Kia Cerato VS Mazda3
Kia Cerato
Likes
- Thoughtful cabin
- Plenty of safety tech available
- Good value
Dislikes
- 2.0-litre engine lacks punch
- Lane keeping assist too intrusive
- Steel wheels on the S
Mazda3
Likes
Dislikes
Summary
Kia Cerato
As the tortoise taught the hare - slow and steady wins the race.
Kia has been making slow but steady upwards progress on the sales charts ever since it introduced its industry-leading seven-year warranty in 2014. Back then Kia was very much Hyundai’s younger sibling, sitting well outside the top 10 brands in sales. Fast forward to 2021 and Kia finished May in third place, behind only Toyota and Mazda, and crucially, ahead of Hyundai.
The reason for this success? They are many and varied, but a big one is Kia having models in every major passenger segment. Notably small cars, a segment where many of its rivals have pulled back in favour of a greater focus on SUVs.
Kia, though, has maintained a heavy presence in small cars while expanding its SUV range (witness the new Stonic and Niro), and as a result the Cerato has become its best-selling model and the third best-selling small car in the country. It has managed to pick up sales as rivals become less competitive or simply disappear.
But it’s not just picking up the crumbs of its rivals, the Cerato is a good small car and for 2021 Kia has tried to make it better with a raft of changes. We sampled the updated Cerato range to see how it stacks up.
| Safety rating | |
|---|---|
| Engine Type | 1.6L turbo |
| Fuel Type | Regular Unleaded Petrol |
| Fuel Efficiency | 6.8L/100km |
| Seating | 5 seats |
Mazda3
We all know that X means buried treasure in the world of children’s book pirates, but it’s looking like it could hold similar relevance for what lies under the bonnet of future Mazdas.
We first officially heard about Mazda’s industry-leading Skyactiv-X technology at the brand’s Global Tech Forum in Germany two years ago, but now we’ve ventured back to Germany to drive it in production form ahead of its Australian arrival aboard a new flagship version of the Mazda3 early next year.
No other manufacturer has managed to productionise compression ignition for a petrol engine, and with an underlying intention to make the combustion engine work better for everyday driving, in the face of the electric-focus of all other global brands, this could be the most exciting technological development of my career.
Why invest so much in combustion engines if every other major brand is beginning to treat them like yesterday’s news? While the Japanese government predicts that 52 per cent of new cars sold in 2030 will use some form of electrification in their drivetrain, the same data suggests 90 per cent will still use an internal combustion engine as at least an element of their drivetrain. That’s 90 per cent of the market, more than a decade from now.
| Safety rating | |
|---|---|
| Engine Type | 2.5L |
| Fuel Type | Regular Unleaded Petrol |
| Fuel Efficiency | 6.6L/100km |
| Seating | 5 seats |
Verdict
Kia Cerato7.1/10
The point of the tortoise and hare story is that the tortoise didn't pretend to be something it isn't. It stuck to its strategy and emerged victorious at the end. It’s hard not to think of the Cerato - and Kia as a whole - the same way.
The Cerato isn't trying to be a premium small car, like the Mazda3 or Volkswagen Golf, it’s just a simple, straightforward small car. It's honest, dependable and easy to drive, which makes it a good value proposition for many buyers. It’s easy to understand why it has become so popular.
In terms of picking the sweet spot of the range, while the GT is certainly well-appointed and faster, the entry-level S with Safety Package is our preferred choice. It offers the best value, giving you all the elements you really need, even if you do miss out on the shiny alloy wheels, while still offering a pleasant driving experience.
Mazda38.4/10
Unlike most big technological advancements, this isn’t about extra performance or reinventing the wheel, it’s about Mazda’s bigger picture approach to deliver the best mobility solutions for right now, while still planning for electric and fuel cell vehicles in the future.
That may sound like a line straight out of the Skyactiv-X press release, but Mazda’s realistic approach to our continued dependence on combustion engines is commendable.
