Born Beautiful: Test The New Generation Kia Cerato

2023 Author: Natalie MacDonald | [email protected]. Last modified: 2023-05-21 02:36

Consider it my personal taste, but the Koreans have got the most beautiful car in the class - the design of the new KiCerato lacks aggression, passion, and relevance. But here's the bad luck: all the most interesting buns went to the soplatform Sid, which from 10 meters can be confused with the new Focus. What, then, can attract Cerate, not counting the appearance?

Let's count the losses first: the third-generation KiCeed offers a 1.4 turbo engine with 140 horsepower, a modern robot with two clutches, a generous array of safety systems and electronic assistants, including a car park, adaptive cruise and lane keeping system, as well as electric heated windshield throughout area.

Yes, all this is in the top-end hatchback configuration for one and a half million rubles. But even in the most sophisticated Cerato, you will not find any of the above. Why?

Because despite the similarities, these machines were made by different people and for completely different purposes. Ceed is a purely European product. The car is for those who really worry about how much harmful emissions their car produces per kilometer, and even carefully reads that part of the EuroNCAP crash tests, where they give points for pedestrian protection.

Cerato is a global product. Therefore, he should be cut not only for stars on crash tests or milligrams of harmful emissions for the sake of rare animals, but also to please those who do not know about all this and do not want to know.

As a result, these models are not so similar, even in terms of glands. Yes, both are built on a platform called K2, but Cerato has a wheelbase by five centimeters (2,700 millimeters), and instead of a multi-link, there is a beam at the back. Even the brakes on the sedan and hatchback are different: Sid's rear discs are 10 millimeters larger.

And it’s not surprising that the interiors of Ceed and Cerato are also different. The sedan has a different upper part of the center console, a different climate unit, the frame of the multimedia system screen is differently made, although the multimedia itself is the same: an eight-inch complex with Apple CarPlay and Android Auto. But, unlike Sid, no navigation.

Finally, Cerato has round vents on the sides of the front panel: almost the same as the Stinger. They look cool and are convenient to use.

But the general perception of the Cerato and Ceed salons is on the same level: it is very pleasant to be in them. The finishing materials are not only quite good in themselves, but also very diligently imitate real leather and aluminum: the Koreans have mastered this trick very well back on the Rio, where everything is oak, but you won't guess about it until you touch it.

Here, too, there is no feeling that you have saved money. Although oak, of course, is not all.

To ergonomics, too, do not really find fault. The landing geometry is exemplary, the adjustment ranges are enough for anyone, and all kinds of levers and buttons are located exactly where you expect to find them. If you have any questions about the inscriptions or pictograms on the keys, then, most likely, you moved to Tserato from Zhiguli.

So far, according to the sum of impressions between Cerato and Sid, a draw is obtained, but when you change seats, you understand where the sedan begins to win back positions: thanks to the wheelbase, the second row is much more spacious. The knees do not rest against the back of the front seat, nothing interferes with the feet under the seat, as well as the head under the ceiling.

But the equipment for second-row passengers is scarce. An armrest, power windows, and on expensive trim levels there will also be a heated sofa. Cerato has neither chargers for gadgets, nor a separate climate zone for any money. It's a pity: there could be another competitive advantage.

The trunk? Well, the usual compartment of a compact sedan. The volume is 434 liters, the loading of things is actively impeded by a narrow opening, a large loading height and a massive threshold, and the stowage of cargo is the shape of the compartment spoiled by wheel arches.

Some small things can be thrown into the underground to a full-size spare wheel, but only on condition that you are a very patient person: there are no organizers there. Only bare metal, against which all belongings will desperately beat and ring at any maneuver.

But, like adults, in the trunk of the Cerato there are a couple of levers that remove the backs of the second row from the latches - you pull, push and load whatever you want. More precisely, what will fit. The opening to the salon turns out to be narrow, there is a step at the junction of the trunk and the seats. Skis and a ladder will not encounter any obstacles during loading, but it is unlikely that it will be possible to transport large furniture to Cerate.

