Kia is giving purchasers a choice of three diverse engines – a 115hp, 1.5-litre naturally aspirated petrol a 140hp, 1.4-litre turbo-petrol and a 115hp, 1.5-litre diesel motor. Each individual of these get a six-speed handbook and an automated option as nicely. What is distinctive is that just about every automated transmission is unique to just about every powertrain. The 1.5-litre petrol will get a CVT (continually variable transmission), the 1.4-litre turbopetrol will get a seven-speed DCT (dualclutch transmission), and the diesel will get six-speed torque converter automated. Kia has taken the direct in its phase by introducing BS6-compliant engines – for which the catalytic converters in the petrols have gained some tweaks, but alterations to the diesel are additional considerable like the addition of a highpressure pump, a catalytic converter with a diesel particulate filter (DPF), and a lean NOx entice (LNT).
With electric power and torque figures of 140hp and 242Nm, respectively, the 1.4-litre turbo-petrol motor definitely impresses on paper, and even additional so in the true planet. Refinement levels are leading-notch, and even on the transfer it goes about undertaking its task in a silent fashion. Individuals with a eager ear will listen to a faint whistle-like audio from the ingestion past two,000rpm when the motor is below load. Further than 5,000rpm, the motor appears a bit boomy. Throttle responses are sharp, and mainly because max torque comes in from as very low as 1,500rpm, there is no perceptible hold off in functionality. Spin it past two,200rpm and the tachometer needle swings towards the redline in a alternatively enthusiastic fashion. Though functionality in the mid-range is robust, there is no distinguished spike in electric power shipping and delivery, so it builds speed in a incredibly linear fashion. Maintain on to a gear longer and it will spin past 5,000rpm in a gutsy fashion, despite the fact that electric power starts to taper off over and above six,000rpm. The six-speed manual’s gearing is incredibly tall, so it will rev until six,800rpm in the to start with three gears, with the to start with maxing out at 54kph, next at 99kph, and 3rd at 149kph. The tall gearing and extraordinary torque spread shoots the Seltos from -100kph in a speedy 8.9sec, generating it the quickest sprinter in India below Rs 20 lakh. Acceleration via the gears is equally extraordinary, inspite of the taller ratios. The handbook transmission is a delight to use, with slick shifts that give a reassuring click just about every time the gear slots into its gate. The clutch, despite the fact that light-weight, has a extensive journey, and the pedal sense isn’t dependable, so you are going to require to modulate it meticulously to drive efficiently.
Keen motorists will get pleasure from the turbo-petrol, though mile-munchers will like the frugal diesel.
Paired to the turbo-petrol is also a seven-speed dual-clutch automated transmission. This device is relatively speedy like most twin-clutch models and is practically normally in the suitable gear. There are driving modes way too, and in ‘Normal’ and ‘Eco’, it shifts to the optimum gear attainable at the earliest for case in point, it shifts to sixth gear by 60kph and seventh by 80kph. Inside of city confines, there is barely any variance among the two modes so the Eco mode feels incredibly usable, and it does not blunt functionality or responsiveness both. Nonetheless, it does reduce the efficiency of the air conditioning, and this can be awkward on a warm working day. The 3rd driving mode is ‘Sport’, which sharpens throttle responses, weights up the steering and programmes the transmission to hold onto gears longer. But what it does is also worsen the snappy engagement of the DCT which isn’t incredibly userfriendly in commence-end website traffic. In truth, just one of the weaknesses of the Seltos’ DCT is that clutch engages a bit way too sharply and it does not have a progressive sense. Backing into a parking place in reverse can be tricky mainly because of this unexpected engagement. It’s also crucial to position out that the Seltos DCT did facial area overheating concerns mainly because of excessive clutch ‘slip’ in end-commence website traffic. A new program update has diminished the slip but the clutch now engages additional like an on-off switch, generating it sense a contact way too snappy. Paddleshifters would have increased the drive working experience but the Tiptronic mode does offer the option to adjust gears manually. The Seltos DCT has a couple of rough edges and is obviously not as smooth or refined as Volkswagen’s DSG device, which, in conditions of change high-quality, is continue to the benchmark.
The Kia Seltos’ 1.5-litre diesel sets a new benchmark in its phase in conditions of refinement and drivability. The motor is incredibly smooth and the diesel clatter or drone is nicely in examine. What is awesome is that electric power shipping and delivery is linear, and just like the turbo-petrol, this diesel makes its max torque of 250Nm suitable from 1,500rpm, so lag is minimal. Lazy motorists will be satisfied to drive around town in increased gears without the require to downshift usually it can conveniently exit a speed breaker in next gear, without any juddering. The true meat of the powerband is among two,200rpm and 4,000rpm, generating it a excellent cruiser overtaking in this range feels effortless. Though the base-end and mid-range are alternatively extraordinary, it does operate out of breath towards its leading-end so even while the motor will spin until about 5,000rpm, it starts to audio clattery and alternatively coarse over and above 4,000rpm, with barely any electricity left in the final 1,000rpm. The six-speed handbook, just like the turbo-petrol’s device, has a incredibly optimistic change motion, and despite the fact that its clutch calls for a bit additional hard work than the turbo-petrol’s, the pedal sense is far additional linear and less complicated to judge. Remaining down on electric power compared tothe Creta 1.six-litre diesel-handbook results in a slower -100kph time of 11.67sec, (Creta’s is ten.81sec), but the Kia basically blows absent the Creta when it comes to drivability – 20-80kph in 3rd gear is 1.58sec more quickly, and forty-100kph in fourth gear is 1.57sec more quickly, reflecting on how considerably additional drivable the Seltos is compared to the Hyundai.
The six-speed torque converter automated is smooth and performs seamlessly though cruising. Desire for quicker responses, nevertheless, and it is sluggish to respond. Pin the accelerator to the floor, and it will upshift at around 4,500rpm in the reduced gears, but the changeover among the ratios appears alternatively lazy. This mix feels very best when pushed in a sedate fashion.
Past but certainly not the least is the 1.5-litre, four-cylinder petrol motor that puts out a healthy 115hp and 144Nm of torque. And though Kia has the functionality part coated with the 1.4 turbo-petrol device, this 1.5, naturally aspirated petrol motor focuses additional on a smooth driving working experience. From the second you commence the motor, it feels refined and also runs quietly at very low to mid revs. It’s only in the higher reaches of the powerband that it feels strained and the motor noise will get intrusive. Off the line, electric power shipping and delivery is smooth and the motor feels responsive to the slightest of throttle inputs. It does not have the mid-range punch of its turbocharged siblings but does not sense gutless like many naturally aspirated engines. It’s only over and above 4,000 rpm that it starts off working out of breath.
This motor is presented with a CVT and it does the task nicely. Indeed, it does have the normal rubber-band impact found in most CVTs, wherever you speed up really hard and the motor RPM rises but does not translate into a increase in speed. Nonetheless, the great information is that this unwanted impact has been kept to a bare minimum, which indicates there is plenty of electric power though overtaking on the highways. Though the prompt very low-speed response is extraordinary, especially on part throttle, there is a momentary hold off in advance of the gearbox responds, and which is not some thing you expect in a present day CVT. There’s a handbook mode to transfer via predefined ratios but it does not permit intense downshifts for motor braking. On the other hand, all through outright acceleration, the handbook mode retains on to just about every ratio slightly longer than in ‘D’. All in all, this mix will work really nicely if you have a laid-again driving type.