Kia Cerato hatch 2010 Review

Kia Cerato hatch

Adding more high-tech equipment, including long-awaited six-speed manual and automatic transmissions, Cerato has placed itself well ahead of the pack on specification alone. Factor in fuel economy improvements, a highly competitive cargo capacity and the peace of mind of a five-year unlimited kilometre warranty, and the argument for at least putting Kia on the shopping list is mounting.

It's worth pointing out that the amendments found on Cerato hatch, including the new transmissions, are set to follow on sedan and Koup models early next year.

As Kia's makeover warpath continues across the range we're likely to see even more models meet the quality and drivability demonstrated in Sorento, Sportage and now Cerato.

But for those among us that aren't mechanically minded, Kia has packed a raft of mod-cons into the Cerato hatch certain to sway even the most determined non-Kia shopper. This include Bluetooth streaming for your tunes and phone calls, USB and auxiliary audio inputs, steering wheel mounted audio, phone and cruise control buttons (yes, cruise is even offered on the base model), paddle shift transmission controls (on Cerato SLi automatic), flip key with remote central locking, power mirrors and windows and single-zone climate control air conditioning to name but a few.

'Tricot' cloth upholstery, lifted from up-spec Cerato Koup, features in entry-level Cerato Si while top shelf SLi models add black fabric 'Mesh Rachel' trim with sporty red stitching. Leather is optional.

Externally, Cerato Si is identified by an enclosed rear bumper, rear spoiler, wing mirrors with integrated LED turn signals, 15-inch steel wheels and a choice of nine paint colours while Cerato SLi adds an exposed chrome-plated exhaust tip, 17-inch 'double five-spoke' alloy wheels , front and rear foglamps, dusk sensing headlamps, alloy pedals, trip computer  plus reverse parking sensors.

The all-new Kia Cerato hatch is priced from $20,240 for the entry-level Si manual adding $2000 more for the quick shifting six-speed automatic. Full fruit Cerato SLi starts at $24,040 in manual, but adds $2200 for the self shifter with steering wheel-mounted paddle shifters. Metallic paint attracts a $400 premium.

All Kia Cerato models feature full-size matching (steel or alloy) spare wheels.

Not that there's anything wrong with that, per se. The petrol mill is a pearler, for the most part, and offers class-leading power and torque figures (115kW/195Nm). Fuel economy is also very respectable, Cerato consuming 7.5L/100km of 91 RON unleaded in manual models (7.7L/100km in automatic) with CO2 emissions tallying 179g/km (or 183g/km in the auto).

The big news is the inclusion of new six-speed manual and automatic transmissions (previously five-speed and four-speed respectively).

The manual transmission offers five close ratios for enthusiastic response around town or on winding roads with a tall, overdrive cog in sixth for improved fuel efficiency on the open road (down 0.3L/100km). The new automatic delivers better acceleration and improved in-gear response while also trimming fuel economy (down 0.2L/100km).  CO2 emissions have fallen 7 and 4 grams respectively.

Also saving fuel, and markedly improving road feel, Cerato now features an electric power assisted steering arrangement (or Motor Driven Power Steering in Kia speak). The unit claims an estimated 3 per cent efficiency gain over traditional hydraulic units and has been specifically tuned for local conditions.

Braking comes courtesy of meaty discs under all four corners (280mm front x 262mm rear) which are equipped with antilock, emergency brake assist and electronic brake-force distribution systems.

Cerato is suspended by a MacPherson strut front and CBTA (Coupled Torsion Beam Axle) rear arrangement, again tuned to meet local requirements.

Springs, shock absorbers and sway bars have all been re-tuned for Oz -- changes that will follow suit on sedan and Koup models next year. The rear springs and shock absorbers are mounted separately to improve cargo and cabin packaging.

Calibration for Cerato's suspension and steering was derived from thousands of kilometres of local testing, much of it in the Hunter Valley region of New South Wales. In fact many of the roads utilised by Kia's engineers were revisited by the Carsales Network on our test drive, but more on that later.

The front seats are mechanically adjustable for reach and recline with the steering column offering tilt and reach regulation. Front seat belt shoulder height is also adaptable for height.

At the back Cerato hatch's rear seat can be split 60:40 to expand its generous 385-litre cargo capacity (VDA, seats up and parcel shelf in place), which shares capacity dimensions with competitor, Ford Focus. Otherwise it's unchallenged in this segment.

Similarly Cerato hatch also has an edge internally, its dimensions for front and rear headroom again leading its same-size rivals.

Layout is ergonomically considerate and functionally sensible with all controls and switchgear logically placed and readily distinguishable.

That said it should come as little surprise that Cerato, which was purposefully engineered to excel in US crash tests, doesn't fare quite as well when examined locally. ANCAP have issued the Cerato sedan, coupe and hatch with a uniform four-star safety rating.

