kia cerato vs ford focus

Kia Cerato Gt Warm Hatch To Benefit From I30 N Program. Fokuszban A Kenyelem Ford Focus Vs Kia Ceed Autonavigator Hu. El Mejor Compacto Gasolina Comparativa Focus I30 Golf Astra. The Ceed Of A Very Good Idea Independent Ie. 2018 Kia Ceed Vs Hyundai I30 Hatch Sibling Differences Compared. Find many great new & used options and get the best deals for Genuine LH Left Hand Fog Light Spot driving Lamp For KIA Cerato 2006~2008 at the best online prices at eBay! Free shipping for many products! Driven Web Series finds out, as we compare it to the Kia Cerato and Ford Focus in a 2.0 litre sedan shootout. It's here in this segment that the Japanese brands' recent market domination Với tầm tiền 500 triệu mua xe cũ, bạn có thể cân nhắc lựa chọn Honda City 2018, Ford Focus Trend 2017, Cerato 2016, hay Mazda 3 2015. Blue. Bài viết: 523. Ford Focus hạ giá ngang xe hạng B. 17:41 PM 28/12/2021. 6944. Cạnh tranh không lại với các đối thủ như Kia Cerato, Hyundai Elantra, Honda Civic Kia also does very nice suspension setups for the Cerato SLi. You certainly get more fruit with your i30 premium than your i30 SR.The thing that appeals about the Cerato is: a) The bigger warranty is a real plus, and b) the Cerato SLi is fully loaded in terms of standard equipment and also comes with the cracking 2.0-litre powertrain. Site De Rencontres En Cote D Ivoire. 12 razões para comprar Ford Focus É melhor compressão 9% ou 1 Quanto maior a taxa de compressão, menos combustível é necessário para atingir a mesma potência. Isso pode afetar a eficiência do motor. 11 compressão 10 compressão Curso do pistão mais tempo 5% ou mm Quanto mais longo o curso do pistão, melhor será a eficiência de combustão do motor. Isso reduz o consumo de combustível e cria um motor mais ecológico. 90 mm Curso do pistão mm Curso do pistão Mais diâmetro do cilindro 8% ou 7 mm Quanto maior o diâmetro do cilindro, melhor será o preenchimento da câmara de combustão. Isso fornece energia, mas também pode aumentar as emissões do motor. 84 mm diâmetro do cilindro 77 mm diâmetro do cilindro Mais engrenagens transmissão automática 1 transmissão Quanto mais marchas em uma transmissão automática, menos combustível o veículo consome, devido a mais opções de transmissão e uso eficiente de torque. 8 engrenagens transmissão automática 7 engrenagens transmissão automática Menos consumo de combustível ciclo combinado 13% ou l Quanto menor for o consumo de combustível, menor será o escape emitido para o ar. Os carros econômicos também são mais eficientes de dirigir. l / 100 km consumo de combustível ciclo combinado l / 100 km consumo de combustível ciclo combinado Menos consumo de combustível rodovia 11% ou l Quanto menor for o consumo de combustível, menores serão as emissões poluentes. Além disso, os motoristas economizam dinheiro usando um carro econômico. l / 100 km consumo de combustível rodovia l / 100 km consumo de combustível rodovia Menos consumo de combustível cidade 16% ou l Quanto menor o consumo de combustível, mais econômico é dirigir o veículo. Além disso, os carros econômicos são mais ecológicos. l / 100 km consumo de combustível cidade l / 100 km consumo de combustível cidade Mais capacidade do tanque de combustível 4% ou 2 l Quanto maior a capacidade do tanque de combustível, mais longe o veículo pode viajar sem reabastecer. 52 l capacidade do tanque de combustível 50 l capacidade do tanque de combustível Menos Emissões de CO2 19% ou 25 g/milha Quanto menos emissão de CO2 o veículo emite, menos danos ao meio ambiente ele causa. 133 g/milha 214 g/mile Emissões de CO2 158 g/milha 254 g/mile Emissões de CO2 Acima de padrão europeu de emissão 1 geração Quanto mais elevados os padrões ambientais do veículo, menos CO2 e outras emissões ele produz ao ser conduzido, o que reduz os efeitos nocivos para o ambiente. Euro 6d padrão europeu de emissão Euro 5 padrão europeu de emissão Mais capacidade mínima de inicialização 30% ou 180 eu Quanto mais baixa for a capacidade do porta-malas, menos itens um motorista pode armazenar no veículo sem abaixar os bancos traseiros. 608 eu capacidade mínima de inicialização 428 eu capacidade mínima de inicialização Mais peso máximo de reboque com freios 27% ou 400 kg Quanto maior a carga permitida para reboques com freios, melhor o veículo pode rebocar objetos maiores e mais pesados ​​sem danificar o motor. 1500 kg peso máximo de reboque com freios 1100 kg peso máximo de reboque com freios 7 razões para comprar Kia Cerato Forte Mais cilindros 1 cilindro maior. Quanto mais cilindros, maior será a estabilidade do motor com menos vibração. A eficiência do motor aumenta devido a pausas mais curtas entre os cursos. Mais Poder do motor 11% ou 22 CV Diferença 20% ou 80 hp. Quanto maior a potência do veículo, melhor será a aceleração. Além disso, carros potentes fornecem velocidades mais altas. 182 CV Poder do motor 204 CV Poder do motor Mais torque 9% ou 25 Nm. Quanto maior o torque, mais rápida é a aceleração. 240 Nm 1600 rev/min. torque 265 Nm 1500-4500 rev/min. torque Mais capacidade do motor 6% ou 94 cm3 mais. Quanto maior a cilindrada do motor, menor o desgaste. Capacidades maiores do motor proporcionam maior vida útil do veículo. 1497 cm3 capacidade do motor 1591 cm3 capacidade do motor Menos hC 18% ou 110 kg Menos peso 4% ou 50 kg. O peso do veículo afeta consumo de combustível, dinâmica de aceleração, distância de frenagem, etc. 1370 kg peso 1320 kg peso Menos raio de giro 4% ou m Quanto mais curto o ciclo de viragem, menos espaço é necessário para o veículo virar. Isso melhora a agilidade do veículo. m raio de giro m raio de giro Razões Neutrais Ford Focus vs Kia Cerato Forte Posição do motor Frente, transversal Posição do motor Frente, transversal Posição do motor Localização dos cilindros Em linha Localização dos cilindros Em linha Localização dos cilindros Abastecimento de combustível Injeção direta Injeção direta portas Comprimento Ford Focus 183 mm mais. 4693 mm Comprimento 4510 mm Comprimento Largura Ford Focus 25 mm mais largo. 1825 mm Largura 1800 mm Largura Altura Ford Focus 92 mm acima de. 1532 mm Altura 1440 mm Altura altura do passeio Quanto maior for a altura do percurso, melhor será a autonomia de condução cross-country do veículo. 149-163 mm altura do passeio 135 mm altura do passeio Tamanho dos pneus dianteiros 215/55 R17; 215/50 R Tamanho dos pneus dianteiros 225/40 ZR18 Tamanho dos pneus dianteiros Motor e transmissão Válvulas por cilindro4 Válvulas por cilindro4 Compressão11 Compressão10 Curso do pistão90 mm Curso do mm Posição do motorFrente, transversal Posição do motorFrente, transversal Localização dos cilindrosEm linha Localização dos cilindrosEm linha diâmetro do cilindro84 mm diâmetro do cilindro77 mm engrenagens transmissão automática8 engrenagens transmissão automática7 DCT Desempenho Poder do motor182 CV 6000 rev/min. Poder do motor204 CV 6000 rev/min. Torque240 Nm 1600 rev/min. Torque265 Nm 1500-4500 rev/min. Capacidade do motor1497 cm3 Capacidade do motor1591 cm3 Consumo de Combustivel Consumo de combustível ciclo combinado l / 100 km Consumo de combustível ciclo combinado l / 100 km Consumo de combustível rodovia l / 100 km Consumo de combustível rodovia l / 100 km Consumo de combustível cidade l / 100 km Consumo de combustível cidade l / 100 km Capacidade do tanque de combustível52 l Capacidade do tanque de combustível50 l Abastecimento de combustívelInjeção direta Abastecimento de combustívelInjeção direta Emissões Emissões de CO2 133 g/milha 214 g/mile Emissões de CO2 158 g/milha 254 g/mile Padrão europeu de emissãoEuro 6d - TEMP Padrão europeu de emissãoEuro 5 Peso e capacidade Capacidade mínima de inicialização608 eu Capacidade mínima de inicialização428 eu Peso máximo de reboque sem freios 720 kg Peso máximo de reboque sem freios 610 kg Peso máximo de reboque com freios1500 kg Peso máximo de reboque com freios1100 kg Outras informações Raio de m Raio de m Dimensões Comprimento4693 mm Comprimento4510 mm Largura1825 mm Largura1800 mm Altura1532 mm Altura1440 mm Distância entre eixos2700 mm Distância entre eixos2700 mm altura do passeio149-163 mm altura do passeio135 mm Rodas e pneus Tamanho dos pneus dianteiros215/55 R17; 215/50 R Tamanho dos pneus dianteiros225/40 ZR18 You’ll look long and hard to find a dog in the small hatch class these days. When even former ne’er-do-goods like the Kia Cerato are now genuinely desirable, you know there’s something right about the mainstream car world in 2019. It doesn’t matter which region your hatch hails from any more either. Prejudice against South Korea’s finer product is now about as relevant as anything Bruce Ruxton ever said, as the current Hyundai i30 proves – especially the turbocharged SR. Updated and rebranded as i30 N-Line, it’s joined here by its all-new sister-from-another-mister, the Kia Cerato GT, complete with the same direct-injection turbocharged engine growling away up front. For similar money, you could also have Ford’s reborn Focus in ST-Line trim. This fresh-from-the-ground-up, fourth-generation Focus debuts not only the Blue Oval’s new C2 platform but an intriguing three-cylinder engine family, attached to a first-in-class eight-speed automatic transmission. And unlike the previous generation, which switched from German to Thai production sourcing in 2012 – to the detriment of interior quality – the new Focus is proudly Kraut-built in Cologne. It’s chief European rival, and long-time class benchmark, is Volkswagen’s evergreen Golf. The existing generation will be upstaged by an all-new Mk8 before the year’s out, but even at six-and-a-half years old, the current Golf remains the small car to beat. While the 110TSI Comfortline doesn’t have the sports tuning of its Ford, Hyundai and Kia price-point rivals, its overall excellence should prove that fancy trainers do not make a track-and-field star. Finally, there’s