My final judgement will have to wait until we know how much more it will cost over a regular Mazda3, but I can say the technology works really well and should really suit Australian conditions.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
Design
Kia Cerato7/10
Kia has made a number of subtle changes to the Cerato for this update - and one major one. The Cerato is the first model to feature Kia’s new logo, with the stylised ‘KIA’ replacing the previous lettering within an oval. It may sound small but it stands out dramatically on the front and rear of the Cerato.
The brand is introducing this new logo around the world as it bids to rejuvenate its image as it moves further into the mainstream. It also comes as Kia looks to make itself a more contemporary brand with a range of electrified vehicles set to join the line-up in the coming months and years (or, in the case of the e-Niro, already).
The front end of both the hatch and sedan have been redesigned to freshen up the look of the Cerato. The grille is new and blends into the headlights, which have also been changed, while the lower bumper has been restyled with the fog lights now integrated into the air intake for what the company hopes is a sleeker look.
At the back end, Kia focused its efforts on the sedan by adding new tail-lights and a new bumper to create a smoother, more flowing design from the side; the hatch is unchanged. Also at the rear, Kia has tried to create a visual difference between the two engine choices, with the S, Sport and Sport+ now getting hidden exhaust pipes, while the GT gets a new design with twin exhaust tips.
Another visual change is the new look 17-inch alloy wheels for the Sport and Sport+ models, which look quite sharp for a sub-$30K hatch (at least in the case of the Sport).
Mazda3
Aside from the stunning good looks of the new Mazda3, the only visual distinctions the Skyactiv-X version scores over a regular high-sec model are bigger exhaust tips like those seen on the latest version of the Mazda6, and a Skyactiv-X badge in place of the regular models’ Skyactiv-G.
Practicality
Kia Cerato7/10
A hallmark of Kia’s interior design is how thoughtful and usable the layouts typically are. There are a few minor changes for this updated Cerato, but given how well received the previous model was it didn’t need a major overhaul.
The thoughtful touches include plenty of small item storage space and cupholders, but also three new USB ports including one in the back for rear passengers to charge up their devices. Whereas some brands put USB ports in illogical spots, Kia’s are positioned next to a place to store your phone (or other device) which adds to the practical nature of the cabin.
One notable change from the old model is the introduction of rear air-conditioning vents across the range, which will make the back seat more comfortable than the old model.
The seats in the S, Sport and Sport+ are good, because while they lack the lateral support of the GT seats, they are comfortable, even on our longer stints behind the wheel.
Space in the back is adequate for a small car. I’m approximately 180cm (5'11") tall and can fit behind my own driving position in the rear without my knees touching the back of the front seat, so the Cerato could take four adults in relative comfort. However, like most small cars the back seats are better suited to smaller children.
The boot space obviously varies between the hatch and sedan. The former has 428-litres of room and offers a wide space for loading your luggage. The four-door Cerato offers up even more boot space, 502-litres. That’s more than what a Holden Commodore offered a decade ago, which is one reason why small cars have remained popular.
Mazda3
It’s a similar story for practicality, except it’s completely identical to the regular Mazda3 this time. So expect the same decent interior packaging and convenience for four adults, with a 295L VDA boot and a space saver spare tyre under the boot floor.
Price and features
Kia Cerato8/10
A big part of the appeal of the Cerato is the breadth of the range, with both sedan and hatch options as well as four different trim lines - S, Sport, Sport+ and GT. While most of the range is powered by a 2.0-litre engine, the GT gets a 1.6-litre turbocharged unit and a more sophisticated suspension package to help establish it as the premium option.
What they all have in common is a strong value argument, thanks to generous equipment and Kia’s focus on keeping the pricing competitive but affordable; ignoring the temptation of some rivals to delete cheaper entry-level models in favour of more profitable high-grade variants.
Pricing for the range has leaped up with this change though, with the cost-of-entry into the Cerato now $3800 higher than the out-going model because Kia Australia has opted to axe the cheaper manual-equipped variants.
Kia does offer drive-away pricing across the range, and charges the same for hatch and sedan to keep it simple. The S is still highly competitive in the small car segment, priced from $25,990 drive-away, and the Sport is priced from $27,990. Both the S and Sport are available with the optional 'Safety Package' for an extra $1500.
