Kia Cerato VS Holden Barina
- Great value
- Long warranty
- Is it hot or not?
- GT needs more grunt
- Steering feel
- LT looks cool
- Good headroom
- Decent boot
- Not fun to drive
- Underwhelming engine
- Feeling its age
You need a new small car and have $20-30k to spend, max. What do you do? Easy. You take $24,870 and go straight to our sister site autotrader.com.au and get yourself that sweet-as 2015 white Mazda MX-5 convertible with the manual gearbox and 32,141km on the clock.
What? You need more than two seats? And a proper boot? For about the same amount of money? Oh… well this is awkward. Okay, have you met the Kia Cerato, then?
I did, I’ve met them all - every Cerato from this new generation model. I’ve driven the sporty one – the GT on some of Australia’s best roads, and I’ve driven the rest, the S and the Sport, on some of the worst roads.
My family and I lived with them, too. We drove hundreds of kays, did day care drops off, had supermarket car park meltdowns where nobody was talking to each other, singalongs (that was mainly me, by myself), fell asleep in them and did the daily commute in them.
I feel I know the Cerato so well now, I reckon I could almost build one if you gave me the pieces.
Here’s what I learnt about what could be the best value small car buy out there right now. Or there’s the Mazda MX-5.
|Fuel Type||Regular Unleaded Petrol|
The Holden Barina is a nameplate that is arguably better known than many of the others in the company’s line-up. It has been around longer than Trax, Equinox, Colorado, Trailblazer, Spark… in fact, longer than everything but Astra and Commodore.
The current-generation Barina itself has been around for a while, too: it launched way back in 2012, and it’s fair to say the market has moved on a long way since then. But so has the Barina, following a refresh late in 2016 - and it remains one of the roomier offerings in the segment, and one of the keener-priced cars, too.
In fact, it managed to run eighth in terms of sales in the declining light-car segment in 2017… and yet, with nearly 4000 cars sold, there are still plenty of people interested in the Barina model.
So, does it still stack up?
|Fuel Type||Regular Unleaded Petrol|
The drive-away pricing and big features list makes the Cerato great value, and then there’s the practicality and warranty. Also, you have choice between something a little hardcore or more comfortable.
To me, the Sport Plus is the sweet spot in the range. The leather seats, dual-zone climate control with rear air vents, proximity key and heated seats clinch it.
The Kia Cerato could be the smartest choice you’ll make this year. Or there’s the Mazda MX-5.
Do you reckon the Cerato is the best value-for-money small car on the market? Tell us what you think in the comments below.
Would I recommend you buy a 2018 Holden Barina? In a word, no. There are better light cars out there for close to the money - cars that are more modern, more sophisticated, more refined, more efficient and better equipped.
At this point in time the Barina still has its place - if you just need a cheap set of wheels, I guarantee you will be able to score a good deal. But if it were me, and it was my money - but I had to buy a Holden - I’d be checking out the slightly smaller Spark (and saving a few bucks in the meantime) or trying to stretch the budget to the larger Astra.
Is the Barina due for replacement? Let us know in the comments section below.
What a time to be alive: small cars have never looked better. Have you seen the new Ford Focus or the Hyundai i30? Even the current Toyota Corolla looks sexy.
But does the same go for the new Cerato? The sedan is certainly attractive, but the hatch looks hot from some angles and not from others. The hatch has whiffs of BMW X4 around the tail-lights, although its side profile is not as pleasing as the sedan’s.
Both have the same angry Kia face with signature ‘tiger nose’ grille, while all grades in both body styles have the glossy black diffuser and lower bumper with integrated exhaust.
And that’s a bit of a tip for you right there. See, despite there being four grades and a $12K price difference between the entry level and top-of-the-range Cerato, the difference in styling is almost zilch.
Really, the only way you can tell the difference visually between an S grade and a GT is the wheels and exhaust (the S has hub caps and one tail pipe, not two).
All Cerato hatches have that same body kit, including the roof top rear spoiler. The Cerato sedans don’t miss out – they have a little boot lid spoiler.
If it came down to it, I’d say the sedan is a better-looking car than the hatch.
The cabins are also almost identical although the cloth seats in the S and Sport aren’t as premium looking or feeling as the leather ones in the Sport + and GT, and there are other similarly luxurious elements on these grades such as the push-button ignition and soft-touch plastics. Have a look at the interior photos, I took them myself.