the best-seller – Toyota’s perky new Corolla. It’s finally good enough to challenge the Golf head-on, and definitely cool enough in range-topping ZR form to look the part among its pseudo-sporty rivals. And it has dynamic panache, which is a revelation for anything wearing a Corolla badge. Among this talented five-some, there isn’t a single hatch we wouldn’t proudly take home. However there’s good, and then there’s really good, and it’s the latter that the new Focus, new Cerato, i30 and Corolla need to be if they’re gonna knock the standard-setting Golf off its perch. How do they compare on price? At this level around $30K, it’s reasonable to expect more than just a fairly basic hatch, though some fulfil that brief better than others. As is becoming the norm for Kia, the handsome Cerato GT goes above and beyond what warm-hatch coin usually caters for. Gear like heated and fan-cooled perforated-leather front seats with full electric adjustment for the driver including lumbar and two-setting memory, dual-zone climate control, dual front USB ports, wireless phone charging, a punchy JBL audio system with eight speakers, embedded sat-nav, adaptive cruise control with lane-keep assist, full-LED head- and tail-lights, front and rear parking sensors, auto-folding mirrors, keyless entry and start, and 18-inch alloys elevate this fresh-looking Korean hatch close to must-have status. The Focus ST-Line is also competitive for gear, especially with the relatively affordable $1250 Driver Assistance Pack included blind-spot monitoring, rear cross-traffic alert with active braking, and adaptive cruise control with stop and go, in conjunction with all the usual active-safety kit. It doesn’t get electric front seats or leather trim but both chairs are height adjustable missing from the left-front seat in the Kia, with rubberised dials for infinite tweaking of backrest rake and lumbar support. Auto-folding heated mirrors with puddle lighting, tyre-pressure monitoring, four auto up/down windows driver-only in the Kia and wireless phone charging are also along for the ride, but smaller 17-inch alloys, no front parking sensors, no front-seat heating/cooling and no rear-seat air vents mean it can’t meet the Cerato GT eyeball to eyeball. Neither can the cheaper i30 N-Line. What the Hyundai concentrates on is mimicking its hot-hatch i30 N big brother, with all the visual toughening that entails – a muscular bodykit, 18-inch alloys, red seatbelts and huggy non-electric perforated-leather front buckets. It also hits the mark with power-folding heated mirrors, wireless phone charging, embedded sat-nav and rear-seat air vents, but only its driver’s window gets an auto-down function not even back up again!, there’s no height adjustment for the front passenger’s seat and no front parking sensors either. The Corolla ZR’s highlights are moderately memorable – striking 18-inch alloys, lovely leather-accented Ultrasuede heated sports front seats with driver’s electric lumbar adjustment, four auto up/down windows, a head-up display, ambient cabin lighting, wireless charging and an eight-speaker JBL stereo, but it misses out on Apple CarPlay/Android Auto, height adjustment for the front passenger’s seat, and any form of front or rear parking sensors it gets a rear camera only. The Golf 110TSI Comfortline isn’t even Volkswagen’s top model – there’s still the $6K-dearer Highline above it – but it nails the basics. It matches the Focus for all-manual front-seat adjustability and includes 17-inch alloys, keyless entry and start, four auto up/down windows, dual-zone climate control, rear-seat air vents and embedded sat-nav, though you need to add a $1500 Driver Assistance package to gain adaptive cruise control, lane assist, traffic-jam assist, emergency assist, blind-spot monitoring with rear traffic alert and park assist, among other bits and pieces. With optional metallic paint $495, the Hyundai i30 N-Line with seven-speed dual-clutch transmission is the most affordable hatch here, just sneaking under 30 grand $29,985 before on-road costs. The Toyota Corolla ZR is next at $30,820 before on-roads, barely undercutting the Ford Focus ST-Line $30,890, though our test car’s superb full-size glass sunroof adds $2000 to that tally. Next in pure base dollars, the Volkswagen Golf 110TSI Comfortline starts at $30,190, though our test car’s Driver Assistance pack $1500 takes that to $31,690 before on-roads. According to Volkswagen’s website, if you live in central Sydney, that car’s drive-away sticker is $35,615. With optional premium paint $520, the Kia Cerato GT looks kind of expensive at $32,510 until you realise that it’s a drive-away price. And given its rival-bashing list of standard equipment, that puts the Cerato at a distinct advantage. To put that value into context, the i30 N-Line DCT’s drive-away price is $33,745. What are they like inside? The biggest surprise is the Cerato GT … for two opposing reasons. Firstly, its interior is a bit of a knock-out – not quite as tactile in its lower cabin plastics as even the Ford, but classily styled, neatly arranged and brimming with cool design details. The outer eyeball’ air vents are a delight to use – control direction with the centre toggle or just twist to close – the flat-bottomed steering wheel feels really good, and the driving position on funky ribbed and perforated leather chairs is terrific. Great forward vision too. But the Cerato GT drops the ball big-time in the rear seat. There’s a tonne of leg room but the seat itself is far too reclined and unable to be adjusted for backrest rake. You end up craning your neck forward trying to sit more upright while attempting to hold your own weight, instead of the Cerato’s seat doing it for you. It’s downright tiresome. And you can only get a single 600ml water bottle in each door. In contrast, its i30 N-Line cousin is remarkably different. Its matte-charcoal interior doesn’t have the sparkle of the Cerato GT’s, yet there’s a likeable cohesion in the presentation of its red-stitched seats and steering-wheel rim, its funky red seatbelts and its overall packaging. The base i30 N-Line may miss out on full electric adjustment but its front seats are nicely huggy and its driving position is spot-on. And when you move into the back seat, it cedes legroom to the Cerato GT due to a 50mm-shorter wheelbase but the i30’s seat is much more supportive, both laterally and under your thighs. Its door pockets will also house three small bottles, with a larger trio in the front, and even though the base N-Line misses out on seat heating/cooling and a name-brand stereo, the generally sound nature of the rest of its design wins through. Few could’ve expected the Focus ST-Line to be such a packaging success. Its front seats might be rather slender in size and a little lacking in bolstering, yet they’re really comfortable over longer distances and offer a vast range of adjustment. Same goes for the rear bench, with its class-best under-thigh and lumbar support, an elevated position, a near-flat floor, expansive fields of vision and excellent legroom. About the only slightly sour note is a lack of rear air vents, though the huge centre-dash pair are well-placed for proper air flow. As for the Ford’s interior design, it’s all a bit too predictable. This car launched just six months ago in Europe, yet the Mk4 Focus looks like it could be from 2015. That said, it’s a huge leap forward from its messy predecessor. There’s plenty of storage, well-sorted ergonomics and the intuitive ease of Ford’s SYNC3 multimedia screen, pumping sound through six fairly solid speakers. Its carpeted door pockets – just like a Golf – are a nice touch and most of its plastics are squishy and tactile. But a car this handsome and a cabin this clever deserves more zing. What the Focus does do is finally edge out the Golf for overall packaging and comfort. The Volkswagen doesn’t have the Ford’s rear-seat room, or as much under-thigh support, and its transmission tunnel is very tall. Yet there’s a resounding rightness about the Golf’s interior that continues to shine. Forget the razzle-dazzle of the Kia – the VW is about sober, beautifully constructed, well-designed minimalism. From its infinitely adjustable front seats to its superb centre-front armrest, perfectly positioned door handles, soft-feel plastics and overall design cohesion, this car is all about class. Even its stock stereo maintains that impression – strong and suitably slick. The Corolla is a car of two halves. Ahead of the B-pillar, its armchair-like front buckets are a delight, its driving position is commanding, its head-up display useful, its air-con crisply cold and its steering wheel a tactile treat, but that’s about it. There isn’t enough storage, the rather clumsy and daggy multimedia set-up lacks Apple CarPlay, and despite having JBL speakers, its stereo isn’t bassy enough and doesn’t go loud enough. Then there’s the rear half. Dark headlining and those oversized front seats make the rear quarters feel quite claustrophobic – especially for whoever’s behind the non-height-adjustable front passenger’s pew – and it suffers from a bunch of curious design flaws. The rear air vents are mounted very low in the centre console, the doors have no pockets – only useful can/bottle holders – and the roof grab handles are so far back they’re almost useless. Finally, there’s the Corolla ZR’s miserable 217-litre boot. The floor height is set for the base model’s 16-inch steel spare, yet the ZR has a space-saver swimming in a needlessly large under-floor cavern. Alongside the excellent boots of its rivals – 428 litres for the Cerato, 395 litres for the i30, 380 litres for the Golf and a still-vast 362 litres for the Focus – the Corolla’s could well be a deal-breaker. Which is the safest car? All five hatches have been awarded the maximum