KIA CERATO AND GT

Hatch joins the range; GT lobs in with turbo, IRS and a bit of attitude

FIRST

THE NEW METAL THAT MATTERS, TRIALLED AND TESTED

UNDER THE bonnet; under the bum … anywhere you look at the new Kia Cerato GT, you’ll find clear evidence as to why it costs a neat $10K more than its (auto-equipped) base model brethren.

The bump in equipment and trim is fairly predictable; what’s most noteworthy – and transformational – is the turbo four-pot engine, dual-clutch ’box and independent rear suspension.

The GT (mostly) gels to deliver a likeable warm hatch (or sedan) that majors on grunt and driveaway value, if pulling up a bit short of being a cut-price driver’s delight.

Before we get too deep into the GT, though, allow us a quick range recap, given that a hatch variant has just joined the sedan launched late last year. Now, with the addition of the range-topping GT, the eight-strong lineup offers four spec levels – S, Sport, Sport+ and GT – across two body styles, opening with a manual S at $19,990 and topping out with the $31,990 seven-speed GT (all prices driveaway.) Sensibly, no premium is charged for hatch or sedan bodystyle, and that seven-year warranty can’t be ignored when looking at the value equation.

Speaking of value, while we acknowledge that the number of private buyers opting for the manual base car will be minuscule, it shouldn’t be instantly dismissed. For starters, the manual transmission, while offering nothing special in terms of shift quality, does help mask some of the engine’s shortcomings. Remember that all three grades below GT are fitted with the old port-injected atmo four, and it’s not an engine brimming with vim or joy. In fact, it’s a bit of a nail – it demands a decent rev to deliver any torque (192Nm at 4000rpm), but gets shouty and uncouth in the upper mid-range, and then bawls like you’re inflicting physical harm if you insist it sniffs the 6200rpm redline.

So, granted, no transmission is ever going to fully paper over those cracks, but at least the manual allows you to nurse it around more precisely in the less rowdy zone, and avoid the occasional noisy flare of revs when prodding the six-speed auto for a kickdown.

The base models also deliver a ride comfort advantage by virtue of rolling on chubby-sidewalled 205/55 16 rubber. Sharp edges at suburban speeds aren’t as intrusive as further up the range, where the wheel and tyre combo steps up to 17s on Sport and Sport+, and then to 18s on the GT.

The hatch bodystyle will win the greater share of the sales split, even

STEP UP TO THE GT AND THE DRIVING EXPERIENCE IS TRANSFORMED, THANKS IN LARGE PART TO THE TURBO 1.6

though its seats-up luggage capacity of 428 litres is easily eclipsed by that of the big-booted sedan, at 502 litres. The hatch expands to 741 litres with seats folded, and obviously has significant loading and practicality advantages.

It’s also worth mentioning that both S and Sport models can be optioned with a $1250 safety pack that includes blindspot monitoring, rear cross-traffic alert and more sophisticated AEB capable of detecting pedestrians and cyclists. Base S misses out on sat-nav (but all have Apple Carplay and Android Auto as compensation) and neither S nor mid-spec Sport offer auto climate control. But other than some additional relatively minor trim and convenience bits, there are no major hardships to endure at the lower end of the range.

Step up to the GT, though, and the driving experience is transformed, thanks in large part to the 1.6-litre, direct-injected turbo-petrol four that’s also used in the Hyundai i30 N-line. It produces 150kw and 265Nm, and makes a world of difference to how the Cerato drives. Instead of that hollow and languid mid-range delivered by the 2.0-litre atmo, the 1.6 turbo boosts early and feels eager and strong. At higher revs it’s not exactly hushed, but it’s way less intrusive and strained-sounding compared to the 2.0-litre.

Fact is, though, you really don’t need to stretch it to maximum revs to hustle along swiftly or overtake quickly. Upshifting at around 5500rpm is ample for even press-on driving conditions, and there’s not a huge amount to be gained by wringing it out anyway. Also aiding its response is the move to a sevenspeed dual-clutch transmission. Only when really on the pedal does it reveal itself as not the sportiest box of cogs on the block. Driven hard in Sport mode, it doesn’t always fully grasp the subtleties of what your right foot is doing.

There is driver satisfaction to be had from the revised chassis tune and improved wheel and tyre package. The software for the steering power assistance has also been recalibrated to deliver more weighty, driver-centric feel through the wheel, and there’s ample grip from the 225/40 R18 Michelin Pilot Sport 4 rubber.

The trade-off is ride comfort – the tune feels firmer than it needs to be for this segment; not utterly plank-like, but leaning more towards ‘futon’ rather than ‘pillow topper’ and it can get tiring.

So yes, along with more ride compliance, we’d like a more sonorous engine note at high revs, and more leniency and subtlety to the calibration of the stability control system.

But is the Cerato GT enough to properly challenge the main players in the warm-hatch segment? To answer that question, turn to page 76.