What colours can you get your Cerato in? There are 10, but one ('Sunset Orange') is exclusive to the GT.
Only one is a non-cost option, too – it’s 'Clear White'. The rest are premium paint colours and will cost you extra. You can have 'Aurora Black', 'Gravity Blue', 'Horizon Blue' (which was the colour of my S hatch and looks great), there’s also 'Runway Red' (that was the colour of my Sport hatch and it was hard to keep looking clean), 'Steel Grey', 'Snow White' and 'Silky Silver'. No green and no yellow.
The Cerato is a small car, but not the smallest Kia – that’s the Picanto and it’s tiny. Nope, the dimensions show the Cerato hatch to be 4510mm end-to-end, while the sedan is longer at 4640mm. Both are the same height at 1800mm tall, but their widths are different with the hatch being 1445mm across while the sedan is 5.0mm narrower.
The Barina isn’t the most intriguing or attractive offering in the segment - that mostly has to do with the fact cars it competes against have changed quite a bit in the six years since the current-gen Holden launched.
There are more attractive rivals, but I think the update in late 2016 was definitely worthwhile. And in high-spec LT guise as you see here - with those stylish 17-inch alloy wheels standing out against the boxy silhouette of the Barina - it’s quite handsome. In fact, the LT for me is an 8/10, and the LS is a 6/10, so I’ve taken the average here.
The changes included new enclosed headlights with LED daytime running lights (DRLs) rather than the old ring-type headlights, a new grille, new front and rear bumpers, and revised tail-lights.
The interior isn’t quite as nice too look at, with loads of hard plastics of varying textures and qualities, while the ‘leather’ on the seats is unconvincing. It is pretty spacious, though..
You can get the Cerato as a four-door sedan or a five-door hatchback. They’re the same size, but which do you reckon has the biggest boot? The hatch? Nope.
See, the Cerato hatch’s boot has a luggage capacity of 428 litres and the sedan’s boot space is 502 litres.
Thing is, the hatch is the more practical of the two because of its tailgate which opens high and gives you a big aperture and you can fold those rear seats down to open up the cabin as a cargo area.
Another practicality win for the hatch is the segmented storage area under the boot floor. The sedan doesn’t get this which is a shame because it’s like a big bento box for wet clothes or muddy shoes.
Storage throughout the cabins of both the sedan and hatch is excellent with two cupholders in the fold-down rear armrest and another two up-front, while the centre console bin is deep (there’s a USB charging port in there, too) and the shelves under the dash were a great place to plonk my wallet and phone. Also hiding in there is a USB charging port, a USB media port and a 12-volt outlet. That top shelf under the dash in the GT also doubles as a wireless charging pad.
Room for people is also outstanding. I’m 191cm tall, and mainly all limbs, yet I had no elbow or legroom issues up front and I can even sit behind my driving position in both the sedan and the hatch with about 20mm of space between my knees and the seatback.
The Sport Plus and GT have directional air vents in the second row, but the lower grades don’t get these. That’s something I find pretty frustrating – my four-year-old sat for two weeks in the back of the Cerato S and Sport through the killer summer of 2019 and it was hot back there.
The Barina has one of the larger interiors of the segment, thanks in large part to its high roofline. It measures a close-to-its-peers 4039mm long and 1735mm wide, but at 1517mm tall, it isn’t far off compact SUVs.
There is really good headroom front and rear, and the driver’s seat has height adjustment - meaning taller drivers can lower themselves in pretty nicely, but the passenger front seat doesn’t have height adjust, and it sits quite high.
The media system is a 7.0-inch touchscreen with two USB ports (one to connect, one to charge - both located in the top glovebox) and Bluetooth phone and audio streaming - and you get that system in both variants. The screen is supposed to have Apple CarPlay and Android Auto, but when I connected my iPhone it wouldn’t show up the mirroring screen… which was annoying, because there’s no sat nav.
The driver-info display may be a monochrome thing, but it is super handy to have a digital speed readout, and you can keep an eye on other key bits of info, like fuel use.
Back-seat legroom is adequate, but not exceptional - behind my own driving position (I’m 183cm tall) my knees were hard-up against the seat. You could fit two adults in the back pretty comfortably, but three would be hard work. If you tend to transport younger passengers, the dual ISOFIX and three top-tether child-seat anchors will come in handy.