Next up is the Sport+, from $31,690 drive-away, with the GT topping the line-up at $36,990 drive-away.
The S gets the basics such as 16-inch steel wheels with plastic hubcaps, cloth trimmed seats, front and rear parking sensors and cruise control as before, but for this update adds new LED daytime running lights, an upgraded multimedia system and some extra safety features.
In addition to those items the Cerato Sport comes with new look 17-inch alloy wheels, a new 10.2-inch media screen, digital radio, navigation and 'sport pattern' cloth trim.
The Sport+ takes things up another notch, adding keyless entry and start, dual-zone climate control and leather-appointed seats as well as heated front seats to add a bit of luxury. Another new-for-2021 addition is an electric park brake, which also means larger rear brake discs for improving stopping power.
The range-topping GT is actually a fairly different proposition to the rest of the Cerato range, with its turbocharged engine and other sporty elements designed to turn it into a ‘warm hatch’ like the Hyundai i30 N Line or Ford Focus ST-Line.
So, as well as a more potent engine, the GT gets 18-inch alloy wheels, LED headlights and tail-lights and a unique body kit with more aggressive lines for a sportier look. It also gets more premium touches in the cabin, including an eight-speaker JBL sound system, a wireless charging pad as well as a sunroof and ventilated front leather seats; the latter pair are new additions to this updated model.
The S features the same 8.0-inch multimedia screen as previously, but adds wireless Apple CarPlay and Android Auto functionality. The rest of the range gets Kia’s latest media system and a larger 10.2-inch touchscreen.
While this system misses out on wireless smartphone connectivity, it does get navigation (with 10 years of map and live traffic updates) as well as the ‘Sounds of Nature’ function that plays various types of white noise (lapping waves, rainforest sounds, etc) that have been designed to soothe children or relax adults.
Mazda3
This is probably the biggest question mark above the Mazda3 Skyactiv-X’s head for now, with all we know being Mazda Australia’s plan to launch it as a new top-spec version, so sit above the existing $36,990 G25 Astina flagship.
How far above will be the clincher, and given it’s not likely to quite match the performance of the G25, it will depend on what value you place on outright driveability and a marginal fuel saving over the base 2.0-litre engine.
Like the rest of the Mazda3 line-up, we also expect to see the Skyactiv-X with a choice of hatch or sedan bodystyles with either manual or automatic transmissions.
Under the bonnet
Kia Cerato7/10
As mentioned earlier, there are two powertrains to choose from, one for the S, Sport and Sport+ and a separate one for the GT. With the exception of Kia’s decision to drop the manual gearbox, what you find under the bonnet is unchanged from the pre-facelifted model.
The S, Sport and Sport+ are powered by a 2.0-litre four-cylinder petrol engine, producing 112kW of power and 192Nm of torque. It sends that power to the front wheels via a six-speed automatic transmission, exclusively now the manual has been dropped.
The GT is powered by a 1.6-litre turbo-petrol four-cylinder unit that offers more punch - 150kW/265Nm, to be precise. It also gets a unique transmission, a seven-speed dual-clutch automatic, but is front-wheel drive like the rest of the range.
Mazda3
What’s compression ignition again? It’s basically how a diesel engine works, by using extreme pressure instead of spark plugs to burn fuel. Skyactiv-X still uses spark plugs, but only to kick off the ignition process and act as a safety net for cold starts and other edge cases, while extreme compression makes for much more effective combustion, which means improved efficiency.
This combustion efficiency means the engine can use a much leaner fuel-to-air mixture, and make more power and torque with less fuel and even less wasted fuel out the exhaust. Mazda describes it as delivering diesel-like torque and fuel consumption, with the power, responsiveness and refinement of a petrol. Or in other words, one step away from turning water into wine...
Mazda is calling the process Spark Controlled Compression Ignition (SPCCI), and the extreme pressures required to make it all happen are created by higher static compression ratio (but less than a typical diesel), much higher fuel pressure and boosted air pressure entering the combustion chamber.
