Kia Cerato vs Kia K4

What's the difference?

Kia has value and packaging on its side with the sleek and spunky Cerato GT sedan. There’s no shortage of standard gear, it comes with the latest multimedia and safety gear and the cabin and cargo area are spacious and practical.

The powertrain is a winner too. Which is why it’s such a shame that it’s let down so badly by the ride quality.

If you’re going to be driving on various road surfaces, or regularly driving long distance, check out the far more compliant Hyundai i30 N-Line instead.

But if you’ll only ever drive in urban areas – or enjoy the occasional back-road blast – and you can handle the firm ride, there’s still plenty to like about the Cerato GT.

The new Kia K4 GT-Line has a lot to offer - an interesting design, lots of features and a pleasant driving experience. It’s not without its quirks and there are times when a more powerful engine may have improved it for me as a long-term prospect as I do some big kays every year but it ticks the boxes as a friendly urban dweller.

When the fourth-gen Cerato sedan was revealed in US-market Kia Forte guise at the 2018 Detroit motor show, the design was praised for taking inspiration from the sleek Stinger performance sedan.

The facelift has arrived at just the right time to keep the Cerato fresh against the dominant Toyota Corolla, Mazda3 and new Volkswagen Golf.

The sharpened front-end styling features an eye-catching daytime running light signature and the headlights now connect with the redesigned, slimline Kia ‘tiger-nose’ grille in gloss black.

It’s a subtle, yet successful design refresh.

Inside, the Cerato is starting to look its age against rivals like the Golf and Mazda3. Those GT themed additions definitely lift the ambience of the cabin, but the dash layout feels a bit generic and the overall interior design is nothing flash. Especially when you consider the interior of some of Kia’s latest models, like the impressive Sportage medium SUV.

Have to admit I wasn’t convinced on the design of this new sedan at first as it can look a little out of sorts from certain angles. But the more time I spend with it, the more I appreciate its sharp lines and sporty rear shaping.

The small sedan market doesn't have a lot of options now because SUVs are so popular but it's nice to see a design that stands out and the fang-like LED light design at the front and rear, as well as the 18-inch alloy wheels make the K4 look very cool.

The rear doors look sleek because the handle has been hidden in the C-pillar and the K4 is particularly striking in our test model's 'Wave Blue' ($600 RRP) paint colour.

Head inside and you'll find a cabin that looks slick with a two-tone synthetic leather upholstery that feels supple underhand and a plethora of soft touchpoints under all the bits that touch.

The black headliner creates a posh space but the sunroof helps the cabin to feel airy when you need it to.

The dashboard isn't too wide, preferring a sharply linear shape and is headlined by a massive display panel that houses dual 12.3-inch screens and a 5.0-inch climate panel.

There is still a strong presence of plastics inside but you don’t tend to focus on them.

Unlike some other new cars hitting our market, the K4 hasn’t done away with its buttons and dials - and there’s enough to satisfy those who don’t like to rely on a screen for everything. The extra traditional element of the physical gear selector adds to its charm as well. 

As mentioned, the red stitching throughout, chunky steering wheel and sports seats are welcome additions to the GT cabin.

There are soft-touch materials on the top of the dash but hard plastics on the dash fascia. 

There’s no fully digital instrument cluster, but it has a 4.2-inch LCD display in the cluster showing fuel economy and the like. No complaints with the analogue dials and there’s a digital speedo if required.

The update ushered in Kia’s latest multimedia system to the Cerato and it’s a winner thanks to cool graphics, logical menus and its ease of use.

There’s quite a sizable central storage bin and glovebox, while the console houses a key slot, two sizeable cupholders and a second spot for devices adjacent to the charging pad.

The front sports seats look sexy, have excellent side and body bolstering and they’re firm, but comfortable.

A 600mL bottle will just fit into the doors, bit it’s tight.

