Kia Cerato VS Audi A1
- Thoughtful cabin
- Plenty of safety tech available
- Good value
- 2.0-litre engine lacks punch
- Lane keeping assist too intrusive
- Steel wheels on the S
- Character-filled car
- Sporty performance
- City-friendly dimensions
- Fuel use a bit high
- Back seat lacks amenities
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.
|Engine Type||1.6L turbo|
|Fuel Type||Regular Unleaded Petrol|
The Audi A1 2020 range offers something for everyone, and in the case of this particular variant, it’s the one you buy if you want as much grunt and gear as you can get.
It’s the top-of-the-range Audi A1 40 TFSI model, which gets the zestiest engine, the lengthiest equipment list, and offers performance to match some hot-hatches out there. It’s essentially an Audi-ised version of a VW Polo GTI.
This test wasn’t so much about the wow-factor, though. We put it through its paces as an urban runabout to see how it coped as a real-world city car.
Read More: Audi A1 2020 review
|Engine Type||1.8L turbo|
|Fuel Type||Premium Unleaded Petrol|
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.
If you’re eager for a sporty compact hatchback with premium design and luxury car badges, the Audi A1 40 TFSI is a very, very strong contender. It’s fast, fun, and functional for a little hatchback. It’s just very expensive, and for most people the $10K cheaper 35 TFSI model will tick most of the boxes. I’d recommend you drive it before signing on for the top-spec model.
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).
I don’t think I’ve seen a better transformation between generations than the current A1. In its previous guise it was bubbly and cute, but now it’s an angular brute.
This version’s S line sports body kit and funky 18-inch alloy wheels certainly help in that regard, but even the standard lighting signatures - LEDs front and rear - make it stand out as anything but a cutie pie city car.
The good news is that it hasn’t grown too much, either. Sure, it is a bit bigger, measuring 4029mm (on a 2563mm wheelbase), 1740mm wide and 1409mm tall. The last one was smaller (3973mm long on a 2469mm wheelbase, 1746mm wide and 1422mm tall), but this one isn’t elephantine in its proportions and so remains simple to park and squeezy enough to be considered a Light Car by industry standards.
And there are some really, really playful colours available. Like this Turbo Blue (which is only for this spec), and Python Yellow. There’s also black, green, red, three different greys, and two whites. The only issue is that flat white (Cortina White) is the only no-cost paint option. The rest will set out back $490 (for Tioman Green or the blue you see here) or $990 (for the rest).
And then you can option the paint with a black roof, for $1380 combined with blue or green, or $1880 in all the other colours. The black exterior styling pack adds black highlights around the grille and on the front and rear bumpers. Those little Audi four-ring stickers on the rear doors are standard on this spec.
But to be honest, it stands out no matter what colour you choose, and that’s enough to get people’s heads turning on the street. And the interior design? Well, it has some good and bad points. See the interior pictures below to make up your own mind.
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.
There are elements of the A1’s cabin design that are tremendous. And other bits that are not so tremendous.
The bad bits include the fact you’re paying about $50,000 on the road for a car that has hard plastic just about everywhere the eye can see.
The good bits are that the textured plastics on the dash are beautiful, and so are the designed elements on the doors. I love the door handles, I love the metallic finish, I love the layout and I love the way it makes you forget that you’re in a luxury-branded car with hard plastic all around you.
The media screen and digital dashboard help, too - it feels technical and premium in the driver’s seat as a result. The graphics are crisp and clear, the menus are mostly easy to navigate, but I had some issues getting Apple CarPlay to work. It has wireless CarPlay, and I had it plugged in, so perhaps that was confusing things.
But the Audi media system also includes Audi Connect in this spec, meaning there are realtime map, traffic and hazard updates, plus a Wi-Fi hotspot, fuel prices, parking, weather and Google maps and services. It’s high-tech, and if that’s what you like, this is definitely going to please you more than a Mini Cooper.
Practicality is good, with bottle holders in all four doors, cup holders between the front seats and a covered centre console and wireless charging bay in front of the shifter. In the back, storage is sparse: aside from the door pockets, there’s nothing - no cup holders, no map pockets.
There is enough space for four adults in the A1, so if you plan to take your mates to brunch or if you’ve got young kids, you should be comfortable enough in here.
I had the driver’s seat set for my own height (182cm) and I was able to slide in to the rear seat without much fuss at all, with adequate knee and toe room, and decent headroom too. Try and fit three across the back and it’ll be uncomfortable, unless those three are very slim.
There are dual ISOFIX child-seat anchor points and three top-tether points, and the seat structure is pretty flat, making fitment of these types of seats simple enough.
The boot capacity is good for a car of this size at 335 litres, which is a solid 20 per cent bigger than before. You won’t find a spare under the boot floor, though, as all A1s have an inflator kit. The back seats fold down to allow 1090L of cargo capacity, but there’s a ledge you have to contend with if you’re trying to load larger items in. Maybe skip the IKEA trips in this one, then.
Price and features
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.
The Audi A1 40 TFSI model is far from affordable if you’re looking at city-sized hatchbacks.
The list price for this model is $46,450 plus on-road costs, and for that you don’t even get leather trim! And heated seats? Optional...
You can option the S-line interior package to get a flat-bottomed steering wheel and leather seat trim, but as standard, even on this top-spec variant, you get cloth seats and a boring old round wheel.