five stars in ANCAP/Euro NCAP crash testing, though the Golf and i30 were awarded their scores before the latest individual ratings breakdown. Thus, the Corolla ZR, Cerato GT, and Focus ST-Line can be looked at separately. The Corolla scored an outstanding 96 per cent for adult protection compared to 90 for the Kia and 85 for the Ford, though all three finished close for child protection Ford – 87, Toyota and Kia – 83. The slant-fronted Toyota also clearly won the pedestrian protection score 86 per cent, versus 72 each for the Ford and Kia, though again all were close for safety-assist systems. It should be pointed out that you need to add option packs to get every electronic safety gadget in the Focus and Golf, though they’re both affordable. More importantly, the Focus’s switchable adaptive cruise control with lane-keep and steering assistance is outstanding in its ability to aid the driver without becoming annoying. For that, it sets a new benchmark in affordable small cars. The Cerato GT’s standard adaptive cruise control, on the other hand, is clunky, slow to react, and frustratingly incapable of maintaining a consistent speed on anything other than flat roads. How much do they cost to maintain? Kia recommends servicing every 12 months or 15,000km for the Cerato GT, with its fixed-price servicing cost totalling $1104 for three years 45,000km and $2051 for five years 75,000km – neither of which are particularly cheap. Not compared to the Corolla, anyway. Toyota’s fixed-price service amount is just $175 per visit – due every 12 months or 15,000km – meaning it’ll cost you $525 for three years or just $875 over five years. Curiously, despite sharing the same drivetrain, Hyundai recommends servicing every 12 months or 10,000km for the i30 N-Line. That means at the three-year mark it’s only travelled 30,000km not 45K, for a total of $807. Its five-year mark total is $1385, though that’s only for 50,000km. Extend that to 70,000km or seven years and the fixed cost is $2345. Ford quotes $299 for every A and B service for the Focus ST-Line, and service intervals of 12 months/15,000km. At that rate, its three-year total is $897 and its five-year total is $1495. Volkswagen’s servicing costs are more again, though they do claim it includes everything in the price. With each service expected every 12 months/15,000km, the Golf’s three-year total is $1356 whereas its five-year total is $2446 – making it arguably less expensive than the Hyundai, with less dealer visits. Volkswagen has also upped its warranty – now five years/unlimited kilometres – and so has Toyota, matching VW’s coverage. Ford and Hyundai also offer five-year/unlimited-mileage warranties, whereas Kia continues to set the bar with seven years/unlimited kilometres. According to The Red Book, the Corolla ZR is the resale king, retaining an estimated per cent of its value after three years. The i30 N-Line’s expected value is surprisingly strong at per cent, while the Golf’s once-class-leading residuals have slipped in recent years, rating a solid per cent for the MY19 Comfortline. Some distance behind, Ford’s new-gen Focus inherits its underperforming predecessor’s mediocre retained-value performance at per cent for the ST-Line hatch, while the Cerato GT is even worse off at per cent. Given Kia’s recent sales success, however, we’d expect that value to improve over time. Likewise the terrific new Focus. What do they have under the bonnet? In terms of engine capacity, we’re back to where small hatches were in the mid-’80s though boosted by turbochargers, with the exception of the Corolla. Yet Toyota’s decision to stick with natural aspiration and a CVT transmission that includes a proper first gear to enhance take-off isn’t the wrong one. Producing 125kW/200Nm, the petrol Corolla has come a long way in this latest generation, to the point where its new-generation engine feels really strong and driveable. It loves being extended and sounds peachy-keen when doing so, though it lacks the punchy effortlessness of its turbo rivals and ultimately concedes performance to the boost-juiced Golf, Focus, Cerato and i30. The Golf is next quickest, now featuring a 110kW/250Nm direct-injection turbo four across the board and sounding sweeter than it ever has. There’s a seamless silkiness to Volkswagen’s best-seller, combined with superb torque delivery, and its seven-speed DSG’ dual-clutch transmission feels more refined than Hyundai-Kia’s rival seven-speed DCT. The Golf also has the best Sport mode in the business – a simple pulse of the gearlever away from perking up transmission and throttle response. Ford’s equivalent drivetrain is a new-to-Focus three-cylinder direct-injection turbo-petrol, now with cylinder activation it drops to two cylinders to save fuel in low-stress situations and an eight-speed auto. Pumping out an impressively strong 134kW and an equally flexible 240Nm from 1750-5000rpm, it’s this engine’s charming induction thrum and unbridled effervescence that makes it such a delight. With so many gear ratios to choose from it can play both muscular and relaxed, and its slick idle-stop system is almost undetectable. Pity the Focus’s transmission isn’t quite so unobtrusive. At parking speeds, it takes too long to engage reverse or drive, leaving you with the impression it’s a dual-clutch ’box disengaging neutral rather than a traditional auto. The sports-flavoured Korean cousins share a gutsy 150kW/265Nm direct-injection turbo four transferring power through a seven-speed dual-clutch ’box. In terms of performance, the Cerato GT and i30 N-Line are a clear step ahead of the Focus and Golf, with urgent off-the-line grunt and properly growly induction sounds. The i30’s is more naturally sporty, whereas the Cerato’s gains an acoustic edge via an additional synthesised sound pumped through the stereo speakers. And when you flick the Kia’s gearlever neatly to the right to engage Sport mode, it amps up that gurgle even further. Fear not though – it actually quite realistic and is never unpleasant. And Kia’s inability to calibrate an automatic transmission properly somehow doesn’t affect the performance-oriented Cerato GT. Which is the most economical car? Playing games with the Cerato GT’s induction sound may have contributed to its fuel thirst, though it’s more likely related to having half the mileage of the test i30 N-Line on its odometer. The Kia drank on test compared to for the identically engined and 26kg lighter Hyundai – both easily beaten by the Corolla and Golf on a piece. However it’s the three-pot Focus that sets a new standard for small-car economy – a definite first for a turbo-petrol Ford. Despite being kicked along with encouraging enthusiasm, the Focus ST-Line drank just on our country test loop. Which is the best car to drive? Refreshingly, there isn’t a single hatch here that doesn’t bring a smile to its driver’s face, though for quite different reasons. Of the three sports-tuned hatches, it’s the Focus ST-Line that sets the bar highest. The Australian-market hatch might miss out on the multi-link independent rear suspension fitted to every other ST-Line variant in the world and our ST-Line wagon, but that takes little away from the dynamic excellence of this Blue Oval hatch. It’s firm yet polished, with a beautifully damped ride at speed that somehow doesn’t seem possible given the brilliance of its handling. Point the Focus into a corner and it traces a line so accurate and so perfectly balanced that you can tell the limits of this warm hatch are way beyond what most people will ever explore. And its steering is superb, with a crisp lightness and an accuracy that’s brimming with finesse. Perhaps it could use a little more weight but that’s nit-picking. The i30 N-Line and Cerato GT also handle extremely well – the Hyundai feeling more nuggety on the road, with meatier steering and slightly more disciplined damping over larger bumps; the Kia offering crisper steering and slightly sharper handling, but also a constantly knobbly and sometimes jiggly ride that only settles down when carrying a load. Compared to Korean cars past, they represent a stunning turn-around when it comes to dynamics, and even their tyres – high-end 225/40ZR18 Michelin Pilot Sport 4s – are at the cutting edge of performance footwear in 2019. But they’re noisier than the Focus albeit not by much and lack that supreme overall polish that marks the European Ford. The Golf has always been Teflon-smooth and dynamically suave, and that continues with the 110TSI Comfortline – proving that you don’t need sports-tuned underpinnings to have a good time. That said, the enjoyment in hustling a Golf comes from its inherent balance and its effortless ease of progress. There’s something really satisfying in enjoying the way a car flows down the road without flinching, and its that unflappability that defines the Golf. The Corolla feels similar. Delightfully keen steering and lovely handling poise define this Toyota hatch’s newfound level of involvement. Yet this ZR version ultimately doesn’t live up to its sporting looks. The 225/40R18 Dunlop SP Sport Maxx 050 tyres wrapped around its pretty 18-inch alloys add a small amount to the Corolla’s handling purchase but they also howl at relatively low speeds, and take more away from its supple ride than they add to its dynamics. And they’re loud – transmitting an all-pervading amount of tyre roar that is the loudest here followed by the Cerato, i30, Focus, then Golf. Yet there’s something really satisfying about driving the Corolla around town. Its easy-driving, sweet-steering, supple-riding character will blow away anyone that’s familiar with Toyota’s appliance-on-wheels past. Any problems I should look out for? Given the not-so-stellar reputation for dual-clutch transmissions to pull off varied driving environments without fault, it’s