Sitting behind my six-foot (182cm) frame in the rear, legroom is adequate but toe room is tight. My head was about an inch away from the headliner due to the sloping roofline. The rear seats are also firm.

The Cerato has lower rear air vents, one USB-C port, a map pocket on the passenger side, a central rear armrest with two cupholders, and bottles slot into the doors easier than they do up front.

Kia offers a temporary spare wheel housed under the boot floor. The boot is long, offering an impressive 502 litres (VDA) of cargo space, which is more than other small sedans like the Subaru Impreza (460L VDA) and the Hyundai i30 (474L VDA).

Lower the rear 60/40 seats via the levers in the boot and that space increases further, but they don’t fold completely flat.

The K4 feels big for the class, especially compared to its nearest rivals and that translates to a cabin that feels adult-friendly in both rows. An impressive feat for a small sedan.

Access is the only time you will have moments of 'I should have opted for an SUV'. That's because you will get in your daily squats sliding in and out of the K4 due to its 140mm ground clearance.

The rear doors also feature a wide wing that juts out from the door handle and it catches your hip almost every time you go to close the door.

The wide front seats offer lots of comfort with thick padding and long under-thigh-support. The driver's side is powered with adjustable lumbar support but the passenger seat only offers manual adjustments, which is surprising for a top-grade model. However, both front seats enjoy heat and ventilation functions.

The back bench seat offers similar comfort to the front with seat padding and length but it's not terribly wide and two adults (or child car seats) will fit best.

Amenities and storage is decent for the class with each row enjoying four drink holders and two USB-C ports. Front rowers also get a wireless charging pad and 12-volt socket.

In the front there is a large glove box that fits more than just an owner's manual, a mid-size middle console and a centre console that features retractable cupholders to open up the space if you need to. A dedicated phone cradle with small spaces on each side rounds up individual storage for the front.

In the rear there are two map pockets, a small item cubby next to the USB-C ports and a pair of directional air vents, reading lights and a fold-down armrest.

The boot space is massive for the class at 508L (that's nearing mid-size SUV territory) but the aperture is narrow and I couldn't fit my big booster seat through the opening.

The boot is quite deep as well and you may find yourself climbing into it to retrieve items that roll into the back.

The rear bench seat has a 60/40 split which can help with storage and there is a temporary spare tyre underneath the floor.

While you don't get a powered tailgate in this model, the lid isn't heavy to operate and has a proximity opening function that keeps it practical when you have your hands full.

This just means when you approach and stay near the boot with the key fob on your person the boot lid will pop open for you.

The 12.3-inch touchscreen multimedia system looks great with crisp graphics and a responsive touchscreen. The menus are in an easy-to-understand layout which you'll get accustomed to in no time. The 5.0-inch climate display sits to the right of this system and it's nice to have it on display all the time.

The 12.3-inch digital instrument cluster isn't all that customisable but it's easy to read with large text and a small menu screen that shows nav directions, trip info or a compass.

The built-in satellite navigation system is easy to get going and to cancel a route guidance, it's a one button affair which is great for when you're on the go.

The system features wired and wireless Apple CarPlay and Android Auto. The CarPlay is simple to connect to and retained a steady connection this week with feedback from my callers that my voice was clear on calls.

The new K4 sedan is offered in four grades - the base-model S which has an optional 'Safety Pack' available, the mid-spec Sport and Sport+ grades and the flagship GT-Line, which is the model on test for this review.

The GT-Line is sharply priced at $42,990, before on road costs. This positions it in the middle of its small sedan rivals, the Hyundai i30 N Line Premium ($41,500 MSRP) and the Mazda3 Astina ($43,310 MSRP).

What the K4 GT-Line has going for it over its peers is a standard specification list that features some heavy-hitting technology.

This includes dual 12.3-inch displays, a 5.0-inch climate display, built-in satellite navigation with 10-years' of map updates, wireless/wired Apple CarPlay and Android Auto and dual-zone climate control.

