styling, LED lights front and rear, electric folding mirrors and a rear USB charging port. The 3 comes with auto aircon, heated seats and steering wheel, keyless entry and wireless phone charging.

The Shadow is based on the 3 and is effectively a shortcut to the 1.2 engine – since you ask, you can only have it in Midnight Black, Astro Grey or Adventurous Green. Last up is the GT-Line S which adds further styling tweaks and a sunroof.

Which one should I go for?

We’d probably opt for the Picanto in 3 trim with the manual gearbox, but then we are fond of our heated seats. It’s the version that comes with the best balance of price and equipment.

If you’re dead set on the more powerful engine, the Shadow is only a couple of hundred quid more. Says a lot that Kia hasn’t put more distance between the engines on price.

What about rivals?

The Dacia Sandero is a bit cheaper (because Dacia) and the electric Spring is also worthy of note if going EV tempts you. The Hyundai i10 is almost like-for-like in terms of price, while the Fiat Panda is marginally more affordable. That's a very old car now though.

# data.attributes.field_cars_stand_first
The city car is dying out... but there’s still lots of reasons to like this one

# data.attributes.field_cars_verdict.value
The Picanto has learned from the likes of the Fiat Panda that drivers will forgive a lot inside a car as long as it’s presented in an upbeat way and is cheap to run. For a first car or something that’s only needed as a runabout, you can't go at all wrong here. It’s fun, frugal and is great value for money… which is probably why so few manufacturers make them now. Boo.

Overall the Kia’s an impressive all-rounder and its recent facelift has only served to make it more enticing. There’s life in the city car segment yet. Hooray! Now let’s hope everyone notices before it’s too late.

# data.attributes.field_cars_verdict.processed
The Picanto has learned from the likes of the Fiat Panda that drivers will forgive a lot inside a car as long as it’s presented in an upbeat way and is cheap to run. For a first car or something that’s only needed as a runabout, you can't go at all wrong here. It’s fun, frugal and is great value for money… which is probably why so few manufacturers make them now. Boo.

Overall the Kia’s an impressive all-rounder and its recent facelift has only served to make it more enticing. There’s life in the city car segment yet. Hooray! Now let’s hope everyone notices before it’s too late.

# data.attributes.field_cars_verdict_against
The interior packaging is solid but not clever, the bigger engine’s quite loud, the price has crept up a lot

# data.attributes.field_cars_verdict_for
Decent looks, good handling, cheap to run, great warranty

# data.attributes.field_cars_verdict_text
For a first car or something that’s just needed as a runabout, you can't go at all wrong with the Picanto

# data.attributes.field_cars_what_is_it.value
The smallest thing Kia makes and one of the last remaining city cars in the known universe. And as a result, one of the best of the lot. It’s a simple, frugal, happy-go-lucky runaround of which there are far too few these days.

Despite its spicy sounding name, the Picanto started life in 2003 as a bland looking (albeit cheaply-priced and decently-equipped) city car. The second version in 2011 took full advantage of the Korean brand’s design awakening, with famed German scribbler Peter Schreyer (he designed the original Audi TT) lending the company some much-needed Euro flair and credibility.

Schreyer’s signature move was the introduction of the firm’s ‘tiger nose’ grille, which has become familiar over time but was a bold look when it was first unveiled.

So this is the third-gen car?

Correct. Unveiled at the Geneva Motor Show (remember those?) in 2017, changes between the second and third iterations were initially limited to freshening up details, a mark that there were barely any profits to be had in the city car segment. Which there still aren’t. Especially from cars powered by ghastly petrol engines.

Still, Kia scraped a few pennies together to refresh the car in 2024: this update was a bit more comprehensive, with a new-look front and rear and some interior upgrades. There’s no jacked up X-Line model this time though, which is a bit sad.

Looks good, doesn't it?

It’s a shame that more people haven’t switched on to the Picanto. It shows up to the small car party with pep and fizz that few of its rivals can muster. It’s a hoot to drive around town and plenty practical enough for day-to-day urban life. The modish light bars might not be to everyone’s taste, but the Picanto is a sharp little thing.

Take it further afield on longer journeys and you’ll bump into some of the car’s shortcomings, but it’s never been billed as a long-distance cruiser. Although it perhaps falls short in terms of outright quality (on some trim levels) and dynamics, the car has a lot in its favour, especially when it comes to making everyday city driving less of a chore.

Is it still cheap to buy?

The Picanto is no longer the bargain it once was, but then what is these days? The facelift has ditched the entry-level 1 trim and the rest of the range sees about a £1k increase across the board. That means £16,065 for the entry 2 car up to a perky £19,615 for the range-topping GT-Line S model with automatic gearbox.

[node:field_onward_journey_card-themed]

All Picantos get electric windows, aircon, 8in touchscreen infotainment with satnav, Apple and Android connectivity, digital instrument panel plus rear parking camera and sensors as standard.

Make your way up the spec ladder and you can find treats waiting for you like heated front seats and steering wheel, LED headlights, keyless go, auto aircon, wireless phone charging and sport looking 16in alloys. More info in the Buying section.

What engines can I get?

