Review 2021 Kia Cerato GT Hatch Spect, Price - Its powertrain is a gem | MiniAuto

Starting price: $36,990 AUD

Following the first official images of the standard Cerato sedan released last week and numerous leaked photos published in recent weeks, Kia has officially ended the facelifted compact hatchback in the market. home to South Korea with the top GT guise, where the model is denoted K3.

Kia has had a pretty good take on the K3, or what Australia insists on calling the Cerato, its hatch and small sedan line that has powered much of its local business for a while. And this change is important because it needs to be hot enough in the presence of stylistic transitions like the Seltos and Stonic and the big future change that is the all-new Sportage coming soon.

Fancy, fussy, heavy-handed: a new nose lift as you please but the new 'sweeping headlight' look aims for maximum efficiency and erases some age from Cerato's pleasant if slightly mundane look K3, in the local market, is only three years old.

However, the landscape beneath it moves rapidly: last year's tech-related Hyundai i30 has arrived, the Skoda Scala has arrived - plus the revamped Octavia is coming if you think out of the box - as is the Volkswagen The eighth-generation Golf and an all-new long-awaited Honda Civic are due to arrive before the end of the year. All vying for territory Cerato wants more and Toyota Corolla owns.

The GT ($35,290/$36,990 driving list) has a reasonable turf to cover as the warm sports hatch covers the likes of the Golf 110TSI R-Line and i30 N-Line Premium that want the coin similarly and in the absence of a suitable temperature i30 N or competitor Golf GTI, top of its range. Perhaps not coincidentally, the automatic-only Kia appreciates the DCT-equipped i30 N-Line Premium but is more expensive than Hyundai's manual version, for which the GT offers no alternative.

It's also fair to expect great sport-luxury duality from Kia's flagship hatch given its GT branding meaning and it sits on top of two variants named Sport and Sport+. And its device list certainly suggests as much. The GT has the best nose and tail section and is the only one to receive full LED lighting with intricately integrated jewels, along with specific body styling and 18-inch Michelin Pilot Sport rubber-coated wheels. 4.

★ Perform a new rhinoplasty like what you would but the new 'sweeping headlight' look aims to achieve maximum effect and erase some of its age

Inside, the cabin departs from the rest of the range with so-called 'tubular' ventilated sports seats, gearshift paddles, a tilting and sliding sunroof, touch phone charging and JBL premium audio to Additional 10.25 high-end touchscreen infotainment system-sharing in the entry-bar version S version. The trim is said to be leather is specified, the fine print is unclear exactly what percentage of it is "polyurethane and other man-made materials".

The GT bolsters its bag of tricks with an extensive safety suite that includes all-speed AEB with pedestrian and cyclist detection, relevant adaptive cruise control, blind-spot monitoring for collision avoidance collision, rear cross-traffic alert with collision avoidance, lane-keep and intelligent tracking, safe exit warning and leading vehicle departure warning. Some of these are optional or absent elsewhere in the range, resulting in a situation where some variants, such as the GT, receive a five-star ANCAP rating while other less-granted versions achieve a five-star rating. received four stars in the 2019 review.

Many of the GT's nice features are shared with the lower-end Sport+. But the real appeal - or perhaps its justification for walking up to $5300 - is in the powertrain and chassis. It's not only supercharged by the 1.6T-DGI four that's exclusive to the flagship Cerato, but also a seven-speed dual-clutch transmission, a dual-exhaust format, and upgraded 305mm/284mm brakes. The GT is the only variant to offer a rear multi-link axle, and the suspension and electric power steering all boast specific 'sport' grade calibrations.

As we mentioned in our Cerato MY22 launch review, there's no news under the upgraded leather bar about the rear suspension's compression and rebound to massage the fierce driving characteristics of the car. previous edition. However, in terms of dynamics, it is conjectured that nothing is broken, nor does it require much repair.

However, you swear it's louder. At idle, in Normal driving mode, there's a buzzing of wasps that I don't recall being quite conspicuous in pre-facelift form. And it simply becomes more raucous, if not really more sound, when choosing the Sport amplification, which offers a rather synthetic reduction in power steering assist that robs a bit of flexibility when move.

But mine, it's not a difficult powertrain. Even in Normal mode, throttle response is clear and immediate, and the dual-clutch transmission, which responds without irritating thrills at low speeds, can scale up and down neatly. and intuitive. There's a real polish in how this powertrain is finished in the end.

Sport also changes its sense of purpose with its more thrilling, 150kW (at 6000rpm) pleasure that might suggest on paper. It's really over a wide peak torque range, from 1500-4500rpm, thicker than you might expect from just 1.6 litres, and you sometimes swear it does more than the advertised 265Nm. fox.