interesting that three of the five hatches here are dual-clutch automatics’. However, the DCT ’boxes in the Hyundai and Kia are designed for higher-output engines, while the DSG transmission in the current Golf is a wholesale redevelopment for less costly servicing and simpler repair of its trouble-prone predecessor. Ford and Toyota have both suffered similar issues – Ford with its now-discontinued Powershift’ dual-clutch and Toyota with its old CVT – so the all-new transmissions in their place promise a longer and more reliable life. Which one should I buy? Firstly, all these five hatches are really good cars and really strong contenders. In isolation, all of them present persuasive arguments as to why they should be in your driveway, and we can totally understand why someone may be swayed by the look of one or the brand of another. You can’t really go wrong here. But it’s the Corolla ZR that finishes fifth. Smooth and stylish and sweet as the new Corolla may be, the flagship ZR deserves a rethink in its multimedia system, its front-seat packaging and range of adjustment, and that silly, space-robbing boot floor. As a two-person city car, it’s terrific. As a proper five-door hatchback designed to take everything life can muster, the new Corolla struggles. The Cerato GT just sneaks ahead of it, thanks to its sharp styling, sharp handling, and sharp price. It’s a good-looking, roomy and fun-to-drive warm hatch with plenty going for it. But its poorly designed back seat will be a real problem for teenagers or adults on long trips, and its agitated ride could prove irritating. Weirdly, despite being older and smaller, the i30 N-Line is better. It’s more comfortable in its seating, more consistent in its dynamic behaviour, and more cohesive overall. The fact that it carries so much N-inspired goodness for such a big price saving is exactly what people want in a warm hatch. And yet it’s highly practical, with strong resale backing it up down the track. The Golf has long been the reigning small-hatch king when it comes to all-round ability, yet the Focus ST-Line actually beats it in a bunch of useful ways. The Ford is roomier, more comfortable in the rear seat, more efficient, more rewarding to drive, and also more interesting to look at. It’s not as seamlessly finished, or quite as polished, as its still-great German rival, but there’s an X-factor in the Focus’s fabulous handling, steering and engine performance that make you want to keep on driving it. Finally, a Blue Oval small hatch deserving of the Laser’s 1980s success. 2019 Ford Focus ST-Line price and specifications Price From $28,990 plus on-road costs Engine turbo-petrol three-cylinder Power 134kW at 4500rpm Torque 240Nm at 1750-5000rpm Transmission 8-speed automatic, front-wheel drive Fuel use test average 2019 Hyundai i30 N-Line price and specifications Price From $29,490 plus on-road costs Engine turbo-petrol four-cylinder Power 150kW at 6000rpm Torque 265Nm at 1500-4500rpm Transmission 7-speed dual-clutch, front-wheel drive Fuel use test average 2019 Kia Cerato GT price and specifications Price From $31,990 drive-away Engine turbo-petrol four-cylinder Power 150kW at 6000rpm Torque 265Nm at 1500-4500rpm Transmission 7-speed dual-clutch, front-wheel drive Fuel use test average 2019 Toyota Corolla ZR price and specifications Price From $30,370 plus on-road costs Engine petrol four-cylinder Power 125kW at 6600rpm Torque 200Nm at 4400-4800rpm Transmission CVT automatic, front-wheel drive Fuel use test average 2019 VW Golf 110TSI Comfortline price and specifications Price From $30,190 plus on-road costs Engine turbo-petrol four-cylinder Power 110kW at 5000-6000rpm Torque 250Nm at 1500-3500rpm Transmission 7-speed dual-clutch, front-wheel drive Fuel use test average Estes sedãs custam menos de R$ Christian Castanho/Quatro Rodas Toda vez que alguém pensa em um sedã médio, é grande a chance de se lembrar do trio Corolla, Civic e Cruze, que são de longe os mais vendidos. Observando o segmento, porém, é possível encontrar outras ofertas. Aqui, reunimos oito modelos que alcançam volumes de vendas bem mais modestos que os líderes, mas possuem atributos tão ou mais interessantes. A primeira vantagem desse grupo é custar menos que o trio best-seller. O Jetta TSI, por exemplo, que é o mais caro do grupo, custa menos que a opção mais simples do Cruze, a T LT, a mais barata entre as versões básicas dos líderes. O VW custa R$ enquanto o Chevrolet sai por R$ E não estranhe se os carros mostrados aqui não forem exatamente das versões consideradas, já que algumas montadoras não dispunham do modelo analisado para a sessão de fotos. 8° – Mitsubishi Lancer HL A versão da foto é a GT o HL não tem teto solar nem rodas aro 18 Christian Castanho/Quatro Rodas Levando em conta o preço, o Lancer é a primeira opção que surge, junto com o Kia Cerato. Ele custa R$ enquanto os outros com exceção do Cerato, vendido por R$ estão acima R$ Além disso, o Lancer tem atributos como o motor de 160 cv um dos mais potentes do segmento e 20,1 mkgf, o câmbio CVT de seis marchas virtuais, que permite trocas pelo volante e opção de modo sport, e a suspensão multilink atrás. Essas qualidades, porém, perdem força quando se analisa os custos de propriedade e o rendimento na pista. Seu seguro é caro R $ ou 9,3% do valor de tabela. E, na pista, o Mitsubishi ficou com as piores médias de consumo. Fez 8,3 km/l na cidade e 12,6 km/l na estrada, enquanto o Elantra por exemplo, conseguiu as médias de 11,5 km/l e 15,5 km/l, respectivamente. O Lancer perde pontos também por ser o projeto mais antigo do comparativo. Seu design já não parece tão agressivo quanto na estreia, em 2012. Volante multifuncional com padde shifts é de série Christian Castanho/Quatro Rodas Sua direção é hidráulica tecnologia que está caindo em desuso e, entre os equipamentos, sente-se falta de coisas como navegador GPS, sensor de estacionamento, Isofix e ESP. Teste de pista com gasolina Aceleração de 0 a 100 km/h 10,6 s Aceleração de 0 a segundos/km/h 32 s/165,6 Velocidade máxima 198 km/h Retomada de 40 a 80 km/h em D 4,7 s Retomada de 60 a 100 km/h em D 5,7 s Retomada de 80 a 120 km/h em D 7,5 s Frenagens de 60 / 80 / 120 km/h a 0 17,4 / 29,6 / 70,3 m Consumo urbano 8,3 km/l Consumo rodoviário 12,6 km/l Ruído PM/1° em máx. 40,3/71,8 dB Ruído a 80 km/h/120 km/h 60,9/69,5 dB Ficha técnica Preço R$ Motor gasolina, dianteiro transversal. 4 cil. em linha, 16V, DOHC, cm³, 86 x 86 mm, 101, 160 cv a rpm, 20,1 mkgf a rpm Câmbio automático, CVT, 6 marchas, dianteiro Suspensão McPherson diant., multilink tras. Freios discos ventilados diant., sólidos tras. Direção hidráulica, 3,2 voltas entre batentes; diâmetro de giro, 10,4 m Rodas e pneus 205/60 R16 Dimensões comprimento, 457 cm, largura, 176,5 cm; alt., 149; entre-eixos, 263,5 cm. Porta-malas, 348 l; tanque de combustível, 59 l; peso, kg; peso/potência, 8,6 kg/cv; peso/torque, 68,4 kg/mkgf Garantia/assistência 24h 3 anos/1 ano Revisões três primeiras R$ Seguro R$ 7° – Kia Cerato Kia acabamento bem cuidado e troca de marchas no volante Christian Castanho/Quatro Rodas O Cerato é bem servido de equipamentos. Ele traz seletor de modos de condução, luzes diurnas de led, sensor crepuscular e de estacionamento, piloto automático e ar-condicionado dual zone. Falta, porém, ESP. Seu câmbio automático tem seis marchas e trocas no modo manual no volante, mas o motor 16V flex com 128 cv e até 16,5 mkgf a tardios rpm é o mais fraco do comparativo. Na pista, ele ficou entre os mais econômicos, com 12,1 km/l, na cidade, e 15,1 km/l, na estrada. Mas foi também o menos rápido, com 12,6 segundos, nas provas de 0 a 100 km/h. As notas positivas vão para o nível de ruído, o mais baixo do comparativo em todas a condições de medição, e para a sensação de solidez ao dirigir. Ambas são resultado de uma nítida qualidade de construção. O Kia chegou em 2010 e passou por uma reestilização ano passado. Mas as mudanças não foram suficientes para rejuvenescer seu estilo, especialmente na cabine. Volante multifuncional é de série, mas faz falta um sistema multimídia– Christian Castanho/Quatro Rodas A garantia de fábrica, de cinco anos, é digna de aplausos, porém a Kia não oferece serviços de assistência 24h e seu seguro é o mais caro de todos R$ ou 9,5% do preço de tabela, segundo cotação da corretora Bidu para um perfil de cliente padronizado. Na soma de prós e contras, ele conquista o sétimo lugar do comparativo. Teste de pista com gasolina Aceleração de 0 a 100 km/h 12,9 s Aceleração de 0 a segundos/km/h 34,1 s/155,6 Velocidade máxima 180 km/h Retomada de 40 a 80 km/h em D 5,8 s Retomada de 60 a 100 km/h em D 7 s Retomada de 80 a 120 km/h em D 9,7 s Frenagens de 60 / 80 / 120 km/h a 0 18,6 / 30,6 / 68,1 m Consumo urbano 12,1 km/l Consumo rodoviário 15,1 km/l Ruído PM/1° em máx. 36,6/69,6 dB Ruído a 80 km/h/120 km/h 60,3/66,2 dB Ficha técnica Preço R$ Motor flex, diant. transv. 