Key to managing all these heightened parameters (and the very technological advancement that makes it all possible) is an ultra sensitive in-cylinder pressure sensor that has been developed specifically for this task.
Delivering the boosted air pressure is a Roots-type supercharger - or what Mazda describes as a high-response air supply - which was chosen over other air pump designs like a turbocharger or the Miller-cycle supercharger previously used in Eunos models because of its instantaneous boost delivery and breadth of efficiency.
Speaking of breadth of efficiency, perhaps the biggest plus for average motorists is that the engine’s efficiency zone has multiplied, meaning the difference between city and highway consumption, leadfoot drivers and my Dad, heavy and empty loads etc will be far less than a typical petrol engine.
This all represents a continuation of core principles we’ve seen from the start of Mazda’s Skyactiv era. That is, to make an existing engine type work better under everyday driving conditions rather than targeting outright performance.
The Skyactiv-X era starts with a 2.0-litre based on the regular Skyactiv-G engine, with the same 1998cc capacity. Other capacities are planned, with the eventual reborn rotary looking increasingly Skyactiv-X along with a straight-six version for a new CX-9 in a couple of years. Smaller versions are unlikely due to the economies of scale involved with such technology in a smaller and therefore cheaper car.
Mazda is making two versions of the Skyactiv-X 2.0-litre for now, one with 16.3:1 compression designed for Europe that favours Premium unleaded petrol, and one 15:1 version aimed at the US with their abundance of lower grade unleaded.
Unlike conventional engines, it’s the lower compression version that will deliver the biggest benefits, because Skyactiv-X relies on the usually “bad thing” pinging to do its best.
We’re set to get the Euro-spec one in Australia, which unfortunately means we won’t quite be getting the very best Skyactiv tech again.
The Euro-spec engine puts out 132kW at 6000rpm and 224Nm from just 3000rpm, which on paper sounds about halfway between the existing Skyactiv-G 114kW/200Nm 2.0-litre and 139kW/252Nm 2.5-litre petrol engines.
The engine also incorporates a mild hybrid system, but don't be confused by the H-word, there's no electric drive element. It simply means its got a cleaver alternator that only engages when needed and on deceleration to reduce efficiency-sapping drivetrain friction,
Pop the bonnet and you’re confronted by the biggest engine cover you’ve ever seen, but unlike most, this one is equipped with labeled latches that encourage you to have a look underneath. This encouragement continues with a clever little retention hook to hold the cover up against the bonnet while you’re poking around.
Unless you’re a Mazda engineer you’re likely to be baffled by the array of hoses, ducts and wiring, but you might get a kick out of spotting the supercharger.
There’s less to be said for the transmissions though, with versions of the existing six speed manual and torque converter automatics deemed up to the task, with the new engine’s increased efficiency zone negating any increase to the ratio count. The ratios have been adjusted to suit the new output characteristics, and while the ratios are yet to be published, there’s a narrower spread across the six with what feels to be taller first and sixth gears.
Efficiency
Kia Cerato6/10
The 2.0-litre naturally-aspirated four-cylinder engine isn’t really at the cutting-edge of small car technologies, but while it does the job it means fuel economy isn’t a match of the best-in-class.
Officially the 2.0-litre models (hatch and sedan) are rated at 7.4-litres per 100km on the combined urban/highway cycle, which is unchanged from the previous model.
However, there’s a slight difference between the GT hatch and sedan. The five-door has a claimed return of 6.8L/100km, which is the same as before, but the four-door has actually had a minor increase to 6.9L/100km (up from 6.8L/100km). Kia puts this change down to the adoption of a new catalytic converter.
On test we saw returns of 8.2L/100km in the S and 8.3L/100km in the GT, but those trips didn’t include any significant highway mileage so it’s unsurprising they’re higher than claimed. We spent a more representative time behind the wheel of a Sport, which included highway and dynamic, country road driving and saw a return of 7.9L/100km, which is in the ballpark of the official claim.
