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Keen to forget its feminine past, the Picanto’s performance is notably sharper. The four cylinder, 1248cc, 16 valve engine will take 11 seconds to get you up to 60mph from a standstill while pushing the accelerator to its limit achieves a top speed of 106mph. Pretty nippy for what is unashamedly ‘a city car’. Debuting in the second generation Picanto, the Kappa engine produces 84bhp at 6000rpm with 121Nm of torque at 4000 rpm. Kia say the Kappa is so exceptional when it comes to fuel efficiency there’s no point even having a diesel engine. CO2 emissions clock in at a reasonable 109g/km; however the eco-conscious who seek minimum emissions would go for the EcoDynamics stop/start model which rounds CO2 off at an even 100 grams or any of the three 1.0-litre trims which nip them one further at 99g/km.

Manoeuvrability is satisfyingly swift and tight with a turning circle of 9.8 metres, making city jaunts and parking a breeze. However, this motor-driven power steering doesn’t do the Picanto’s handling any favours on the motorway. Although never precarious or fragile, control can begin to feel as if it wanes if you stray over 70mph. That aside, the Picanto delivers a strikingly snug ride thanks to improved front suspension with 12% softer springs and a 60% stiffer rear axle. Gear changes are rewarding and smooth enough while responsive brakes ensure a reliable and always-in-control feel.

There’s an immediate aura of quality to the Picanto. Although we were driving the top trim model, Kia doesn’t seem to have cut any corners. The materials used feel hard-wearing and sturdy. The Picanto pushes its chest out in a more burly fashion than previously with beefy wheel arches, 15” alloy wheels, lowered grille, dynamic well-built sides, and sturdy pillars that contribute to a solid build without compromising driver vision. The seats are draped in premium black cloth upholstery with the front two featuring heating. The two-spoke fully-adjustable steering wheel bears the perfect combination of buttons controlling the stereo and phone (if you’ve bothered to pair it via BlueTooth). The USB that’s also thrown in makes connecting your iPod idiot-proof while the stereo delivers crystal clear sound despite the six-speakers lacking a bit of meat, even when after maxing out the bass setting to 12. The guys from Spinal Tap would not be too happy with that.

A little bit of controversy here. European NCAP dealt the Picanto a four star rating in August 2011, retaining that fifth star and much-desired top rating due to the omission of Electric Stability Control (ESC). An understandably defensive Kia immediately stressed that all UK models include ESC as standard and had Euro NCAP tested a UK model, a five star rating would have been a certainty. That leaves the customer in a slight pickle. Officially, the Picanto must grin and bear its four star rating but in essence what will be sat in British showrooms should be able to advertise a top safety rating. You can’t help but feel Kia’s frustration. Bagging all five stars would have placed the Picanto at an immediate advantage in the marketplace with competitors such as the Toyota Aygo and Citroen C1 also receiving four stars. Aside from this mini-drama, the Picanto boasts all the safety features you’ve come to expect from a city car worth its salt. That ESC is most definitely felt on slippery roads while the body itself feels solid comprising plenty of high strength steel. The combination of anti-lock brakes, emergency brake assist and electronic brake-force distribution can bring the Picanto to a complete halt from 62mph in just 41 meters. If a collision is unavoidable, well-placed crumple zones, side impact protection system and the inclusion of six airbags ensure that all are protected. Seatbelt sensors installed on every seat convince the driver that all passengers are belted up.

Kia has struck a fair balance between a small-sized but uncompromised car, unwilling to cut corners on the Picanto’s standard of comfort and luxury in the cabin while keeping everything pretty compact. With no change to its width or height, the Picanto is a full 6cm longer, equating to an extra 15mm in the wheelbase. There will be few complaints from rear passengers too with more than ample legroom and space for long journeys. Stretching a snip under 3.6 metres, it also boasts 36mm more legroom in the front while luggage storage has been bumped up by over a quarter (27%). Despite this, some may view the boot as a bit weedy.

Kia claim that the £11,195 1.25-litre model we drove is capable of returning a combined mpg of 60.1 and to be fair, our experience wasn’t far off the mark at 58mpg. Picanto customers looking to milk the most from their fuel would be advised to opt for the 1.0-litre engines where consumption is boosted to 67.3mpg, albeit at the expense of 16bhp and nearly three seconds of 0-60mph acceleration. With on-the-road prices starting just short of £8k for the 1.0-litre, the Picanto trumps rivals like the Aygo and C1 by at least few hundred pounds. Keeping the Picanto taxed costs absolutely nothing for the first year and remains gratis thereafter for the 1.0 and 1.25 ISG engines. VED for the 1.25 manual will set you back £20 a year after the initial 12 months or £90 for the automatic 1.25. Due to its slim running costs and agreeable spec, Kia hope to attract plenty of business from the fleet market and company car drivers. A three-door option was introduced from September 2011 to cater for a significant portion of the A-segment market. As with every Kia, there’s that fully transferable seven year/100,000 miles warranty which remains unrivalled across the industry, and you needn’t worry if you intend on keeping hold of your Picanto for much of that time. The previous Picanto lost just a fifth of its initial value after 12 months. Three years and 36k miles on the clock and it still held up well in the residual department, retaining 43% of its £6,635 list price.

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