As tested our A1 40 TFSI was $49,720 before on-roads (making for a circa-$55K drive-away price as you see it), because it had the optional blue paint ($490) and black roof ($890), plus the black exterior styling package ($790) and 18-inch Audi Sport wheels ($1100).
It already has 18-inch wheels as standard, plus the S-line exterior body styling pack with sportier front and rear bumpers, sill trims and a rear spoiler.
Plus there are LED headlights and tail-lights, dual-zone climate control, a 10.25-inch digital dashboard, a 10.1-inch multimedia touchscreen with Android Auto, digital radio, built in sat-nav, built-in Wi-Fi and wireless Apple CarPlay.
That’s in addition to push-button start, keyless entry, 2xUSB ports (USB-A and USB-C) ambient lighting, an auto-dimming rearview mirror, wireless phone charging, front and rear parking sensors, semi-autonomous self parking, auto lights and auto wipers, heated and folding mirrors with kerb-side dipping, and a few safety spec items you’ll find in that section below.
Engine & trans
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.
This 40 TFSI model is the big humdinger in the range. It has the donk, right?
Yeah, it’s a 2.0-litre four-cylinder turbo-petrol engine, which is a full litre bigger in capacity than the base model car. And it’s the same engine fitted to the Polo GTI - a proper hot hatch!
It doesn’t quite have double the power and torque of the entry-level 30 TFSI model, but it does have solid outputs of 147kW (at 4400-6000rpm) and 320Nm (from 1500-4400rpm). That’s enough to slingshot this A1 from 0-100km/h in a hot-hatch-rivalling 6.5 seconds, according to Audi.
Unlike the lower grades, it runs a six-speed dual-clutch automatic, which it needs because it has so much torque. The 30 and 35 TFSI variants have a seven-speeder. All of them, including this one, are front-wheel drive.
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.
Claimed fuel consumption is rated at 6.4 litres per 100 kilometres. You might see close to that on a highway drive, but if you’re primarily city-dwelling like me, then expect higher.
I saw an average of 10.1L/100km during my urban review of the A1 40 TFSI. That was with stop-start engaged the whole time, and the occasional squeeze of the accelerator to test out the claimed acceleration.
Fuel tank size for the A1 is just 40 litres, so if you’re doing what I did with this grade of A1, you can expect to visit the servo every 400km or so.
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.
You shouldn’t be surprised to know that the A1 40 TFSI feels a lot like a Polo GTI to drive. It’s quick, it’s entertaining, it’s refined… it’s just about 50 per cent more expensive.
That mightn’t matter to you or factor into your considerations. I just want to point out that you can get a car that’s just as good to drive as this one, and still with a premium German brand attached to it, for a lot less.
The A1 does have it’s own spunk, though. It has a more masculine character, more aggressive styling, and more delightful interior design.
But it also has steering that is predictable and easy to judge, helping it feel nimble and grippy. From tight twisty roads to roundabouts, you’re going to be having fun in the A1 if you’re tooling around town.
It feels planted and grippy - aside from some front-wheel spin during take-offs if the tyres are cold - and you might notice the suspension can be a touch noisy as it pitter-patters over inconsistencies in the road surface, but the ride is firm yet controlled, offering enough comfort over potholed city roads and speed humps for this tester. And there are several of each of those obstacles on my daily drive to work.
The engine is a sweetheart, offering brilliant linearity to its power delivery. It pulls hard from low in the rev range, meaning you’ll be able to zip through traffic without much hassle at all. The powertrain is super responsive to inputs at speed, especially if you put it in Dynamic mode, which also allows you to hear some pops and crackles from the exhaust system.
That said, there is some vibration, shuddering and hesitation at low speeds, which is a combination of the stop-start system kicking in and out, a small amount of turbo-lag from the engine and some shuffling behind the scenes from the dual-clutch transmission. You might find the lurchy nature of the first-gear take-offs to be a bit hard to get used to, especially if you spend a lot of time in bumper-to-bumper traffic.
While this is an Urban Guide review focused on city driving, I thoroughly recommend you find a quiet stretch of twisty road outside the city limits. You won't be disappointed.
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.
The Audi A1 range scored a five-star ANCAP crash test rating in 2019, and it comes kitted out with some impressive safety tech.
You don’t get adaptive cruise control as standard, even on this expensive top-spec model. You can option it but you shouldn’t have to.
There’s no blind-spot monitoring or rear-cross traffic alert, which mightn’t seem like a big issue for a little car, but you’d be surprised how handy that tech can be when you’re reversing out of a parking space or trying to merge.
And while the previous A1 never came with a reversing camera, the new one does - it has guidance lines displayed on the screen, and there are front and rear parking sensors, too. Very handy for the urban jungle.
All A1s have six airbags (dual front, front side and full-length curtain).
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.
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.
While the VW Polo GTI that this spec of A1 shares plenty with is backed by a five-year/unlimited kilometre warranty plan, the Audi-badged compact hatch still has a lesser three-year/unlimited kay cover.
The A1 requires servicing every 12 months or 15,000km (just like a Polo), and there’s a pre-pay service pack you can roll into your finance if you so choose.
That service plan covers either three years/45,000km of driving ($1480) or five years/75,000km ($1990). In the case of the five-year plan, Audi is actually better value than the Polo GTI (which costs $2200 for pre-pay).
Where is the Audi A1 built? You might be surprised to learn the answer is Spain.
Concerned about reliability? Got questions over resale, problems, issues, faults, recalls or something else? Check out our Audi A1 problems page.