Storage in the back is poor - there is no rear door storage at all, only one map pocket and no fold-down armrest. There’s just a single cup holder in front of the middle seat.
Up front there are two cupholders between the seats, and there are large pockets in the doors but they aren’t formed to hold bottles, so your fizzy might go flat from shifting around. The dashboard console is quite small, and there’s no covered armrest between the seats - but the driver gets a van-style armrest.
The biggest issue I have with the cabin is that the steering wheel is huge - like, it’s the same one used in the old Commodore, and it’s way too large for the Barina’s cabin - and the gear-shifter is oversized, too. Smaller features would make for a more spacious cockpit, and it’s a bit too easy to accidentally put it all the way down into M for manual mode, rather than D.
The boot of the Barina is fairly good for its size at 290 litres (VDA), and that expands to 653L with the back seats folded down in 60/40 formation - it’s a good cargo hold, albeit with a large, deep load lip, and there’s a space-saver spare under the floor.
There are some other little things that are good: the fact the electric windows have auto-down (and auto-up on the fronts). And some things that aren’t: the masses of hard, cheap-feeling plastics; the knobs and dials that don’t feel great to turn; and the seats are pretty uncomfortable.
Price and features
You’ve had a look online and you’re a bit shocked to find that your $20-$30k may not go as far as you originally thought, especially when you include the on-roads costs.
But, take a look at its ‘cousin’ the Kia Cerato, too, because I reckon it’s the best value-for-money car on the market right now, and one that no doubt keeps its rivals awake at night as it steals buyers away from them.
The Kia Cerato sedan and hatch are priced the same and the value-for-money is outstanding. The entry grade S with a manual gearbox lists for $20,990, and at the time we published this review you could have it for $19,990 drive-away.
You’d probably think the ‘S’ stands for ‘Sport’ but it doesn’t because there is an actual grade called the Sport which is the next tier up and lists for $25,790 or $24,190 drive-away. Then there’s the Sport Plus which lists for $28,840 and can be had for $27,740 drive-away. At the top of the range is the GT which lists for $32,990 or $31,990 drive-away.
Standard features on the S include an 8.0-inch touchscreen with Apple CarPlay and Android Auto, Bluetooth connectivity, six-speaker stereo, air-conditioning, cloth seats, 3.5-inch LCD instrument screen, electric mirrors, cruise control, front and rear parking sensors and 16-inch steel wheels with 205/55 R16 tyres.
Standard features on the Sport are almost identical to the S. The only difference is the Sport’s premium steering wheel and shift knob, sat nav, plus 17-inch alloys wheels with 225/45 R17 tyres.
The Sport Plus has the Sport’s features and adds leather seats, dual-zone climate control with rear directional air vents, heated front seats, push-button start, proximity key and LED running lights.
The GT has those features and adds wireless phone charging, a 4.2-inch instrument cluster an eight-speaker JBL sound system and 18-inch alloys with 225/40 R18 Michelin Pilot Sport 4 rubber.
The entry-level LS Barina has a list price of $14,990 plus on-road costs for the manual, or $17,190 plus on-roads for the automatic. But realistically, you should be able to bargain and pay $15k drive-away for the manual and $17k drive-away for the auto - or maybe less: I’ve seen dealers listing LS autos at $15k drive-away. And Holden is also promoting a free servicing plan for three years.
The same can be said of the LT automatic tested here, which has a list price of $20,390 plus on-road costs. I wouldn’t expect to shell out more than $19k on the road for this spec, because sales are hard to come by in this part of the market - especially when you can potentially get a bigger and better Astra for similar cash.
Let’s look at what each version of the Barina has in terms of standard specifications.
The LS has 16-inch alloy wheels, auto halogen headlights with LED daytime running lights, a 7.0-inch colour touchscreen with Apple CarPlay and Android Auto (supposedly!), plus a reversing camera and rear parking sensors.
The LT model trades up to 17-inch alloy wheels, plus it adds keyless entry and push-button start, a leather-lined steering wheel, 'Sportec' fake leather trim and heated front seats.
There are six different hues to choose from, and only 'Summit White' is included at no cost. The other options - 'Nitrate Silver', 'Boracay Blue', 'Absolute Red', 'Son of a Gun Grey' and 'Mineral Black' - will cost you an additional $550.