Its enthusiasm for marching certainly has a lot to do with its rather small 1395kg curb weight - at least given how long its equipment list is - but the kind of wide-stroke thrust this engine generates out gives it a warmer feel on the two-liter turbo than the hard, smaller displacement.

It's driven well through the excellent Michelins, which will call for freedom with enough provocation, though the Cerato remains solid with barely a hint of torque steering. It has a well-ordered driver connection, with genuine engagement and plenty of precision and feedback in its controls, a responsive and constant machine if you choose to dig deep.

If there's one small black spot in the attempt to claim to be a particularly pungent breed, it's that the brakes are a bit too responsive, and even so it's only real when operating at low speeds.

A lot of its nimble spunk feels applied on top rather than something seeping through its DNA. It applies athleticism, rather than convincing innate sound. No foul, simply observing. Push hard into curves and the GT takes on a more benign and less colorful character, one that leans more towards certainty than playfulness. It is a satisfying thing to throw a nice and windy piece of bitumen but one that doesn't necessarily seduce you to do so.

Where it's short - and hard - is striking the proper sport-luxury balance. Despite the unstable suspension, ride quality is still harsh enough to be disturbingly uncomfortable. The chassis seems to have been specially injected with a permanent rigid state, like some current reminders of sporty intentions, and it just throws what could have been a better killer with the reducer. its hand is heavy.

The ride quality and engine vary, it's a nicely tackled and slick commuter vehicle, the powertrain co-op is balanced by overall finesse and resistance to noise. noise of the environment and surrounding roads.

The only real annoyances are the related lane keeping and lane tracking systems, separation in purpose if sometimes functionally indistinguishable, strong steering, sometimes at high speeds. urban running is surprisingly low.

At a leisurely pace, the GT doesn't quite stick to its combined consumption claim of 6.8L/100km - a half-liter saving over the naturally aspirated 2.0-litre Cerato - although it's not far from it, Returns a low eight on what is essentially an urban rating cycle with a bit of highway driving brought into the mix. It also runs happily on regular or E10.

The unchanged cabin remains a charm, cast in Kia's favored 'almost black' gray with a pleasant if predictable flourish - red stitching, silver highlights fishy, ​​piano black surface - in places usually effective. That the flat-bottomed wheels still sound like Porsche and the circular air vents look like Audi-esque, honestly, doesn't hurt the opulent facade.

Clarity and legibility have long been powerful wings in Kia's cabin design, and it looks like perfectly conventional if there's no real fault other than a sense of adulthood. The ergonomic sound system and intuitive control position combine harmoniously with the coordinated sports rotation, resulting in a pleasant driving position. It's a shame that the brand's penchant for red-driven backlighting makes things difficult to read in the dark.

It's a roomy cabin for its class, with front and rear seats combining comfort and purpose to an equal degree, the trim working well enough though whatever leather is used. indistinguishable from fake plastic and has a sensitivity that will not be confused with some large Euro dollars.

It's also a solid interior bar and looks well made with some conspicuously wavy decorative applications along some of the contours of the seat. The rear seats can be folded in a ratio of 60:40, transforming the luggage compartment volume of 428 liters into a rather spacious and impressive flat load space.

The 10.25-inch touchscreen, featured in an oversized frame (with handy shortcut buttons) for maximum efficiency, is fast and full-featured if quickly becoming less on display because it is now available. is widely deployed not only in Kia's entire stable but also across the entire Hyundai family, too. In fact, it also powers every S-input Cerato bar, albeit without the GT's impressively rich JBL sound. In short, it mirrors the rest of the pack: reliable, easy to navigate, and largely uncomplicated while not lacking in many tricks.

Kia stays ahead with a good seven-year/unlimited kilometer warranty, and unsurprisingly offers a correspondingly priced service program, if with a short 10,000 km interval between visits ( i.e. every 12 months). At an average of around $470 per visit, ownership is also a bit on the steep side.

Call the Cerato GT MY22 for what it is: a modest but somewhat effective makeover to stop what is still a relatively young generation of small cars aging too quickly as a matter of perception. . And because very little of it other than its fresh face is new or different, there's little to warrant an update from the old version unless you're intrigued by the revised styling.

However, the facelift package it was built on still stacks up impressively, especially in a segment that is moving rather fast, enamored with premium aspirations and rising price tags (a world it's strange that a sanely optional Golf GTI is now breaching $60k on the road).

In some ways, by holding the throttle for the most part, the Cerato GT's hatch looks a little more appealing. Its powertrain is a gem and certainly outperforms some newcomers on paper, and it's packaged into a package that, with some individually tuned suspension, is highly unlikely. error.

Review 2021 Kia Cerato GT Hatch Spect, Price - Its powertrain is a gem | MiniAuto Review 2021 Kia Cerato GT Hatch Spect, Price - Its powertrain is a gem | MiniAuto Reviewed by Dang Nhan on July 18, 2021 Rating: 5

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