Kia Cerato VS Honda Accord
- Great value
- Long warranty
- Is it hot or not?
- GT needs more grunt
- Steering feel
- Slick design
- Brilliant packaging
- Single well-specified variant
- Ride hardly luxurious
- Engines are so-so
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|
It’s honestly a wonder we’re seeing Honda’s new Accord at all, given it enters the least favourable market conditions for sedans that Australia has ever seen.
Honda even knows it, which is why the company is bringing this new 10th-generation Accord to our market in conservatively low numbers to begin with.
In fact, the only reason we’re getting this Accord is because the Japanese brand acknowledges the sedan is part of Honda’s DNA, and that there’s a dedicated fanbase of Accord owners who won’t buy anything else.
If you’re one of those fans – pat yourself on the back – this car is just for you. So, what’s it like? We went to its Australian launch to find out.
|Fuel Type||Hybrid with Regular Unleaded|
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.
Honda’s new Accord is a miracle in that it was brought here seemingly simply for fan service.
I think those fans will mostly be pleased. The 10th-generation car is high-tech, sensibly specified, safe, and certainly Honda-like behind the wheel. Just don’t expect it to be as luxurious as Japanese flagship sedans of days past.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
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 Accord looks swish! It carries so much of Honda’s up-to-date design language through its entire body.
This majorly includes the chrome strip across the front, up-to-date LED headlights, and swoopy coupe roofline.
These are offset by a curvy line running down the rear half of the car’s profile, accented by a chrome strip. As mentioned, those wheels look bigger than they are, and add to the Accords presence by sticking way out to the edges of the chassis.
It’s referential to other vehicles in Honda’s range, like the Civic and even S660 kei-sized sports car. Fans will be happy to know the overall package is more restrained than something like the zany Civic hatch.
The cabin is almost exactly what you’d expect from a luxury Japanese sedan. This means throne-style plush leather trimmed seats (that are genuinely nice to sit in) a wide symmetrical dash look and familiar Honda touchpoints throughout.
It’s all well built and ergonomic, so there’s no complains on that front, but there are some areas where the Accord is showing its age in the design department already.
There’s a shift knob that sits too far out of the centre console (hardly a ‘high-end’ look), an odd retracting panel in the dash like its 2004, and the ‘wood trim’ that runs across the dash appears to be a plastic fill – it has no texture!
The rear seats are just as - if not more - comfortable than the fronts, and there are no complaints when it comes to packaging – the Accord's cabin is mostly a great place to be.
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.
Speaking of packaging – it’s consistently a Honda strong point, and that’s no different in the new Accord. As already mentioned, front and rear passengers get heaps of room for their arms and legs, and there’s decent storage areas throughout.
That means two smallish cupholders and trenches in the doors, a large caddy in front of the shift-lever with that odd retracting door, and large cupholders in the centre console.
Like almost every Honda, the centre console box is colossal and hosts a single extra USB 2.0 port.
The back seat has leagues of legroom – almost limo-sized for rear passengers, although headroom is compromised a bit by the descending coupe-like roofline. The thick and low C-pillars also make getting in and out a little harder than it perhaps should be – but this is a common trait shared with other coupe-styled sedans in the class like the Peugeot 508.
Touchpoints everywhere are nice and plush, and there are only a few nasty plastics which are well hidden.
Rear seat occupants can make use of adjustable air vents, dual USB ports and a plush trimmed drop-down arm rest with two cupholders.
The arm-rest also reveals a ski port – an increasingly rare feature in today’s cars – which leads us to the boot. It’s massive at 570 litres (VDA) – that’s significantly larger than both the Camry and Liberty and the best part – it doesn’t matter whether you pick the petrol or hybrid, the boot space is the same.
Honda tells us that this is because it has managed to reduce the hybrid battery pack significantly in size – so that it can be placed under the passenger seats instead. Brilliant.
Every Accord has a space-saver spare under the boot floor.
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.
Honda has chosen to bring the Accord in surprisingly limited numbers – just 150 units a year to begin with – and so there is just one specification level.
It’s the highest it goes though, a VTi-LX. Honda tells us there’s no chance of lesser variants, even if consumers are asking for it, so don’t hold out for an entry-spec car.
The single variant is split into two engine options. A familiar 1.5-litre petrol turbo, and a new-generation 2.0-litre naturally aspirated engine with hybrid drive.
Naturally, as a high-grade car, the price is quite high. Honda is asking $47,990 for the turbo and $50,490 for the hybrid.
This is more expensive than highly specified traditional opponents, like the segment-dominating Toyota Camry SL hybrid ($41,090) and Subaru Liberty 2.5i Premium ($37,940). You could also consider cross shopping it against something like Peugeot’s new 508 GT ($53,990) – but if you’re an Accord fan there’s a good chance none of those alternatives matter.
Standard spec is great. The Accord sports the best of Honda’s catalogue and then some. Standard are flashy 18-inch alloys that look big in the Accord’s wheel arches, an 8.0-inch multimedia touchscreen with Apple CarPlay and Android Auto as well as marginally better software suite than the rest of Honda’s range (typically a sore point for Honda). Unlike pretty much every other Honda though, the Accord scores a 6.0-inch head-up display and one of its dual dials in the dash is digital, and configurable to several layouts including navigation.