Engine & trans
So, you can get a Cerato S, a Cerato Sport and a Cerato Sport Plus, but only the top-of-the-range Cerato GT is the true sporty one in the family.
The rest of the Cerato line-up shares a 112kW/192Nm four-cylinder petrol engine. If you want a manual gearbox, then you can only have it with the base grade S, otherwise the six-speed automatic, that is standard in the others, does the shifting for you.
Both are good powerplants, the 1.6-litre is smaller but more powerful and responsive and uses less fuel. How much less? Which we’re just about to get to.
Powering the Barina is a 1.6-litre four-cylinder petrol engine, which produces 85kW of power and 155Nm of torque. There’s the choice of a five-speed manual or six-speed automatic, and the Barina is front-wheel drive.
The outputs of the engine are decent for the class, but the weight of the Barina - a porky 1248kg - means it doesn’t feel as sprightly as some competitors, many of which are below 1100kg.
There is no high-performance model - the Barina RS that came out in 2013 lasted a few years, but was axed in 2016.
As mentioned above, the GT with its 1.6-litre turbo-petrol four-cylinder is the most fuel-efficient member of the Cerato family and after a combination of open and urban roads Kia says you should see it using 6.8L/100km in both the sedan and hatch.
When I tested the GT at its launch in January 2019 the trip computer said I was using 7.6L/100km after driving the hatch on mainly country roads and 8.4L/100km in the sedan on similar open roads.
As for the other grades Kia says the combined fuel consumption for the S, Sport and Sport Plus grades with their 2.0-litre four-cylinder petrol engines and six-speed auto is 7.4L/100km. My own testing in the Sport hatch saw me measure bang-on 7.4L/100km (measured at the petrol pump), while the S hatch did 8.6L/100km (also measured at the bowser).
A manual gearbox is available on the S and Kia says you should see it using 7.4L/100km in the hatch and 7.6L/100km in the sedan. Along with that good mileage it's nice to know both engines are also happy to run on regular unleaded petrol.
Because the Barina doesn’t have a downsized turbo engine like some rivals, it is claimed to use a relatively high 7.2 litres per 100 kilometres for the manual model (LS only), while the auto version (in LS and LT guise) is said use even more, at 7.5L/100km.
At the very least the fact the Barina can run on regular unleaded (91RON) means filling up will be a little cheaper.
This is simple. There are only two types of Cerato when it comes to driving. There’s the fast and hard one, or the comfy and easy one.
If you’re looking for a Cerato which is pretty quick and has great handling, then it’s the GT for you. The catch is, the GT’s ride is firm and jarring over potholes and speed bumps.
If you’re looking for something which has a comfortable ride and is fuss-free to drive then the S, the Sport and Sport Plus are for you.
See, Kia set out to make the GT a bit more hardcore – it has a more powerful engine, firmer suspension (the torsion bar set-up in the other grades was swapped for a multi-link system in the rear of the GT), it also sits lower and rides on 18-inch wheels with low-profile Michelin Pilot Sport 4 tyres. The result is a hatch which is knocking on the door of Golf GTI territory.
I drove the GT in hatch form at its launch on twisty country roads and it felt planted, with excellent body control and impressive grip. The only thing lacking was more grunt.
This chassis is now so good it feels like it’s in search of a more powerful engine to match it. The steering also felt a bit ‘lumpy’ in places. Still it’s accurate and not a deal breaker.
That lumpy steering feel is also present in the S, Sport and Sport Plus, too but it becomes irrelevant because these grades don’t have the performance bent of the GT. Instead they have a ride which is composed and comfortable, with an engine that provides plenty of oomph for highway cruising, overtaking and city sprints – especially when you select 'Sport' mode which sharpens throttle response.
And while they don’t have the handling and agility of the GT, I was impressed by how controlled and planted the Sport felt when I tested it over the route I normally take sport cars on.
More importantly, the S, Sport, and Sport Plus are easy and enjoyable to drive. I clocked up hundreds of kilometres in the S and Sport and found the seats to be wide at the base and supportive around my back, and they could be adjusted to find a great driving position.
Kia tunes most of its cars for Australia roads and the job its local engineering team has performed on these lower grade Ceratos is outstanding – the ride is compliant and comfortable and the car has good body control over bumps and corners.