But it's nice to carry yourself and your family in this car: the chassis turned out to be comfortable, albeit with reservations. The sedan confidently copes with sharp irregularities such as manholes, road patches and thermal seams: energy-intensive, tight and without hard knocks.

But the sedan's suspension does not cope with the development of small irregularities. When the asphalt gets a little worse or a little rougher, the four-door begins to itch unpleasantly all over. Although over time you get used to it and pay almost no attention.

Especially if the road is free and winding, because Cerate is well managed. He responds to the turn of the steering wheel with a smooth and confident change of course: without unnecessary hysterics, but lively and even recklessly.

The steering wheel effort is pleasant and much less artificial than the Koreans had before, although the electric booster, as before, is on the shaft, and not on the rail. But all the symptoms indicated that it was the location of the motor that spoils the whole picture: when it was moved to the rail on the Optima, it became much better.

Exchange rate stability is at a very decent level. On a straight line, including at high speed, Cerato does not scour, even if he falls into a rut, and clings to the trajectory in a turn, only slightly losing balance under a sharp addition of traction and going into demolition.

But despite the quite decent handling, Cerato does not urge to go actively and nimble in the stream. The reason is the herbivorous line of powertrains. In Russia, only atmospheric aluminum "fours" with 1.6 and 2.0 distributed injection with a capacity of 127 and 150 horsepower, respectively, are available for the sedan. Together with boxes (six-speed manual and automatic for 1.6 and only automatic for 2.0), they are inherited from the predecessor without changes.

Outside the city, in this car, you feel like a conscript with flat feet: there seems to be nothing to worry about, but your palms still sweat.

I don’t know how KiCerato runs since 1.6: there were no such versions on the presentation test. And the sedan with 2.0 turned out to be a very sedate and unhurried car. More or less cheerfully, such a four-door car drives only up to a speed for which they will not be fined even in the city, and after 80 kilometers per hour the acceleration rate leaves a blurry impression.

And the engine is noisy. After the generation change, Cerato's engine compartment noise insulation improved, but after 3000 rpm, no music, no speakerphone, no own thoughts can be heard in the cabin: only the metal hum of the atmospheric four.

And, alas, these are not the only extraneous noises that fill the interior of the sedan in motion. The rumble from the wheels is also audible, although not as distinctly as, for example, in Rio.

In the case of the two-liter engine, the good news is that it is adapted for life on 92nd gasoline, as well as its moderate appetite: we never got more than eight liters during the test. However, this entire route passed by cities.

But despite this, if you really decide to buy Cerato for yourself, and not for the transport department of your employer, then take 2.0. Even according to the stated figures, the 1.6 unit is much more dead: the peak of low torque of 154 Nm comes even later, and at almost 1000 rpm. And it will hardly be quieter than a two-liter four.

And here again we have to return to Sid. A 140-horsepower turbo engine on a hatch is also not the ultimate dream, but in the case of it, at least you don't have to wait until the truck looming in front turns to the barbecue.

And the smooth, logical, almost free of delays, the Cerato machine does not correct the situation. Yes, Sid's robot is somewhat brooding, but in general, the dynamics of the five-door is much more convincing.

It turns out that Cerato has outstanding motors, mediocre sound insulation and relatively modest equipment, even if only a few will choose the coolest options. In the asset: good handling, a spacious second row of seats and stunning looks. And also delicious prices.

The most expensive version of Cerato (the one that was brought to the test) costs 1,359,900 rubles. Hyundai Elantr and SkodOctavi with engines of the same power and in top trim levels will be more expensive, and the old Volkswagen Jett and Ford Focus will be a little cheaper, but also noticeably poorer. They will not have, for example, an equally rich set of heaters, power seats with memory, leather interior trim and full LED headlights.

Is it expensive? For 1,229,900 rubles, you can get a very well-packaged Cerato with a two-liter engine and automatic transmission. Such a car will be equipped with all possible heating (mirrors, front and rear seats, nozzles and steering wheel), dual-zone climate, fog lights, parking sensors in a circle, a rearview camera, multimedia with an eight-inch screen, support for Apple CarPlay and Android Auto, rain and light sensors, and cruise control.

Interesting proposal, isn't it? Especially for the nicest car in the class.