There are two engine options: a 1.0-litre 3cyl producing 62bhp and 69lb ft that comes with the 2, GT-Line and 3 models, or a 1.2-litre 4cyl bad boy in the Shadow and GT-Line S cars that pumps out 77bhp and 83lb ft. Powerrrrrr!

Just kidding. The smaller one gets to 62mph in 15.4 seconds, or 18.2s (!) as an auto; the bigger engine strikes 13.1s and 16.5s accordingly. So it’s not racy.

On the plus side, all the cars are rated around 50mpg and you get reasonably close to that if you’re patient. Which you’ll have to be.

What are its main rivals?

Good question. The city car segment has lived through its heyday, it seems, as people are now more interested in bigger motors with more space and a better view of the road. Still, there are a few good alternatives to choose from: the Hyundai i10, Toyota Aygo X or even the larger-but-cheaper Dacia Sandero are probably your best bets.

If you’re open to being powered by electrons, the Fiat 500 and Dacia Spring are both good shouts. The Spring undercuts the Picanto by over a grand, but the compromise is even less power, even less speed, and having to worry about range. There’s the Chinese Leapmotor T03 as well, but you’d have to be impressively disinterested in cars to actually go there.

# data.attributes.field_cars_what_is_it.processed
The smallest thing Kia makes and one of the last remaining city cars in the known universe. And as a result, one of the best of the lot. It’s a simple, frugal, happy-go-lucky runaround of which there are far too few these days.

Despite its spicy sounding name, the Picanto started life in 2003 as a bland looking (albeit cheaply-priced and decently-equipped) city car. The second version in 2011 took full advantage of the Korean brand’s design awakening, with famed German scribbler Peter Schreyer (he designed the original Audi TT) lending the company some much-needed Euro flair and credibility.

Schreyer’s signature move was the introduction of the firm’s ‘tiger nose’ grille, which has become familiar over time but was a bold look when it was first unveiled.

So this is the third-gen car?

Correct. Unveiled at the Geneva Motor Show (remember those?) in 2017, changes between the second and third iterations were initially limited to freshening up details, a mark that there were barely any profits to be had in the city car segment. Which there still aren’t. Especially from cars powered by ghastly petrol engines.

Still, Kia scraped a few pennies together to refresh the car in 2024: this update was a bit more comprehensive, with a new-look front and rear and some interior upgrades. There’s no jacked up X-Line model this time though, which is a bit sad.

Looks good, doesn't it?

It’s a shame that more people haven’t switched on to the Picanto. It shows up to the small car party with pep and fizz that few of its rivals can muster. It’s a hoot to drive around town and plenty practical enough for day-to-day urban life. The modish light bars might not be to everyone’s taste, but the Picanto is a sharp little thing.

Take it further afield on longer journeys and you’ll bump into some of the car’s shortcomings, but it’s never been billed as a long-distance cruiser. Although it perhaps falls short in terms of outright quality (on some trim levels) and dynamics, the car has a lot in its favour, especially when it comes to making everyday city driving less of a chore.

Is it still cheap to buy?

The Picanto is no longer the bargain it once was, but then what is these days? The facelift has ditched the entry-level 1 trim and the rest of the range sees about a £1k increase across the board. That means £16,065 for the entry 2 car up to a perky £19,615 for the range-topping GT-Line S model with automatic gearbox.

All Picantos get electric windows, aircon, 8in touchscreen infotainment with satnav, Apple and Android connectivity, digital instrument panel plus rear parking camera and sensors as standard.

Make your way up the spec ladder and you can find treats waiting for you like heated front seats and steering wheel, LED headlights, keyless go, auto aircon, wireless phone charging and sport looking 16in alloys. More info in the Buying section.

What engines can I get?

There are two engine options: a 1.0-litre 3cyl producing 62bhp and 69lb ft that comes with the 2, GT-Line and 3 models, or a 1.2-litre 4cyl bad boy in the Shadow and GT-Line S cars that pumps out 77bhp and 83lb ft. Powerrrrrr!

Just kidding. The smaller one gets to 62mph in 15.4 seconds, or 18.2s (!) as an auto; the bigger engine strikes 13.1s and 16.5s accordingly. So it’s not racy.

On the plus side, all the cars are rated around 50mpg and you get reasonably close to that if you’re patient. Which you’ll have to be.

What are its main rivals?

Good question. The city car segment has lived through its heyday, it seems, as people are now more interested in bigger motors with more space and a better view of the road. Still, there are a few good alternatives to choose from: the Hyundai i10, Toyota Aygo X or even the larger-but-cheaper Dacia Sandero are probably your best bets.

If you’re open to being powered by electrons, the Fiat 500 and Dacia Spring are both good shouts. The Spring undercuts the Picanto by over a grand, but the compromise is even less power, even less speed, and having to worry about range. There’s the Chinese Leapmotor T03 as well, but you’d have to be impressively disinterested in cars to actually go there.

# data.attributes.field_cars_what_we_say
The freshened Picanto proves that there's still some life left in the city car. If only more manufacturers would build them

# data.attributes.field_cars_wildcard_text
Not as fun to drive as it should be, but it looks great and is quirkier than the Kia.