You’ll also be getting a wireless phone charging bay, but no USB-C. At least it gets Apple CarPlay and Android auto from the get-go, unlike the current Camry which will need to have it retrofitted if you bought one prior to it being rolled out.
The Accord has an electronic parking brake, auto parking function and active cruise control to sweeten the deal, too. More on safety features later in this review.
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.
The Accord will only get two engine options – the first is a 1.5-litre turbocharged four-cylinder engine which will be familiar from other Hondas where the same engine lives. Honda says it’s put a new head on for the Accord and tightened up the engine’s response. The result is the same 140kW power output, but an increase in torque to 260Nm. This engine is mated exclusively to a stepped-ratio continuously variable transmission (CVT).
The other option is a 2.0-litre naturally aspirated petrol four-cylinder with hybrid drive. Combined system output is 158kW/315Nm, so it is the more powerful of the two choices.
It also has a different transmission which Honda refers to as the e-CVT – but it proved to behave quite differently as explained in the driving section of this review.
All Accords are front-wheel drive.
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.
The Accord has brave claimed/combined fuel usage figures of 6.5L/100km for the petrol-turbo and 4.3L/100km for the hybrid. If real-world tests can even come within a litre or two it will prove to be fantastic for the segment – but you’ll have to wait until we get one for a week-long road test for a fair real-world figure.
Honda says its engines are tuned to run on 91RON unleaded petrol, and the Accord has a 56-litre fuel tank in the turbo or 48.5L in the hybrid.
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.
The Accord doesn’t quite drive like you might expect. It betrays its luxurious look and plush interior with a firm ride.
Honda says this is because it has imbued the “spirit of Accord Euro” into the development process for this new Accord – suggesting that it can appeal as much to fans of the sporty Accords of days past as much as it does for its Japanese luxury car fans.
I think they’ve gone overboard, though. The chassis and dampers are stiff. Too stiff. This car feels abrupt and crashy over larger bumps, and unsettled over smaller ones.
The flip side of that, of course, is that it is a blast to throw into corners. With the wheels way out to the edges of the chassis (the Accord is wider than ever) it simply refused to understeer, giving it handling prowess that eludes most front-drive sedans this size.
In some ways its like driving a giant Civic, and for those who enjoy driving, that will be a very good thing.
Both engine options don’t quite keep up with the abilities of the chassis. While the 1.5-litre petrol punches above its weight when it comes to power, it’s just not an athletic performer, especially when you’re demanding straight-line acceleration.
Its weak link is largely the transmission which tries to emulate a torque converter by stepping its way through 'ratios'. It has some typically negative characteristics of limiting the feedback, and changing the ratio at seemingly random times.
The hybrid is better, both on power and in terms of its transmission, which locks up when needed. It’s still no true performer though.
Neither option seems to be capable of spinning the front wheels, either through lack of power or design, so if nothing else, it’s predictable and feels safe.
Handling proved to be good, with Honda’s direct and fast steering being on-point, and the signature chunky leather-bound wheel offering a satisfying way to interact with the car. The steering does have a slight artificial tinge to it, especially with the seemingly computer-weighted ‘Sport’ mode, but Honda has also reduced the turns lock-to-lock, making it fast to park in city scenarios.
I was surprised to find that road noise in both variants wasn’t great. It’s better than in the Civic, but Honda claims it has gone to lengths to deaden it, so I had hoped it would be quieter inside. The engine noise is better – relegated to a distant hum unless you’re really wringing it.
Overall, it’s a good – if a little firm – driving experience. It just doesn’t quite live up to the luxury promise set out.
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 Accord impresses with a fairly comprehensive standard safety suite, helped along by the fact that the brand only needs to bring one variant to market.
On the active safety front, it gets auto emergency braking (AEB – with pedestrian detection), lane departure warning with lane keep assist, adaptive cruise control, driver attention alert, and Honda’s strange Lane Watch camera suite in place of blind-spot monitoring.
It also gets an expanded suite of cameras with a wide angle top-view to assist with parking.
On the expected front, the Accord gets the standard suite of stability, brake, and traction controls as well as front and side curtain airbags which have ‘safety vents’ to prevent airbag injury and ‘roll-over sensors’ which can keep the airbags deployed for longer in the case of a prolonged rollover scenario.
The Accord has not yet been rated by ANCAP.
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.
Honda covers the new Accord with its five-year/unlimited kilometre warranty promise – which is competitive against both the Camry and the Liberty as well as other mainstream brands.
The Accord requires servicing once every 12 months or 10,000km whichever occurs first or when the engine computer tells you.
While you might be at the mercy of the computer, services are capped all the way out to 10 years/100,000km at just $312 a visit. That’s mega cheap.
There are a few things not covered under the “base service price” but they shouldn’t throw up too many red flags. The most expensive is the ‘HCF – 2 fluid’ every three years at a cost of $172, or the spark plugs every 100,000km at a cost of $289.