4 cil., 16V, DOHC, cm³, 77 x 85,4 mm, 121, 128/122 cv a rpm, 16,5/16 mkgf a rpm Câmbio automático, 6 marchas, dianteiro Suspensão McPherson diant., eixo de torção tras. Freios discos ventilados diant., sólidos tras. Direção elétrica, 3 voltas entre batentes; diâmetro de giro, 10,4 m Rodas e pneus 205/60 R16 Dimensões comprimento, 456 cm; largura, 178 cm; altura, 144,5 cm; entre-eixos, 270 cm. Porta-malas, 421 l; tanque de combustível, 50 l; peso, kg; peso/potência 10,2/10,7 kg/cv; peso/torque, 79,4/81,9 kg/mkgf Garantia 5 anos Revisões três primeiras R$ Seguro R$ 6° – Citroën C4 Lounge THP Tendance No porta-malas cabem 450 litros. Direção tem assistência elétrica Christian Castanho/Quatro Rodas Equipado com o motor THP de 173 cv, com turbo e injeção direta, o C4 superou os outros nas provas de desempenho. Ele foi mais rápido nas acelerações de 0 a 100 km/h, com o tempo de 9,2 km/h, e nas retomadas de 60 a 100 km/h, com 4,9 segundos. A conta, porém, veio nas medições de consumo em que ele ficou com as médias de 8,5 km/l, na cidade, e 14,3 km/l. O C4 é flex, mas todos os sedãs rodaram com gasolina nos testes de pista para este comparativo. No que diz respeito ao custo de propriedade, além do consumo, o C4 também pesa no bolso, na hora do seguro. Ele está entre os mais caros R$ ou 8,8% do preço de tabela. Acabamento é esmerado e os plásticos são de boa qualidade; ar digital e central touchscreen não fazem parte da versão Origine– Christian Castanho/Quatro Rodas Nem tudo é ruim no pós-venda do C4, no entanto. A Citroën tem um plano de revisões com preço fixo de R$ 1/dia, o que, ao final de três anos, resulta em R$ o menor valor para as três primeiras revisões, consideradas no comparativo. No final das contas, o C4 termina em sexto lugar, porque fica devendo conteúdo. Na versão Tendance automática, ele traz controle de velocidade, ESP, hill assist e saídas de ar-condicionado para o banco traseiro. Mas não oferece luzes de LED diurnas, chave keyless, sensor de chuva, sensor de estacionamento ou câmera e sensor crepuscular, entre outros itens. O modelo chegará com o visual renovado no Brasil em abril deste ano. Teste de pista com gasolina Aceleração de 0 a 100 km/h 9,2 s Aceleração de 0 a segundos/km/h 30,4 s/174,3 Velocidade máxima 215 km/h Retomada de 40 a 80 km/h em D 4,1 s Retomada de 60 a 100 km/h em D 4,9 s Retomada de 80 a 120 km/h em D 6,3 s Frenagens de 60 / 80 / 120 km/h a 0 15,5 / 27,2 / 64,2 m Consumo urbano 8,5 km/l Consumo rodoviário 14,3 km/l Ruído PM/1° em máx. 40,7/69 dB Ruído a 80 km/h/120 km/h 62,1/68,7 dB Ficha técnica Preço R$ Motor flex, diant. transv. 4 cil., 16V, DOHC, injeção direta, turbocompressor, cm³, 77 x 85,8 mm, 10,21, 173/166 cv a rpm, 24,5 mkgf a rpm Câmbio automático, 6 marchas, dianteiro Suspensão McPherson diant., eixo de torção tras. Freios discos ventilados diant., sólidos tras. Direção eletro-hidráulica, 3 voltas entre batentes; diâmetro de giro, 11,1 m Rodas e pneus 225/45 R17 Dimensões compr., 462,1 cm, larg., 178,9 cm; alt., 150,5 cm; entre-eixos, 271 cm. Porta-malas, 450 l; tanque de combustível, 60 l; peso, kg; peso/potência, 8,7/9,1 kg/cv; peso/torque, 61,7 kg/mkgf Garantia/assistência 24h 3 anos/2 anos Revisões três primeiras R$ Seguro R$ 5° – Peugeot 408 THP Griffe Motor THP e câmbio com trocas no volante deram novo ânimo ao 408 Christian Castanho/Quatro Rodas Lançado em 2010 e reestilizado em 2014, o 408 já está visualmente desatualizado. Apesar disso, ele recebeu importantes melhorias ao longo dos anos, o que o faz chegar aqui no quinto lugar. Em 2012, o 408 ganhou o motor THP o mesmo do C4, acompanhado do câmbio automático com trocas manuais no volante, recurso ausente no Citroën – o C4 só faz trocas na alavanca. Na pista de testes, ele repetiu o rendimento do C4, com ligeira melhora nos ensaios de consumo urbano e foi o melhor dos sedãs nas provas de frenagem de 80 a 0 km/h, com a marca de 26 metros. Bem equipado, o 408 traz luzes diurnas de LED, sensor de estacionamento, piloto automático e ar-condicionado com saídas na traseira. No pós-venda, ele tem três anos de garantia, com cobertura do Peugeot Assistance, durante o mesmo período, e serviços de reboque durante oito anos. Continua após a publicidade Cabine sente bastante a idade do projeto; controles multifuncionais ficam atrás do volante Christian Castanho/Quatro Rodas O seguro é dos mais baratos R$ ou 7,3% do preço sugerido pela fábrica, segundo nosso levantamento. Mas as despesas com as três primeiras revisões R$ são as mais caras entre as apuradas. Teste de pista com gasolina Aceleração de 0 a 100 km/h 9,4 s Aceleração de 0 a segundos/km/h 30,6 s/172,3 Velocidade máxima 215 km/h Retomada de 40 a 80 km/h em D 4,1 s Retomada de 60 a 100 km/h em D 5 s Retomada de 80 a 120 km/h em D 6,4 s Frenagens de 60 / 80 / 120 km/h a 0 14,9 / 26 / 59,5 m Consumo urbano 9,9 km/l Consumo rodoviário 14,2 km/l Ruído PM/1° em máx. 37,6/69,9 dB Ruído a 80 km/h/120 km/h 60,8/68 dB Ficha técnica Preço R$ Motor flex, diant. transv. 4 cil., 16V, DOHC, injeção direta, turbocompressor, cm³, 77 x 85,8 mm, 10,21, 173/166 cv a rpm, 24,5 mkgf a rpm Câmbio automático, 6 marchas, dianteiro Suspensão McPherson diant., eixo de torção tras. Freios discos ventilados diant., sólidos tras. Direção eletro-hidráulica, 3 voltas entre batentes; diâmetro de giro, 11,1 m Rodas e pneus 225/45 R17 Dimensões comprimento, 468,1 cm, largura, 182 cm; alt., 151,4; entre-eixos, 271 cm. Porta-malas, 526 l; tanque de comb., 60 l; peso, kg; peso/potência, 8,2/8,5 kg/cv; peso/torque, 57,8 kg/mkgf Garantia/assistência 24h 3 anos/3 anos Revisões três primeiras R$ Seguro R$ 4° – Hyundai Elantra Elantra tem design clean e atual, com linhas harmoniosas Christian Castanho/Quatro Rodas Recém-chegado à sexta geração, o Elantra causou boa impressão no teste de estreia, com design de linhas limpas, comportamento dinâmico equilibrado e um generoso pacote de equipamentos. A versão avaliada na ocasião era a mais completa, que custa R$ Na configuração analisada agora R$ a lista de série é menor e menos sofisticada. Considerando apenas os recursos frequentemente presentes nos rivais, o Elantra traz piloto automático e Isofix, mas fica devendo ESP, luzes diurnas, faróis de neblina, sensor de estacionamento, sensor de chuva e sensor crepuscular. O estilo clean e o comportamento dinâmico com boas marcas de desempenho e consumo não mudaram na versão de entrada escolhida para este comparativo, mas a redução na oferta de equipamentos pesou para que ele ficasse no quarto lugar, atrás de competidores que se apresentaram mais bem equipados, entre outras virtudes. Versão de entrada não traz ar digital e central multimídia de 7 polegadas Christian Castanho/Quatro Rodas Mas se os itens de série são escassos, o pós-venda elogiado rende vários pontos. O Elantra se destaca com a garantia de cinco anos e o plano de assistência 24h ausente na Kia com um ano de duração. Seu seguro é de R$ ou 7,5% do valor do carro. Teste de pista com gasolina Aceleração de 0 a 100 km/h 10,9 s Aceleração de 0 a segundos/km/h 31,8 s/170,1 Velocidade máxima 195 km/h Retomada de 40 a 80 km/h em D 4,5 s Retomada de 60 a 100 km/h em D 5,9 s Retomada de 80 a 120 km/h em D 7,3 s Frenagens de 60 / 80 / 120 km/h a 0 15,9 / 27 / 63,9 m Consumo urbano 11,5 km/l Consumo rodoviário 15,5 km/l Ruído PM/1° em máx. 39,9/70,5 dB Ruído a 80 km/h/120 km/h 60,7/67,4 dB Ficha técnica Preço R$ Motor flex, diant. transv. 4 cil., 16V, DOHC, CVVT, cm³, 81 x 97 mm, 12,11, 167/157 cv a rpm, 20,6/19,2 mkgf a rpm Câmbio automático, 6 marchas, dianteiro Suspensão McPherson diant., eixo de torção tras. Freios discos ventilados diant., sólidos tras. Direção elétrica, 2,8 voltas entre batentes; diâmetro de giro, 10,9 m Rodas e pneus 205/60 R16 Dimensões comprimento, 457 cm, largura, 180 cm; altura, 146,5; entre-eixos, 270 cm. Porta-malas, 407 l; tanque de comb., 56 l; peso, kg; peso/potência, 10,7/11,3 kg/cv; peso/torque, 86,4/92,7 kg/mkgf Garantia/assistência 24h 5 anos/1 ano Revisões três primeiras R$ Seguro R$ 3° – Nissan Sentra S Reestilizado em 2016, o Sentra mantém um estilo sóbrio e discreto Christian Castanho/Quatro Rodas Campeão no comparativo Menor Custo de Uso 2017, o Sentra confirmou seu favoritismo nesse aspecto, com três anos de garantia, assistência 24h com cobertura de dois anos, baixo consumo, revisões programadas baratas R$ na soma das três primeiras e seguro na média do segmento R$ ou 7,6% do valor de tabela. Assim como o Elantra, o Sentra perde terreno para os rivais por oferecer pacotes de equipamentos mais completos apenas nas versões mais caras. Mas nesse quesito ele bate o Hyundai com folga. Na configuração S, que custa R$ o Nissan traz dispositivos importantes como ESP, chave presencial, sensor de estacionamento, sensor crepuscular e repetidores de LED nos retrovisores. Mas nega outros recursos igualmente interessantes, como central multimídia e piloto automático. No dia a dia, o Sentra é um carro confortável e bom de dirigir. Versão S tem ar-condicionado manual e som mais simples Christian Castanho/Quatro Rodas Mas seu motor 16V de 140 cv, o segundo mais fraco dos oito pareados, fica devendo desempenho melhor. Ele acelerou de 0 a 100 km/h em 12 segundos a segunda pior marca do comparativo. Também não esteve entre os melhores no consumo de combustível. Teste de pista com gasolina Aceleração de 0 a 100 km/h 12 s Aceleração de 0 a segundos/km/h 33,7 s/155,6 Velocidade máxima 186 km/h Retomada de 40 a 80 km/h em D 5,3 s Retomada de 60 a 100 km/h em D 6,9 s Retomada de 80 a 120 km/h em D 9,3 s Frenagens de 60 / 80 / 120 km/h a 0 16 / 28,4 / 63,8 m Consumo urbano 10,1 km/l Consumo rodoviário 14,5 km/l Ruído PM/1° em máx. 43,4/75,3 dB Ruído a 80 km/h/120 km/h 60,8/66,5 dB Ficha técnica Preço R$ Motor flex, dianteiro, transversal 4 cilindros, 16V, DOHC, CVVT, cm³, 84 x 90,5 mm, 9,71, 140 cv a rpm, 20 mkgf a rpm Câmbio automático, CVT, dianteiro Suspensão McPherson diant., eixo de torção tras. Freios discos ventilados diant., sólidos tras. Direção elétrica, 3,4 voltas entre batentes; diâmetro de giro, 10,6 m Rodas e pneus 205/50 R17 Dimensões comprimento, 463,6 cm, largura, 176,1 cm; altura, 150,4; entre-eixos, 270 cm. Porta-malas, 503 l; tanque de combustível, 52 l; peso, kg; peso/potência, 9,5 kg/cv; peso/torque, 66,4 kg/mkgf Garantia/assistência 24h 3 anos/2 anoS Revisões três primeiras R$ Seguro R$ 2° – Ford Focus Fastback SE Focus tem de série rodas de liga leve; caimento da traseira rendeu a denominação fastback Christian Castanho/Quatro Rodas O Focus teve uma disputa muito parelha com o Jetta. O empate técnico só não ocorreu por pequenos detalhes que pesaram contra o Ford. Do ponto de vista do estilo, ele não dá sinais de cansaço, ao contrário do Lancer e do 408. Apresentado em 2012, o Focus recebeu atualização em 2014 e mantém uma impressão