Mazda3
All this hooha about fuel savings, and Mazda is yet to confirm an actual figure for Australia. We do know the hatch is rated at 4.5L/100km in manual and 5.3L/100km in auto according to the NEDC, which is historically close to the figures generated by the ADR 81/02 test we go by in Australia.
If it comes close to matching the NEDC figure it will be a win, sitting comfortably under the 6.4L/100km (manual) and 6.2L/100km (auto) figures currently applied to the Skyactiv-G 2.0-litre Mazda3 hatch.
While the Australian-spec Skyactiv-X engine is expected to align with Europe rather than the US, and therefore be tuned to deal with Premium 95 RON unleaded, it’s still unclear if it will accept the cheaper Regular 91 RON unleaded.
Driving
Kia Cerato7/10
There’s a lot more that's different between the majority of the range and the GT than just the powertrain. Underneath the S/Sport/Sport+ get a different suspension layout (a torsion team axle instead of a multi-link set-up in the GT, for the technically inclined), which has an impact on ride and handling.
The good news is the Cerato was already a nice small car to drive, having been put through Kia Australia’s local ride and handling program that adjusts the suspension and steering systems to better suit our local roads.
Kia opted not to change it for the S/Sport/Sport+ with this facelift, happy with what it had - and after our test drive that's clearly a good decision. While not as dynamic as some small cars, the Cerato is pleasant to drive, around town and on the open road, thanks to its good balance between ride comfort and responsive handling.
It steers nicely and always feels responsive and well controlled, even if you push on a little bit in some twisty corners. But really, most Ceratos will spend their lives around town, and it feels easy to live with negotiating traffic.
The 2.0-litre engine does its job adequately, but lacks the off-the-mark surge you get from rivals with smaller capacity turbocharged engines (like the GT). It’s good, offering enough performance to allow the Cerato to keep up with traffic, but you do need to work it harder at times to keep it in its sweet spot.
The GT might have some hot hatch elements (and the engine is the same one the Hyundai i20 N will use) but it’s definitely not one. Instead, think of it as a ‘warm hatch’ (or sedan if you prefer) that has some sporty elements, but also a few more premium touches for those who want a small car that feels more luxurious and well-appointed than city runabouts of years gone by.
The engine obviously offers more performance than the 2.0-litre, without ever really moving into hot hatch territory. The dual-clutch transmission also delivers faster shifts than the automatic in the other models, but it isn’t always as smooth.
The more-sophisticated suspension set-up does mean the GT feels nicer to drive than the 2.0-litre models, plus Kia Australia re-tuned the shock absorbers as part of this facelift. They worked to make the ride more comfortable without sacrificing handling. It’s fair to say they succeeded, the GT remains more engaging and responsive than the other models in the range.
All models are impressively quiet for a small car, with good insulation making it feel a bit more polished than your average small car.
One area Kia needs to work on is the tuning of the active lane keeping system. Like most recent Kia models (and Hyundais as they share the same technology) it can be too intrusive, often tugging the wheel in your hands when it doesn’t need to. There is a button on the wheel to turn it off, but hopefully Kia (and Hyundai) will improve the tuning for future models as lane keeping assist can be a useful safety tool when done right.
Mazda3
What’s probably most amazing about Skyactiv-X is that you can’t really tell there’s anything special going on under the bonnet.
Push the start button and it gets going like any other petrol Mazda, although perhaps quieter.
Move off from rest and there’s no significant difference to the way it feels.
When I drove the prototype version of this drivetrain, there was a slight pinging under light throttle as it transitioned from spark to compression ignition, but I’m pleased to confirm that the extra two years of calibration has tuned this down to the tiniest occasional diesel sound, and it all feels a bit like a smooth diesel that’s more responsive than you expect.
The European-spec Skyactiv-X 2.0-litre’s outputs suggest it should be closer to the existing 2.5-litre in terms of performance, but in reality it feels closer to the 2.0 litre.
My perception is likely to be clouded by the Skyactiv-X’s specific transmission gearing, but it could also be because it’s able to do the same job with less revs and therefore not sound like it’s working so hard.
First gear feels quite tall with either transmission, and we also found the auto and manual were only sitting on 3500rpm in sixth at 160km/h on the Autobahn.
