2010 KIA Cerato

AN UNLIMITED FIVE-YEAR warranty is, at the least, a sign of confidence. Kia's advertised faith in the robustness of its model line-up is either well-founded, or marketing bravado. If the latter, there may be some hefty warranty claims ahead for the ‘second Korean’.

Let's face it: Australian conditions can be tough on cars. And some Australian drivers were born without the mechanical sympathy gene. More than a few of those Kias will have to withstand five years of hard labour before the warranty expires.
So, faced with a 2010 Kia Cerato SLi manual long-term test car, we were interested in finding out how well it would cope with three months of solid graft – the kind of off-hand treatment a family might subject it to.

In all, we covered more than 10,000 kilometres in ‘our’ metallic grey Cerato; most of them running back and forth to the farm loaded up with dogs, ice-creams, power tools, paint tins, chainsaw, oil-drum, potting mix and assorted family ballast.

Add a daily section of road with teeth-rattling corrugations, plus a long gravel drive, and we've got a 'real world' long term test – one, you’d reckon, that would hunt out any weaknesses sitting just below the skin.
We also stretched its legs a few times over our preferred 'test track' (... er, responsibly bro...) to put the little Cerato's dynamic capabilities under the microscope.

So, how did it go? After three relatively unkind months you'd expect a few rough edges emerging in the inexpensive Korean wouldn't you – you know, squeaking plastics, some scratches, a few rattles, perhaps something breaking or a knock coming from below?

Well, no, nothing. Aside from a cracked windscreen and a few doggy nose-prints on the back windows, the robust little Cerato bore no battle scars.

Mechanically, and in the interior, it remained as tight as a drum. In fact, a quick wash and interior detail on the run back to Kia, and the Cerato looked no worse for its three months of wear.

Importantly, it was still an enjoyable drive.

Kia has something special with the Cerato. Dynamically, and for style, there is a chasm between this generation and the older model. This car, of any model in Kia's line-up, is the one that will break the ice for the brand in Australia.

If it is ever going to put any pressure on the established brands, Kia is going to have to grab increasing numbers of younger buyers and small families. And that's where the Cerato comes in.

Now, sure, the Cerato is far from perfect. There are some surprising things that Kia has got almost completely wrong (that could so easily have been engineered right).

But for inexpensive family transport in a quite stylish package, one that does most things pretty well - and is built like a vault - the Cerato takes some tossing.
So, in the more heavily-featured SLi model, what do you get for your $25,990 recommended drive-away price besides a well-built and family-friendly small four-door?

From any angle, you get a nicely-styled small car.

The Cerato attracts more than a fair share of positive comment for its balanced purposeful lines. Some think it is Honda-esque, with echoes of the Accord Euro,

Whatever… the Cerato's edgy frontal treatment, sculptured front guards and blistered wheel-arches all look pretty damn good.

To these eyes, for style, it's a cut above any other Korean car we've seen in this market. We had the range-topping SLi model with the five-speed manual box. (The auto is $2k pricier but otherwise identical.)

Like the Koup, the Cerato offers a lot for its relatively modest price. There are good drive-away deals for the manual SLi at the moment. We could find dealers prepared to shake at $24,190 drive-away.

The standard S version with the same willing 2.0 litre VVT engine offers even better value. You’ll find it as low as $18,990 drive-away for ’09-plated cars.

At those prices, each represents good buying and a good saving over the recommended RRP.

Most importantly for value-conscious buyers, the Cerato won't shake itself to bits over the first stretch of corrugations. It's a solid little unit; at the wheel it feels very robust – like it's built like a brick.

With this long-term review, we won't dwell on the styling, interior or mechanical package. Each has been well-covered in earlier TMR reviews (Kia Cerato SLi Road Test Review).

Suffice to say, for exterior and interior style, the Cerato is one of the sharper-looking cars in its segment.
In 'the round', there is a balance and assuredness to its lines that suggest it will not quickly date. To these eyes, it more than holds its own against competitors like the Corolla, Civic, Hyundai i30 and – some might disagree here – the Mazda3.

In fact, inside and out there is a lot to commend in the well thought-out Cerato. It's not at the head of the segment, but it's not bringing up the rear either.

The graphite metal highlights on the doors and dash are a nice touch, instruments are clear and legible, and, in the SLi, the multifunction leather-bound steering wheel with cruise and audio controls feels 'right'.

Family buyers will also be pleased to discover that the interior fabrics would appear quite hard-wearing. They are also, as we found, easily cleaned.

More to the same point, the interior plastics aren't bad either: there were no scratches from little paws after a number of trips with two terrier dogs in the back seat.

There is plenty on offer under the bonnet as well. The Cerato's 2.0 litre four-cylinder petrol engine develops a healthy 115kW and 194Nm, giving it, on paper at least, class-leading bragging rights.

On the road those figures don't work quite so well. The less-powerful Mazda3 (108kW and 182Nm) feels more eager and agile.

That said, the Cerato is no slouch. Provided you've tucked a few revs into its skirt, it can be hustled along pretty vigorously.