Charging is taken care of by two USB-C ports for each row but the front row also enjoys a 12-volt socket and fast wireless charging pad in the dedicated phone cradle.

There's also an eight-speaker Harman Kardon sound system, over-the-air updates, digital radio, AM/FM radio, Bluetooth connectivity, and a 'Sounds of Nature' soundscape for added ambience.

The Kia Connect app is also included and this allows user access to the emergency call functionality (e-Call), remote control functions for the vehicle, as well as vehicle status monitoring.

Premium equipment includes a tilt and slide sunroof with electric sunshade, two-tone synthetic leather upholstery, heated and ventilated front seats, an electric drivers seat (with two-position memory function and adjustable lumbar support) and a heated steering wheel.

For a small sedan, it comes packed with features!

While all other Cerato grades use a 112kW/192Nm 2.0-litre naturally aspirated petrol engine, the GT benefits from a spicier powertrain.

Under the bonnet is the Hyundai Group 1.6-litre T-GDI four-cylinder turbocharged petrol engine delivering 150kW of power at 6000rpm and 265Nm of torque at 1500-4500rpm. This is the same tune as the Hyundai i30 N-Line.

This is paired with a seven-speed dual-clutch automatic transmission that drives the front wheels. Lower grades use a six-speed torque converter auto. Kia dropped the manual from the S and Sport grades as part of the update.

The GT differs from the rest of the Cerato range as it has multi-link rear suspension, instead of a torsion beam setup. Both the suspension and steering have been tuned for dynamic driving. More on that later.

The flagship grade is front-wheel drive and has a 1.6-litre four-cylinder, turbo-petrol engine that produces up to 142kW of power and 265Nm of torque giving this a more powerful presence than its non-turbo siblings (which only produce up to 112kW/192Nm).

However, while the power is adequate for the GT-Line there are times when the engine sounds like it's working a bit too hard.

The eight-speed torque-converter automatic transmission can also become flustered as it moves through the lower gears, especially when you’re accelerating quickly.

On the whole, the power delivery and outputs are more than enough for a city environment and the odd road trip.

According to Kia, the Cerato GT sedan uses 6.9 litres of fuel per 100km on the combined cycle. The GT hatch uses 0.1L less.

After a week of mixed driving in the Cerato GT, we recorded a combined fuel consumption figure of 9.0L/100km – a fair bit more than Kia’s claim.

The GT emits 157g/km of CO2 (official combined).

With an official combined (urban/extra-urban) cycle fuel usage figure of 6.7L/100km and a fuel tank size of 47L, this model has a theoretical driving range of 701km. That does sit around 80 kays less than some of its rivals but it’s still sufficient for those wanting to do the odd road trip!

My on-test fuel usage has popped out at 9.2L/100km, which is based on figures achieved at the pump (32.05L) and my km travelled (348km).

I’ve done mostly urban trips this week with one longer open-road drive and overall I’m not too surprised by that figure because I’ve been pushing it hard but it could be better.

The K4 is a simple gal because Kia recommends a minimum 91 RON unleaded petrol to be used for all models.

The 1.6-litre turbo engine is a ripper and it’s been put to good use in Hyundai’s i30 N-Line and Veloster Turbo.

It’s just as willing and responsive under the bonnet of the Cerato GT, but they each perform quite differently.

Accelerating from a standing start, there’s mild turbo lag in the Cerato, and some torque steer when accelerating hard.

Once up and running it’s quick, and the seven-speed dual clutch snaps through the gears smoothly while still allowing it to rev freely.

It’s the type of powertrain that is utterly unbothered by things like steep ascents. The Cerato GT just keeps pushing on, without losing momentum.

The downside of that is that the engine is super noisy when pushed and the Kia just doesn’t have sufficient noise suppression materials to counter that. Because of this, it lacks the refinement of its i30 N-Line cousin and the Mazda3.

Steering is weighted on the heavier side but it’s direct and the car goes where you point it.

