The Venga is based on the Kia Soul crossover, with the wheelbase stretched by 65mm. It is this modification that defines the Venga’s main selling point. Its length is some 20cm shorter than a Kia Cee’d, yet it has almost the same wheelbase, meaning generous interior space for the overall footprint.
Other than this, the platform throws up very few surprises. The suspension is the entirely predictable mix of MacPherson struts at the front and a torsion beam at the rear. Kia has, however, housed the rear anti-roll bar within the torsion beam for improved packaging.
Steering is fully electric, for the usual fuel saving reasons – apparently a three per cent gain over an equivalent hydraulic system. For further economy, the diesel Venga features Kia’s EcoDynamic Intelligent Stop and Go system (ISG). The petrol models do without, because its inclusion, while reducing CO2, would not affect road tax racketing.
The 1.4 petrol tested here is mated to a five-speed manual, the 1.4 diesel to a six-speed manual and the 1.6 petrol an archaic four-speed automatic.
The Venga is the first production Kia to be designed from scratch by Kia’s new design director, Peter Schreyer (ex-Audi), and closely follows the No3 Concept, the only significant difference being the replacement of the concept’s combined panoramic windscreen and roof. However, a conventional panoramic roof is available on the top-spec Venga 3.
As a result of the elongated wheelbase, the front and rear overhangs are relatively short. This, along with the broad track, gives the Venga a relatively squat stance, helping to hide the height. At 1.6m it is taller than a conventional hatchback.
Whether the styling appeals is, of course, subjective, but to our eyes at least it is entirely inoffensive but disappointingly bland.