agressiva. Ao volante, o Focus se destaca tecnicamente pelo motor flex com injeção direta e respeitáveis 178 cv de potência e a suspensão traseira multilink. Mas o câmbio automatizado Powershift de seis marchas já teve sua cota de reclamações no Brasil e no mundo, e perde em confiabilidade para o tradicional Tiptronic do Jetta. Entre os equipamentos, a versão SE R$ traz uma boa oferta vem com ESP, assistente de partidas em rampas, controle de torque em curvas, aviso de baixa pressão nos pneus, faróis de neblina, sensores crepuscular e de chuva, luzes diurnas e central multimídia. Tela da central na versão SE é de 4,2 polegadas, menor que a da foto Christian Castanho/Quatro Rodas O desempenho e o consumo de combustível estão entre os melhores do comparativo, assim como a dirigibilidade afiada, na medida para quem prioriza o prazer ao dirigir. E, no pós-venda, apesar de ter um custo de manutenção dos mais caros, perdendo apenas para o do 408 neste confronto, o Ford conta com três anos de garantia de fábrica e assistência 24h pelo mesmo período, o que só o Peugeot tem. Teste de pista com gasolina Aceleração de 0 a 100 km/h 10 s Aceleração de 0 a segundos/km/h 30,9 s/174,6 Velocidade máxima 206 km/h Retomada de 40 a 80 km/h em D 4,2 s Retomada de 60 a 100 km/h em D 5,2 s Retomada de 80 a 120 km/h em D 6,7 s Frenagens de 60 / 80 / 120 km/h a 0 15,9 / 27,7 / 60 m Consumo urbano 10,1 km/l Consumo rodoviário 15,2 km/l Ruído PM/1° em máx. 37,1/71,3 dB Ruído a 80 km/h/120 km/h 60,4/67,5 dB Ficha técnica Preço R$ Motor flex, diant., transv. 4 cil., 16V, DOHC, injeção direta, cm³, 87,5 x 83,1 mm, 121, 178/175 cv a rpm, 22,5/21,1 mkgf a rpm Câmbio automatizado, dupla embreagem, 6 marchas, dianteiro Suspensão McPherson diant., multlink tras. Freios discos ventilados diant., sólidos tras. Direção elétrica, 2,6 voltas entre batentes; diâmetro de giro, 11 m Rodas e pneus 215/50 R17 Dimensões comprimento, 453,8 cm, largura, 182,3 cm; altura, 146,9; entre-eixos, 264,8 cm. Porta-malas, 421 l; tanque de comb., 55 l; peso, kg; peso/potência, 7,9/8 kg/cv; peso/torque, 62,2/66,3 kg/mkgf Garantia/assistência 24h 3 anos/3 anos Revisões três primeiras R$ Seguro R$ 1° – Volkswagen Jetta TSI Comfortline Jetta ganhou facelift em 2015, mas não perdeu o jeitão de “carro de frota” Christian Castanho/Quatro Rodas Apresentado em 2011, o Jetta ganhou um face-lift em 2015 e traz atributos do mesmo nível dos do Focus. Ele tem motor com turbocompressor e injeção direta, que gera 150 cv de potência e 25,5 mkgf o maior torque entre os sedãs aqui testados; câmbio automático de seis marchas e suspensão traseira multilink. O espaço interno do Jetta é maior para os passageiros no banco traseiro, assim como o porta-malas 510 litros, contra 421 no Focus. Em relação aos equipamentos, a paridade se repete. Mas a VW privilegiou a segurança, enquanto a Ford apostou no conforto. O Jetta não só tem central multimídia como conta com quatro airbags dois a mais que o rival e sensores de estacionamento dianteiro e traseiro ausentes no Focus. Controles de estabilidade e tração e retrovisores elétricos com repetidores de seta e aquecimento – para não embaçar – completam o pacote. Na pista de testes, o Jetta andou junto com o Focus, com o tempo de 10,3 segundos, na aceleração de 0 a 100 km/h, contra os 10 segundos cravados pelo Ford. As retomadas foram quase idênticas, e o consumo também ficou equilibrado – o Jetta bebe menos na cidade e mais na estrada. Ele é o único com quatro airbags, mas o ar digital não faz parte da versão Trendline Christian Castanho/Quatro Rodas No final, o VW leva o comparativo pelo conteúdo mais equilibrado e a melhor dirigibilidade, mas seu triunfo perde o brilho por conta de seu fraco pacote de pós-venda. A garantia de fábrica é de três anos, mas os serviços de assistência 24h dura apenas um ano. Além disso, o Jetta ao contrário de outros modelos VW não tem plano de revisões com preço fixo. E seu seguro, apesar de mais em conta que o do Focus, C4 e Cerato, não é dos mais baratos. A sétima geração do sedã chegará ao Brasil ainda este ano. Teste de pista com gasolina Aceleração de 0 a 100 km/h 10,3 s Aceleração de 0 a segundos/km/h 31,2 s/170,7 Velocidade máxima 206 km/h Retomada de 40 a 80 km/h em D 4,1 s Retomada de 60 a 100 km/h em D 5,6 s Retomada de 80 a 120 km/h em D 6,7 s Frenagens de 60 / 80 / 120 km/h a 0 15,7 / 26,4 / 58,2 m Consumo urbano 11,5 km/l Consumo rodoviário 14,7 km/l Ruído PM/1° em máx. 42,9/65,8 dB Ruído a 80 km/h/120 km/h 63,7/67,9 dB Ficha técnica Preço R$ Motor gasolina, diant., transv. 4 cil., 16V, DOHC, injeção direta, turbocompressor, cm³, 74,5 x 80 mm, 101, 150 cv a rpm, 25,5 mkgf a rpm Câmbio automático, 6 marchas, dianteiro Suspensão McPherson diant., multlink tras. Freios discos ventilados diant., sólidos tras. Direção elétrica, 3 voltas entre batentes; diâmetro de giro, 11,1 m Rodas e pneus 225/45 R17 Dimensões comprimento, 465,9 cm, largura, 177,8 cm; altura, 147,3; entre-eixos, 265,1 cm. Porta-malas, 510 l; tanque de comb., 55 l; peso, kg; peso/potência, 8,7 kg/cv; peso/torque, 50,9 kg/mkgf Garantia/assistência 24h 3 anos/1 ano Seguro R$ Veredicto Com preços mais em conta que Corolla, Civic e Cruze, o segundo pelotão dos sedãs tem opções atraentes. O Cerato é o mais barato e ainda vem bem equipado. Para quem quer desempenho, C4 e 408 são boas indicações. Já o diferencial do Elantra está no pós-venda, embora os menores custos de propriedade sejam os do Sentra. Focus e Jetta apresentam os melhores conjuntos, mas o Jetta sai campeão por ter uma lista de equipamentos superior, além de ser o mais agradável de dirigir, apesar do preço. Continua após a publicidade Nissan Sentra ou Kia Cerato – Qual é o melhor para comprar? Ola leitores do Carro e Carros, Hoje vamos fazer um comparativo e você vai saber qual o melhor sedan, Nissan Sentra ou Kia Cerato. Iremos comparar os itens mais pedidos pelos leitores e você vai poder um noção de qual é o melhor disponível no momento. Nissan Sentra ou Kia Cerato – Qual o melhor para comprar? Os modelos escolhidos para o comparativo foram, Nissan Sentra Unique CVT e Cerato ambos com câmbios automáticos. Não deixe de ler os posts que fizemos de cada modelo, Novo Sentra 2016 e Kia Cerato 2016. Vale a pena conferir! O carro da Kia têm um design mais moderno e vem com 5 anos de garantia. Já o da Nissan merece respeito, além de ser japonês que é sinônimo de qualidade, já ganhou 4 prêmios importantes de melhor compra em – Categoria de R$ A – Finalista Prêmio AutoEsporte 2010; – Categoria de usados categoria sedans acima de R$ 35 MIL 2° Lugar Quatro Rodas 2012 – Categoria R$ 40 MIL A R$ 50 MIL 3° Lugar Quatro Rodas 2012 – Categoria R$ A 3° Lugar Quatro Rodas 2010 Então não podemos negar que o carro merece, respeito. Mas vamos aos números Preço Sentra R$ Cerato R$ O Sentra é R$ mais carro. Mas vamos avaliar os demais itens. Potência e Torque Sentra 140 cv – 20 kgfm Cerato 122 cv – 16 kgfm O Sentra possui quase 20 cavalos a mais de potência e 4 kgfm de torque. Fatores que influenciam diretamente no desempenho como você pode ver abaixo. Velocidade máxima e 0 a 100 km/h Sentra 186 km/h – 10,1 segundos Cerato 180 km/h – 13,5 segundos Consumo c/ Gasolina Sentra 10,2 km/l na cidade e 12,9 km/l na estrada Cerato 9,5 km/l na cidade e 12,4 km/l na estrada No quesito consumo o carro da Nissan também sai na frente. Porta Malas Sentra 503 litros Cerato 421 litros E para fechar com chave de ouro para o Sentra o porta malas, com 80 litros de capacidade a mais. Interior Confira abaixo a imagem do interior do Sentra. Agora confira abaixo a foto por dentro do Cerato. Nissan Sentra ou Kia Cerato – Custo Benefício Bem de uma forma geral, mesmo o Sentra sendo carro bem mais caro ele têm o melhor custo benefício. O interior do carro da Kia é bem mais moderno, mas gosto é gosto. Espero que tenham gostado do comparativo e até a próxima. Na sua opinião qual é o melhor sedã? Deixe seu ponto de vista. Qual lhe agrada mais? Qual você compraria? Um grande abraço. Gone are the days when large sedans filled many driveways around the not too distant past large sedans filled plenty of driveways around Australia. The likes of the Holden Kingswood and Commodore, Ford Falcon and Mitsubishi Magna were family favourites and sold in big numbers. But the world is now a different place. Families are flocking to SUVs large and small and small cars are now at the top of the sales charts. Downsizing and small cars that have grown in size and stature means we’re more likely than ever to opt for a four-cylinder as the family hauler. But what if you prefer your car with a boot? You’re well catered with the current generation of small cars. We’ve assembled seven of the best small sedans under $30,000 to find out which is the leader of the pack. While we’ve narrowed it to seven there are no shortage of small sedans options for buyers to choose from, including the Nissan Pulsar, Honda Civic, Mitsubishi Lancer and Renault Fluence, to name a few. Our group is headed by the new Toyota Corolla and Mazda3, the two cars fighting it out for the title of Australia’s top selling vehicle. They are joined by the locally-made Holden Cruze, the Hyundai Elantra, Kia Cerato, Subaru Impreza and Drive’s reigning Small Car of the Year in hatch form, at least, the Ford Focus. Subaru Impreza It doesn’t sell in as big a numbers as its prime rivals but the Impreza still has plenty of followers. There’s loads of standard equipment on the we tested, including a 16-inch alloy wheels, reversing camera, dual-zone air-conditioning, Bluetooth and cloth trim. A touchscreen also displays the satellite navigation. The value looks even better when you factor in the Impreza is the third cheapest model here at $25,300, plus on-road and dealer costs and includes metallic paint in the cost giving you six colours to choose from. But scratch the surfaces and negatives