If I could change anything it would be to improve visibility in the rear corners – those tiny porthole-like windows aren’t big enough.
There are elements of the drive experience in the Barina that are fine, but not one part of it sets a benchmark for the segment. And in a class where almost every car is at least a little bit fun to drive - think the Mazda 2, Skoda Fabia, Volkswagen Polo, Ford Fiesta, Kia Rio, Peugeot 208, Suzuki Swift... I could keep going, but I'd prefer to drive any of those every day. Heck, even a Toyota Yaris or Hyundai Accent excites me more than this.
If all you do is potter from home to work, or home to the train station, there’s a good chance this will be fine as your means of conveyance. But if you’re the sort of person who wants a car they can enjoy, the Barina mightn’t be for you.
The LT model with its larger wheels may look pretty good, but the ride is fouled by those rims. And while the grip from the Continental ContiPremiumContact 2 tyres is genuinely good, the steering can be slow and heavy at times, and there’s a lot of road noise on coarse-chip surfaces.
Those wheels are nice and might be acceptable in a sporty hatch, but the performance doesn’t match up - the 1.6-litre engine is a little bit gutless at times, with its lack of torque meaning the six-speed automatic transmission is quite busy shuffling through the gears. That’s not unusual in this class, but the engine isn’t very refined, and can get trashy at high revs.
The transmission is not only busy, but it can be clunky when shifting, too - I noticed a few times when it was going between second and third gears.
The Kia Cerato GT and Sport Plus hatch and sedan scored the maximum five-star ANCAP rating in 2019, but the Sport and S were given four stars because while they do have AEB it doesn’t detect pedestrians and cyclists like the version on the top two grades.
You can effectively turn a Sport or an S into a five-star car by optioning the $1500 safety pack which adds that version of the AEB plus blind-spot warning, rear cross traffic alert and adaptive cruise control.
The Sport Plus and GT come with all of that advanced safety equipment already. The GT also comes with LED headlights which are much brighter and more intense than the halogen units in the other grades.
As you'd expect all Ceratos come with a suite of airbags, ESP and a reversing camera. There are also three top tether anchor points across the second row – they’re easy to use, I’ve installed my four-year-old’s seat in both the hatches I had. There are also two ISOFIX anchor points.
Under the boot floor is a space saver spare.
The fact the Barina is still marked with a five-star ANCAP stamp is potentially a bit misleading - the car was tested way back in 2011 for 2012 models onwards, and the strictness of testing has changed markedly over that period.
As a result, the Barina range still features the must-have inclusions you would expect - a reversing camera, rear parking sensors, and six airbags.
But in a world where auto emergency braking (AEB) can be had in cars from just $14,190 (the Kia Picanto), the Barina lacks that latest tech. No Barina can be had with AEB, even as an option, and you can forget lane-keeping assist, blind-spot monitoring or any of those other nice technologies that could prove life-saving. It’s a ‘no’ for front sensors as well.
The Cerato is covered by Kia’s seven-year/unlimited km warranty. Most carmakers are only just making the move to five-year warranties, but Kia has had this offering in place for years. The Cerato also comes with seven years of roadside assistance.
There’s also seven years of capped price servicing. Kia recommends you service the Cerato S, Sport, Sport Plus annually or every 15,000km. You can expect to pay $275 at the first service, $469 at the second, $339, $623, $309, then $596 and finally $328 for the seventh.
It’s good to know that after seven years of regular servicing you can expect to pay no more than $2939.
As for the GT Kia recommends servicing it every 10,000km or annually. Servicing is capped at $282 for the first service, $476 for the next, then $346, $630, $317, $604, then $640 for the seventh.
The aftercare Kia offers is outstanding and so the Cerato gets full marks for its cost of ownership.
Holden has rolled back that limited-time seven-year warranty, with the standard old three-year/100,000km plan in place once more. There is the option of extended warranty, with up to six years/175,000km available.
Holden requires the Barina to be serviced every nine months or 15,000km, which is reasonably lenient - some competitors require maintenance visits every six months/10,000km.
The costs are covered by Holden’s 'Know Your Cost Servicing' plan, with the first and second services priced at $249, the third and fourth at $349, while the fifth drops back to $249. No matter which way you look at it, it’s more affordable than a lot of competitors.