Kia Cerato VS Toyota Prius
- Great value
- Long warranty
- Is it hot or not?
- GT needs more grunt
- Steering feel
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|
Tree-huggers get a bad rap, especially when they're accused of driving Priuses, a particularly targeted form of abuse inspired by the Malibu movie set. Hollywood types who stepped out of gas-guzzling private jets to tool around humbly in Toyota's trailblazing hybrid used to include dapper chaps like Clooney, Damon and di Caprio.
They must have been pleased when Tesla arrived with bigger, faster, fully electric cars. Sometimes you really need to get to your private jet in a hurry.
And I say they were pleased because driving a Prius forced these folks to consider what life would have been like had they not played that dead body on CSI, before rising through the ranks to owning chunks of a coffee-pod company and marrying lawyers who make speeches at the UN.
The Prius was a run-of-the-mill car that appealed to them only via its new hybrid technology, whicht helped assuage their guilt at burning several tonnes of avgas instead of mixing it with the general public on commercial airlines.
In 2019, Toyota has four hybrids (including a RAV4) with which to attract your attention, and one of those is the 20-year-old Prius. Still odd-looking, still a hybrid, still pretty much the same proposition as that first, nose-diving sedan all those years ago. Its own bretheren are out to consign it to irrelevance. Or is it still worth another look?
|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.
Toyota Prius 7.1/10
In 2019, the Prius is a head scratcher. Toyota has the hybrid Corolla on the same TNGA platform but it's a better overall proposition, cheaper and vastly better looking. If you can find one, you can have a hybrid Camry for a similar money.
Committed EV buyers can now buy a fully electric Hyundai Ioniq for a few bucks more. It almost feels like the Prius is hanging on for the fans so it rather has the feeling of an Eagles concert... without the hits.
It's difficult to see why you wouldn't save a significant amount of money and go for a Corolla Hybrid. The ZR I drove last year was $13,000 cheaper than the Prius, and a far more satisfying drive.
With cheaper Korean options hoving into view - and Toyota's own Corolla - is the Prius' day done?
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.
My goodness this is an awkward-looking car. The Prius set the template almost two decades ago and it seemed like any hybrid, no matter where it was from, looked like Toyota's pioneer for a while.
Part of the awkwardness is a result of wind-tunnel styling to maximise the benefit of the hybrid power unit - that high, boxed-off tail makes the Prius slippery, but weird looking. The adventurous shapes of the lights front and rear really don't work (for me, anyway). The tiddly wheels amplify the slabbiness of the sides.
I say tiddly because, as you know, they're just 17-inchers. The base model Prius has a laughable set of 15s bolted on.
You know, just by looking, that this is a Prius and, by extension, a hybrid.
The interior is a bit more contemporary, but littered with cheap Toyota staples like that dodgy LCD clock that used to be in my Mum's Echo. Speaking of the Echo, Toyota has recycled and expanded on the idea of a centrally placed dashboard, all of which is digital but without the inventiveness of a German, or even a Korean car. It works really well, to be fair, but there's not much in it to amuse or delight.
The central touchscreen is nice and close and shows additional information about the hybrid-drive system. The profusion of piano black is a bit passe, though, and picks up dust and fingerprints.
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.
Passenger space in the Prius is excellent for its footprint. Slightly roomier than the Corolla, front and rear passengers have generous head and legroom, although the narrowing hips pinch the shoulders a bit with five aboard. The roofline also abbreviates headroom for anyone over about six feet. The seats are comfortable, though.
Front and rear rows are each treated to two cupholders and bottle holders, for a total of four of each. The front centre console also has a Qi wireless charging pad, as well as a deep bin under the armrest.
Boot space starts at a modest 343 litres to the parcel shelf but if you drop the rear seats, you've got a very generous 1633 litres. The lower-spec Prius has a much smaller boot (297 litres) but does have a spare tyre.
Toyota hasn't certified the Prius with a towing figure.
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 2019 Prius update is available in two specs - entry level for $36,590 and this i-Tech for a stout $44,050. For that outlay you score 17-inch alloys, a 10-speaker JBL-branded stereo, keyless entry and start, Qi wireless charging pad, auto LED headlights, auto wipers, reversing camera, electric everything (except the tailgate), fake leather trim, climate control, head-up display, sat nav and a tyre-repair kit.
Toyota's worse-than-the-final-season-of-Game-of-Thrones multimedia system soliders on. It's hard to use, terrible to look at and, even with the Kluger-style shortcut buttons, leaves me screaming, alternately, for a hug and for Apple CarPlay/Android Auto.
There's just no excuse for a system this bad in the modern world. Toyota Australia's stubborness is admirable, in a way. The sound is really good, though, and it comes with DAB, which is fine if you can work out how to find the station you want in the confusing user interface.
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 1.8-litre four-cylinder engine produces 72kW and 142Nm. Due to the vagaries of hybrid-power calculations, the combined power output is 90kW, but there is no combined torque figure. It's unlikely - given the 1400kg kerb weight - that it's only 142Nm.
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.
Official figures are always worth a chuckle, but the combined-cycle figure for a hybrid is always an interesting pointer. In the Prius, the ADR figure is 3.4L/100km. My week with the Prius in almost exclusively city driving - its natural habitat - yielded an impressive 4.3L/100km.
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.
Despite rolling on Toyota's TNGA platform, it's not a particularly interesting car to drive. As with the old Prius, there's a fair bit of body roll and not a small amount of dive under heavier braking.
Neither of these are likely to trouble you, as the underpowered nature of the Prius enforces a relaxed pace, much like the hybrid Corolla I drove last year.
The uninspiring combination of modest power outputs and a CVT transmission is a Toyota staple and never fails to set my teeth on edge.
Having said that, the Prius is very quiet and an easy place to spend the commute. Again, the target buyer isn't looking for an excitement machine - fast hybrids are vastly more expensive - this car smashes its KPIs.
Toyota's early progress has been engulfed by its competitors, however. The Prius has all the clicks and whirrs but it's still essentially the same car it always has been - press the accelerator a bit, you get a few metres of near-silent progress, then the engine kicks into life and off you go.
The whacky joystick gear selector features D position and B. Other hybrids and BEVs have what I thought was a similar feature, a separate mode to increase the aggression of the energy harvesting from braking. Not the Prius - B means braking, which you can use on a long downhill run to reduce the strain on the tiny brakes. Switching to B mode induces engine braking by lowering the gear ratio in the CVT.
And, on that point, the Prius pretty much drives like a normal car. Some hybrids use the drag of the generator to assist with braking and therefore charge the battery, but the Toyota is almost entirely conventional-feeling.
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 Prius i-Tech ships with seven airbags (including driver's knee bag), ABS, stability and traction controls, reversing camera, blind-spot monitor, rear cross traffic alert, lane-departure warning, forward-collision warning and forward AEB.
For the kiddies, there are three top-tether anchor points and two ISOFIX points.
The current Prius scored five ANCAP stars in October 2016.
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.
Toyota has joined its rivals in the long-warranty camp, now offering five years/unlimited kilometres on its whole range. Roadside assist is an extra cost, though.
Your Prius' service costs are capped for the first three years/60,000km and you have to take it back to Toyota every six months/10,000km. Thankfully, the services only cost $140 a pop.