emerge; while it is generously equipped Subaru is the only brand here that doesn’t offer capped pricing servicing, for example. According to the figures supplied by Subaru Australia it will be the most expensive to service and by a significant margin more than $700 over three years or 60,000km. On the road the Impreza doesn’t immediately impress either. The new four-cylinder engine looks good on paper 110kW/196Nm but in our acceleration test the Impreza was the slowest 0-100km/h in seconds and made a lot of noise doing it thanks to its CVT automatic transmission. And its fuel economy ends up in the middle of the pack, claimed at per 100km. Being the only four-wheel-drive model doesn’t really offer an advantage on a dry road, but may give more confidence on a wet road or if heading to the ski fields. The ride is softly sprung, settling well over larger bumps but less fond of smaller bumpers and poor quality roads, jittering uncomfortably. Inside the Impreza does the basics well but doesn’t offer much in the way of style. The dash is functional, everything is easy to reach and use and there is good small item storage, but the design is dominated by dark plastics that look and feel built to a budget. The seats are flat, firm and a little lacking in support, but space for both front and rear passengers is good. Putting aside the transmission tunnel that eats into rear legroom in the centre seat, the outer rear passengers have plenty of legroom. Another positive for the Impreza is the boot, which at 460-litres, is the fourth biggest in this group, with a spacesaver spare hidden under the floor. Subaru Impreza pricing and specifications Price $25,300 plus on-roads Engine four-cylinder petrol Power 110kW at 6200rpm Torque 196Nm at 4200rpm Transmission CVT Fuel use Safety Seven airbags, 5-star ANCAP crash rating Boot size 460L Warranty Three years/unlimited Capped price servicing Not available Service intervals Six months/12,500km Cost of 3 years servicing $ Holden Cruze SRi-V Our test coincided with Holden’s decision to drop the SRi-V and replace it with the SRi Z-Series. The differences between the two are limited to a different style 18-inch alloy wheel, alloy pedal covers, sill plates and badging. At $28,690 the flagship of the Cruze range is the most expensive here, but it partially makes up for it with a long list of equipment, including big ticket items such as partial leather seats, satellite-navigation and keyless entry and start. There’s also a reversing camera and rear sensors, and a seven-inch colour touchscreen incorporating Holden’s MyLink that allows you to run selected smartphone apps Siri, Pandora and Stitcher to name a few. However, there are only two non-premium paint colours to choose from white and red with the other six an additional $568. The good news keeps coming under the bonnet with the only turbocharged engine among the group. The unit has the most power and torque 132kW/230Nm and helped the Cruze top our acceleration test to 100km/h, posting a time of seconds. The downside of all that performance is the highest fuel use and a reliance on more expensive premium unleaded. The six-speed automatic is a smooth unit and does a good job picking or holding the right gear for the occasion. The SRi-V gets a different, sportier, suspension set-up than the rest of the Cruze range. That translates to a firmer ride that can jar over bumps at times. And while it does help the Cruze feel agile in the corners the tyres lack grip when pushed and the steering is too light and lacking in feel for the Cruze to be considered sporty’. Inside the Cruze is a disappointment though. Despite all the equipment the materials used feel cheap, particularly on the seats; it’s hard, shiny and doesn’t look or feel like leather. The seats themselves are firm and lack support, both front and rear. Space is also tight front and rear with limited legroom for backseat passengers, especially adults. The boot is 445-litres, which makes it the third smallest here, despite Holden opting to offer a sealant kit and air compressor instead of a spare tyre. Holden Cruze SRi-V pricing and specifications Price $28,690 plus on-roads Engine four-cylinder turbo petrol Power 132kW at 5500rpm Torque 230Nm at 2200rpm Transmission 6-speed automatic Fuel use Safety Six airbags, 5-star ANCAP crash rating Boot size 445L Warranty Three years/100,00km Capped price servicing 3 years/60,000km Service intervals 15,000km Cost of 3 years servicing $740* Ford Focus Trend Our reigning Drive Car of the Year Small Car champion has a lot of pressure riding on it. But there have been some big arrivals since then, most notably the new Mazda3 and Toyota Corolla sedan. The Focus is beginning to show its age, at least on the value front. It is the only car without a reversing camera and misses out on navigation. On the plus side it is the cheapest on test, at $24,590. However, like the Cruze you can only pick white or red without paying an additional $385 for the four metallic paint colours. It does get 16-inch alloys, rear parking sensors, Bluetooth and Ford’s Sync infotainment system that allows for voice-activated phone calls and music playback. But despite that high-tech system the Focus gets the smallest display screen and it isn’t a touchscreen. The clusters of buttons also clutter the dash, which is beginning to date. On the plus side the front seat passengers get comfortable and supportive seats. But those in the back aren’t so lucky; space is tight with limited head and legroom. And at 421-litres the boot is the second smallest here even with a space-saver spare, which is another black mark in terms of practicality. Where the Focus excels, though, is on the road. The engine remains one of the best in class with plenty of pulling power 125kW/202Nm. Paired with the six-speed dual-clutch auto the Focus is responsive is all conditions when you push the accelerator. It recorded the third fastest 0-100km/h time of seconds. And despite this performance it uses just – equal second best with the Corolla. The ride is also the best of this bunch, offering a great balance between comfort and responsive handling. It stays composed over rougher roads but also offers a sporty, agile driving experience when you push on. The steering is another highlight, being nicely weighted for both urban and open road driving and it offers plenty of feedback to the driver. Ford Focus Trend pricing and specifications Price $24,590 plus on-roads Engine four-cylinder petrol Power 125kW at 6600rpm Torque 202Nmat 4450rpm Transmission 6-speed dual-clutch auto Fuel use Safety Six airbags, 5-star ANCAP crash rating Boot size 421L Warranty Three years/100,00km Capped price servicing 7 years/135,000km Service intervals 15,000km Cost of 3 years servicing $1005* Kia Cerato Si Kia has been making big strides in terms of build quality, design and driving dynamics in recent years. At $25,990 the Cerato Si offers good value with 16-inch alloys, reversing camera, rear parking sensors, keyless entry and ignition, Bluetooth and a colour touchscreen. Metallic paint, however, is a $520 option, and there are only two non-metallic colours white and blue, and a further eight metallic hues to pick from. Another big plus for the Cerato is a five-year, unlimited kilometre warranty. Kia has an advantage over its Korean cousin under the bonnet because the Cerato uses a engine while the Hyundai makes do with an older unit. While the can be a bit noisy at times it delivers on performance 129kW/209Nm, setting the second fastest time in our acceleration test secs. But it is also the second thirstiest here with a claimed average fuel use of The six-speed auto isn’t quite as intuitive as some but does shift smoothly and makes the most of the engine’s performance. The Cerato backs it up with good road manners and engaging dynamics. The Cerato is one of the most comfortable cars to ride in this group, soaking up both the big bumpers and smaller, repeated imperfections with the same ease. Both Korean cars offer an adjustable steering system - FlexSteer - that allows you to alter the weighting when you turn the wheel. You can choose between Normal, Comfort and Sport modes but while all offer noticeable change Comfort is very light, Sport feels artificially heavy it is more of a gimmick than any major transformation of the car. Where the Cerato really excels is in interior attention-to-detail. Although there are some hard plastics it is compensated by the use of other materials and textures. Not only is the design nice to look at is also well thought out. For example, there is a lidded storage area in front of the gearshift, which has the USB and auxiliary inputs, so if you plug in your iPod you can cover it up and leave it out of sight. It may sound small but it’s those little details that make living with a car easy day-to-day. The seats are comfortable and supportive front and rear. Back seat space offers good headroom but legroom is only average in this group. The boot though is the second largest here and includes a full-size spare underneath the floor. Kia Cerato Si pricing and specifications Price $25,990 plus on-roads Engine four-cylinder petrol Power 129kW at 6500rpm Torque 209Nm at 4700rpm Transmission 6-speed automatic Fuel use Safety Six airbags, 5-star ANCAP crash rating Boot size 482L VDA Warranty Five years/unlimited Capped price servicing 5 years/75,000km Service intervals 15,000km/12 months Cost of 3 years servicing $909* Hyundai Elantra Elite The Elantra shares plenty of componentry as the Cerato beneath the skin, including its basic platform and suspension geometry. But the engine 110kW/178Nm is only average, so performance isn’t as sharp; for our 0-100km/h test it took seconds. It lacks the same punch when you plant your right foot and its fuel use is only better fuel use is claimed at One