Mazda doesn’t specify performance figures, so it would be handy to put all three alongside each other from a standing start. But then, that’s not what Skyactiv-X is all about, it’s more about performing better under light throttle and incidental bursts of acceleration.
We can’t wait to put it to the test over some hilly terrain and familiar territory when it hits Australia early next year.
Safety
Kia Cerato7/10
This is one area that has come in for significant attention during this update, with several new safety items added across the range. However, the Cerato retains the same split safety crash rating from ANCAP (it’s worth noting these are carry-over scores from when the previous model was tested in 2019), with the S and Sport scoring four stars while the Sport+ and GT have maximum five-star scores.
The reason for this is simple and deeply confusing. Put simply, the S/Sport miss out on some key safety features as standard - specifically, blind spot detection, rear cross-traffic alert and autonomous emergency braking (AEB) with cyclist avoidance - which means they’re unable to achieve the maximum rating.
However, Kia does offer both models with a Safety Package that includes those items for an additional $1500, thus meaning they achieve the same five-star score as the Sport+/GT if you’re willing to pay extra.
Where it gets a bit confusing is Kia had to drop the manual transmission because of the safety ratings. That’s because the manual wasn’t compatible with the full AEB system, which means it couldn’t be fitted with the Safety Pack and therefore could only ever be a four-star car. For reasons that require a separate story, ANCAP rules mean that the entire range would have been classified as four-stars, so the manual was axed.
What’s actually important is the safety equipment the cars do have. In the case of the S/Sport that means AEB with car and pedestrian detection, lane keep assist, lane follow assist, driver attention alert and speed warning. In addition to the previously mentioned items, the Safety Package also adds 'Safe Exit Warning' (which is standard on the Sport+/GT) that uses sensors to detect if you’re opening your door into oncoming traffic or cyclists.
The Sport+/GT also get two new active safety items - blind-spot collision avoidance assist and rear cross-traffic alert with collision avoidance assist. These are extensions of existing warning systems that add autonomous braking to mitigate or avoid a potential collision.
In terms of passive safety, all Ceratos are fitted with six airbags (driver and front passenger, front side, and dual curtain) and come with three child seat anchor points and a pair of ISOFIX locations.
Mazda3
The existing Mazda3’s maximum five-star ANCAP safety rating will almost certainly be carried over, and the high level of safety gear fitted to the existing G25 Astina is also likely to be matched.
This means front and rear airbag coverage, front and rear AEB, front and rear cross-traffic alerts, lane keeping assistance and blind-spot monitoring.
Ownership
Kia Cerato8/10
Kia is now famous for its seven year/unlimited kilometre warranty, and the brand freely admits it has played a major role in its sales growth, acting as an incentive to entice new customers to take a chance on the brand.
It’s also backed up with a seven-year capped price servicing plan and seven years of roadside assistance, making the Cerato ownership experience class-leading in many respects.
In terms of servicing, intervals for the 2.0-litre are every 12 months or 15,000km while the GT, with its unique powertrain, needs 12 month/10,000km check ups.
Unlike some companies that offer a flat rate or at least a consistent rate for minor and major service, the cost of each Cerato service varies significantly. For example, the first service for the 2.0-litre costs $275, the second $469 and the third $339. Over the full seven year period the average cost works out at $419 per year.
It’s the same story for the 1.6-litre, with the 10,000km visit costing you $282, and the 20,000km $476, before the 70,000km visit hits $640; which is at the high end for a mainstream small car. Over the full period though, the GT isn’t significantly more to service, averaging $470 annually over the seven years.
Mazda3
Service pricing is also yet to be confirmed, but Mazda engine development boss Eiji Nakai assures CarsGuide that the new engine will not need servicing more frequently or cost any more to service than existing Skyactiv-G engines.
So expect the same 12month/10,000km intervals, with five year/50,000km capped servicing plan totalling just under $2000 over that period.
Like all new Mazdas, the recently upgraded five-year, unlimited kilometre warranty will apply to the 3 Skyactiv-X.