Like many Kia models, the Cerato GT benefits from an Australian-specific steering and suspension tune. Kia doesn’t have a full performance hot hatch to line up with the i30 N, but the engineers seem to have tuned the suspension to be just as capable as the full-fat i30 N.

That certainly aids dynamic driving in the Cerato GT. It hugs corners and grips the road, avoiding any skipping and with only a hint of body roll.

However, we think Kia’s engineers have made the damper settings too firm, because the Cerato GT’s ride is harsh in virtually all driving environments.

A new, freshly laid road surface in an urban area without any speed bumps was the only time the ride was comfortable during our week with the car.

It crashes over potholes and it’s loud and jarring when you unexpectedly encounter a sharp rut. There’s a bit of vibration through the steering wheel too.

This is disappointing, especially when you consider that the i30 N-Line has a much more supple ride and is the sort of warmed-up hatch or sedan you could easily live with day to day.

We briefly drove the i30 N hot hatch just before we got into the Cerato GT and even that has a more tolerable ride quality than the Kia.

As mentioned earlier, the power is adequate to move this car around on the open-road but you have to be a little aggressive on hills to keep your speed consistent.

It’s not always quick off the mark, though, and you’ll notice that when you have to cross traffic or enter a roundabout - so allow for extra car lengths. Once you get going, it’s responsive in the city.

The steering is sports-stiff and so is the suspension. This makes the handling feel nimble in turns and sure-footed when doing quick lane changes but you hear and feel every bump in the road. 

On-road comfort is okay around the city but the road noise is very loud inside the cabin and is particularly noticeable at higher speeds. You’ll have to raise your voice to chat to passengers in the back when you're on the highway.

The K4 has a small turning circle of just 10.7m and you can easily do a U-turn in spaces that others might have to do a three-pointer. This made the K4 feel friendly in small car parks and on ramps.

The direct steering makes it easy-enough to park, as does the reversing camera and front/rear parking sensors but I’m pretty disappointed that at the top grade-level, you miss out on a 360-degree camera system (tsk, tsk, Kia).

The Kia K4 has just been launched and hasn’t been tested by ANCAP yet, so is unrated but Kia is hustling to get it tested so it can join in on their strong five-star performance record. The K4 has seven airbags, including a front centre airbag.

The K4 GT-Line has all of the bells and whistles when it comes to safety equipment and includes the big-ticket items like blind-spot monitoring and collision avoidance, intelligent seatbelt warning (all seats), rear cross-traffic alert, front cross-traffic alert, lane keeping aid, lane departure alert, leading vehicle alert, emergency call functionality, side exit warning, rear occupant alert, traffic sign recognition, driver monitoring and alert, LED DRLs, dusk-sensing LED headlights, front/rear parking sensors and a reversing camera with dynamic guidelines.

The K4 GT-Line has AEB with forward collision warning, car, pedestrian, cyclist, and junction crossing detection.

The rear seat has two ISOFIX child seat mounts on the outboard positions and three top tether anchor points but two seats will fit best.

Kia has become well-known for having annoying sound alerts in their cars and while the K4 has them too - you can easily disable the most annoying one, the traffic sign recognition, by holding the steering wheel volume button in for a few seconds.

The Cerato, like all Kia models, is offered with a seven-year/unlimited kilometre warranty, and one-year free roadside assist which extends year by year if you service with Kia (up to eight years).

It also comes with a seven-year capped-price servicing plan that costs approximately $3234 over the seven-year period.

Servicing intervals for the Cerato GT are every year or 10,000km, whichever comes first.  

The K4 GT-Line is offered with Kia’s seven-year/unlimited-kilometre warranty. That’s a pretty good term for the class and there is a seven-year capped price servicing program for a flat $3877 (averaging $554 per service), which is slightly more expensive than others in the class.

Servicing intervals could get annoying if you do big kays every year as they're spaced at every 12 months or 10,000km, whichever occurs first.