similarity the two Korean engines do share is the amount of noise under acceleration, something that detracts from the ambience. In line with the history of the brand the Elantra shines in value. At $26,840 it isn’t the cheapest here and if you want any colour other than white you need to add $495 but comes loaded with gear, including satellite navigation. It runs through a larger seven-inch colour touchscreen and also includes 16-inch alloys, keyless entry and ignition, reversing camera, rear sensors and Bluetooth. It also gets automatic headlights and wipers. The Hyundai is also covered by a five year, unlimited kilometre warranty. Recent tweaks to the suspension as part of a model update improve the Elantra noticeably. It is still a comfortable car although sometimes the suspension doesn’t settle as quickly over larger bumps at higher speeds. It has the same FlexSteer steering as the Cerato but, like the Kia, it is best to ignore it and leave it in Normal mode. The interior is a similar story to the Cerato though, with a nice design and thoughtfulness - including a similar covered storage area for an iPod/music player. The front seats are comfortable and supportive and the rear has the same space as the Cerato. But one small, but significant, difference to the Kia is the lack of rear air-con vents in the Hyundai. Hyundai claims the biggest boot in this test, but only by a small margin three litres over the Kia, and it also hides a full-size spare underneath the floor. Hyundai Elantra Elite pricing and specifications Price $26,790 plus on-roads Engine four-cylinder petrol Power 110kW at 6500rpm Torque 178Nm at 4700rpm Transmission 6-speed automatic Fuel use Safety Six airbags, 5-star ANCAP crash rating Boot size 485L VDA Warranty Five years/unlimited Capped price servicing 3 years/45,000km Service intervals 15,000km/12 months Cost of 3 years of servicing $657* Toyota Corolla SX That the Corolla managed to snare the title of best-selling car in 2013 with an old generation sedan is testament to the popularity of one of the most recognised nameplates on the road. Early this year Japanese brand’s new sedan has arrived with the promise of more “appeal to the heart” rather than just the head, which is code for “this one isn’t as bland as the last one”. Toyota took the opportunity to fit more equipment to the sedan and price it above its otherwise identically-named hatchback sibling. That’s despite the sedan being produced in Thailand, with which Australia has a free trade agreement, something that suggested it should be cheaper than the hatch, which is produced in Japan. But that doesn’t mean the Corolla doesn’t appeal to your hip pocket. At $25,240 it’s relatively affordable in this company and gets 16-inch alloys, a reversing camera, front and rear parking sensors, keyless entry and ignition, Bluetooth and a touchscreen. But if you don’t want a white Corolla you can add another $465 to the price. The engine is the least powerful in this group 103kW/173Nm but it is helped by its CVT continuously variable transmission, which supplies an infinite number of ratios and can better match the engine with what the driver is trying to achieve. The CVT can be noisy under hard acceleration but is quieter at lower engine speeds and shifts smoothly when cruising around town. And it helps the Corolla use Despite having less power it still managed to out-perform the Elantra and Impreza under acceleration, recoding a second 0-100km/h time. Toyota’s attempts to make the Corolla more engaging car to drive have had mixed results. While it unquestionably sportier than the model it replaces it does not set the benchmark in this category. The steering is direct but lacks feedback to the driver and the ride remains biased towards comfort rather than dynamics. But the latter is no bad thing, because it means the Corolla is a pleasant car to drive in most conditions, a fact further helped by its good suppression of road noise. The Corolla’s interior is also a departure from Toyotas of old. The very vertical dashboard is dominated by a sometimes fiddly touchscreen, and while the design won’t be to everyone’s taste there is no arguing it makes good use of the space. There is good small item storage and the front passenger gets good legroom. But the biggest advantage is in the back where rear-seat passengers get the most accommodation of this group; the legroom is class-leading, and by some margin. The boot is the third largest too and has a full-size spare underneath which makes the Corolla the most practical choice in this test. Toyota Corolla SX pricing and specifications Price $25,240 plus on-roads Engine four-cylinder petrol Power 103kW at 6400rpm Torque 173Nm at 4000rpm Transmission CVT Fuel use Safety Seven airbags, 5-star ANCAP crash rating Boot size 470L VDA Warranty Three years/100,00km Capped price servicing 3 years/60,000km Service intervals 10,000km/6 months Cost of 3 years servicing $780* Mazda3 Touring Will the arrival of the new sedan help the Mazda3 reclaim its title of Australia’s most popular car? And, more importantly, does it deserve to be so popular? The Touring specification 3 tested here is a $27,490 proposition but it is very well equipped. Standard gear includes 16-inch alloys, a reversing camera but no sensors, keyless ignition but not entry, auto headlights and wipers, dual-zone air-conditioning, Bluetooth, partial leather seats and navigation. The 3 also gets a seven-inch touchscreen and smartphone integration of apps including Pandora, Stitcher and Aha. Metallic paint is included in the 3’s price too, with the exception of Soul Red, which adds $200. The Mazda is the only car available with an optional safety package that includes technology previously unseen at this end of the market. For an extra $1500 the Safety Pack adds blind spot monitoring, rear cross traffic alert that can detect objects behind the car when reversing and smart city brake that can autonomously stop the car if it detects an impending forward collision up to 30km/h. The quality of the materials and finish of the 3’s interior is a step – or two - above others in this class, with the exception of the hatch-only Volkswagen Golf. The 3’s cabin has an utterly modern design to it, with simple, clean lines that makes it feel a class bigger. The dials and graphics have a modern and classy look and the infotainment screen is mounted on top of the dash which makes it look like a tablet. The seats are also supportive and all controls fall to hand, but it is a bit light on for small item storage. The biggest blot on the 3’s copybook in this test though is rear seat space. Compared to the Corolla, Elantra and Cerato the 3’s rear space is modest; headroom is average and legroom is tight for taller adults. The boot is also the least spacious here, but hardly small and with a decent opening is still useful enough. But, like the Ford and Subaru, the 3 only comes with a temporary spare tyre. Although the engine’s performance is only mid-pack 114kW/200Nm and seconds 0-100km/h, its fuel economy is class-leading, and by some margin – That’s helped with its auto stop-start function that automatically shuts down the engine when stationary. The gearbox shifts smoothly and does a good job of making the best of the engine’s torque around town. On the open road it is quickly into taller gear for better fuel economy and can be slow to react when you want a rush of acceleration. The 3 is one of the better cars to drive with good cornering grip and responsive steering. The downside though is the suspension feels firm and can crash over large bumps. And while Mazda has made improvements to a perennial Mazda3 bugbear – tyre roar at speed – it’s still towards the bottom of the class. Mazda3 Touring pricing and specifications Price $27,490 plus on-roads Engine four-cylinder petrol Power 114kW at 6000rpm Torque 200Nm at 4000rpm Transmission 6-speed automatic Fuel use Safety Six airbags, 5-star ANCAP crash rating Boot size 408L VDA Warranty Three years/unlimited Capped price servicing Up to 160,000km Service intervals 10,000km/12 months Cost of 3 years servicing $1351* Verdict Spending a week in some of the best small cars on the market is a reminder of just how far the category has come. Decent equipment levels and good driving manners typify one of the market’s most competitive segments. But delving into the details shows up the excellent, the great and the just plain good. In the latter category falls the Impreza. Its modest performance, average ride and lack of capped price servicing relegate towards the bottom of our admittedly strong competition. Next up is the Holden, which may be well equipped but lacks the interior ambience of some rivals. The engine may be punchy but it’s thirsty and calls for premium unleaded. Ford’s Focus is an indication of how far – and how quickly – the small car segment can shift. While it’s one of the best small cars to drive it’s now losing out on value. The Elantra dishes up some serious value and presents it in a decent driving package, but it’s let down by its engine. The Cerato also packs plenty in for the dollars and teams it with a willing engine, but it’s not as polished when it comes to on-road abilities. That that leaves the Corolla and Mazda3, which is perhaps unsurprising given these two dominate the sales charts. The Corolla is the choice if space and practicality are your priorities. But at the top of our small car tree is the Mazda3. It may not be the cheapest around but it brings an impressive level of gear, great driving dynamics and an impressively frugal engine. It’s a small car that is big on quality. *Based on data obtained from car company websites. Prices are correct at time of publication. Based on average of 15,000km travelled per year. **Based on data supplied by Subaru Australia.

kia cerato vs ford focus