But that shouldn't deter would-be buyers. US tests saw the Cerato score a total of 19/20 during extensive examination with the car's body structure, six airbags, standard stability and traction control systems and anti-lock brakes with electronic brake-force distribution and brake assist rating it very highly indeed.

All the equipment just mentioned is offered standard in Australian delivered Cerato models, as are anti-whiplash head restraints, three-point inertia reel seatbelts (with pyrotechnic pretensioners up front) and top-tether child seat anchor points.

Engine specifications, as we mentioned earlier, see Cerato lead the pack on both its power and torque figures. Many of Cerato's direct petrol rivals also offer smaller 1.8-litre powerplants. With 115kW/194Nm under the bonnet, Cerato trumps Ford Focus (107kW/185Nm), Holden Cruze (104kW/176Nm), Honda Civic (103kW/174Nm), Hyundai i30 (105kW/186Nm), Mazda 3 (108kW/182Nm), Nissan Tiida (93kW/174) and Suzuki SX4 (112kW/190Nm). Mitsubishi Lancer is beaten on power but just pips Cerato on torque (113kW/198Nm).

It's a similar picture when it comes to transmissions, with only four of the listed rivals offering a six-speed manual gearbox (Mazda, Nissan, Suzuki and Toyota). Automatic contenders are even harder to place, with Holden Cruze the only same-sized rival (but it's a sedan) to offer a six-speed automatic transmission.

As we mentioned earlier, the new Cerato hatch also tops the podium for size and space, the five-door model proportionally superior in most respects to every listed rival, notably so in respect to cabin and cargo space.

Cerato offers a 385-litre boot, placing it an equal first with Ford Focus. Otherwise and again using the models above as a guide, Cerato wins the space spat by between 35- and 132-litres.

Dollar-for-dollar, the Kia's newest hatch is also pretty hard to beat. Most comers come close on price (excusing of course Nissan's dated Tiida at $17,990) but fail to match Cerato's equipment levels and power. As a rough guide, using entry-level manual models, Cerato Si is ahead by between $140 and $2250.

It's also worth considering Kia's generous five-year/unlimited kilometre warranty.

Australian roads are, to be blunt, often woeful. Poorly constructed (and even more poorly maintained), potholed, off-camber or just downright terrible, the mix of materials found beneath our wheels can quite literally change with the weather.

Getting the right compromise of ride and handling therefore can be a nightmare. Arrangements that work well in the city will shake your fillings loose on country back roads and cars that can easily handle a twisty stretch of your favourite mountain pass will usually come unstuck at the first hint of precipitation.

Pleasingly, Kia has got it bang on.

The new Cerato hatch grips well in the bendy bits, rides well over all but the harshest unsealed tracks and soaks up the majority of rim-shattering inner-city craters with consummate ease.

It's a given that the steel wheels and higher profile tyres found under the Si allow a more biddable ride while the SLi's snazzy alloys and skinny rubber up the handling ante, but the final choice rests in buyer preference -- and even if you can't decide, the middle ground result is, either way, pretty workable.

But more than offering a decent ride, Cerato's new transmissions manage to make the most of a tractable petrol engine. The six-speed manual maximises performance in demanding conditions (or when heavily laden), even if Kia haven't fixed the too light, and too late clutch uptake. Sixth gear feels like a true overdrive ratio, perfect for keeping fuel economy low on flat ground, but little else.

Similarly the difference between the outgoing (and out-moded) four-speed automatic and the new six-speed unit are night and day. The new transmission is decisive and quick to react to throttle input or gradient changes in 'D' (Drive) and sharpens even more in 'S' (Sport) mode to keep the 2.0-litre engine in its 'sweet' spot.

As was the case in Cerato from day one the top of the rev range isn't a strong point and this is reflected in somewhat shorter changes from the transmission.

Even in manual mode, where the paddle shift operated switches curtail any gear change until your say so, the engine does run out of puff upon reaching peak power (approximately 6200rpm). Driven within its limits, the car's a cracker.

Stability control also seems to have improved over previous generation models, the system kicking in appropriately when required, but not intervening too intrusively so as to detract from fluid forward motion. Steering changes have also gone a long way to improving both on-centre feel and torque loading as you point in to corners.

Performance sees Cerato hatch accelerates from 0-100km/h in a claimed 9.1 seconds (manual, 9.8 seconds in the automatic).

Finally, and NVH (noise, vibration, harshness) also scores big kudos for Cerato, coarse chip gravel and concrete roads seeing minimal tyre howl egress into the cabin. Wind noise was also negligible as was the stone flicker beneath the car on gravel roads.

Obviously, Kia's additional insulating materials and use of heavier gauge steel in strategic sections of the body have worked wonders in achieving closer to European levels of noise suppression.

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