With a lazy fifth (for improved highway fuel consumption), you need to drop things back a cog or two if you need to overtake quickly, or if faced with a long incline.

But slot it back and it will pull strongly above 4000rpm.

It also makes the right noises, rising to an edgy rasp when stretching things out and only getting a little thrashy right at the top of the rev-band.

So, no complaints with the engine: good unit. There are also no complaints with the feel of the manual shift.

It's very good: the gate is precise, the shift ‘centres’ nicely between third and fourth, and the throw of the well-weighted lever is short and accurate. (Only the ham-fisted could miss a cog.)

But the ratios – my God they're awful. Worse than that, first and second gear ratios are simply completely wrong.

First is way too low to be of any use. Combined with a light clutch pedal with simply no feel (although a little improved after a mid-term update to the range), and it is almost impossible to get away from the line smoothly. And if you're in a rush, prepare for some awkward moments of lurching and over-revving.

The only way to get away cleanly and quickly is to load up the revs, slip the clutch like mad in first for a second or two, then grab second.

But that helps things only marginally. Second is also too low. And no matter how many revs you've got on board there is a moment of hesitation (like a momentary 'bogging down') before it gets back on the nail.

Into third - with a full 1600rpm gap between it and second - and it again bogs down momentarily.

Into fourth and fifth, blessed relief, things are fine. It remains absolutely mystifying though, that in building a car that has so many things right, Kia can have got the gear ratios so arse-about.

It's not a deal breaker but it can be pretty darn annoying. I will choose a manual over an auto every time, except perhaps in the Cerato.

On the road, when pushing things, there is a happier tale to tell. The Cerato is reasonably well-composed, even over rougher tarmac. The suspension leans to comfort: it’s set up for initial compliance, and is free from jarring over all but the very worst surfaces.

If really on the hammer through, mid-corner bumps can occasionally catch the back out – it can give a little unexpected skip sideways which, although easily managed, will quickly concentrate the mind.

NVH is surprisingly and commendably good. We expected something a little more ‘raw’ and certainly less-refined than the Cerato proved to be. There is little wind noise, and, even on coarser tarmac, the Cerato is pretty quiet.

Again, it’s not the best in the segment, but it is better than average and very easy to live with on a longer drive.

For inexpensive motoring, the Cerato feels far from cheap. It offers genuine value in a robust and well put-together package.

It’s not without a couple of important dynamic flaws, but three months of hard graft and we couldn’t belt a rattle out of it.

More to the point, it grew on us more as the weeks at the wheel wore on. If you’re in the market for a small car (that offers mid-size interior space), one that can handle the rigours of the family and feels at home on Aussie roads, the Cerato is worth a very close look.

If there was any doubt, like Hyundai with the i30, the Cerato is proof that Kia has arrived.

With the diesel engine from the Soul under its shapely bonnet, it would really shake up the segment. Perhaps you might ask Kia what their plans are for a diesel version.

Audi A7

Is there such a thing as too much choice? Audi clearly doesn’t think so. The German firm’s range already consists of 20 different body styles, and now there’s a new one to choose from – the new, Mercedes CLS-rivalling A7 Sportback.

There can be no denying the A7 is striking. In fact it’s arguably Audi’s most beautiful car after the R8. Inside, the A7 is just as stunning. The dash, with its wraparound effect, the cool-looking instruments and the layout of all the buttons are all incredibly well executed.

The A7 impresses in the back too. While it’s a strict four-seater most adults will find it no less comfy than an A8. There’s enough space to stretch your legs out, and despite that sloping roofline, only those well over six foot will find head room a squeeze.

As for practicality, the boot is quite shallow but it does goes back a long way which means there’s about the same overall volume as the current A6. However, that hatchback tailgate means the space is more useable. Plus you can always fold the rear seats down to increase capacity from 535- to 1,360-litres.

On the road, the A7 is very good to drive. The car is based on an entirely new platform, which incidentally will underpin the next A6, that uses 20 per cent aluminum to help keep weight down. However, tipping the scales at around 1,700kg, the A7 is certainly no waif.

Despite its size it handles very well with almost unshakable poise. Our test car was fitted with the optional air suspension, which constantly adjusts to deliver the best balance of handling and comfort, and Audi’s famed quattro all-wheel-drive which gives seemingly endless grip. Barely any noise enters the cabin at any speed, allowing you to waft along in a cocoon of tranquillity.

The A7 will be available with a choice of two petrol and two diesel engines when it hits UK roads early next year. We drove the 242bhp 3.0-litre TDI. It comes with the latest version of Audi’s dual-clutch seven-speed S tronic paddle-shift gearbox as standard and betters the equivalent Mercedes CLS and BMW 5 GT model for performance, economy and emissions.

But whichever version of the A7 you go for, you’ll be able to personalize it with an almost infinite array of options, including internet access and a satellite navigation system that now uses Google Maps and is linked to some of the car’s key controls so that it can do things like automatically dip the headlight beam when it recognizes that you are about to drive into a town.

A word of warning though, if you were to select every conceivable extra, you could bump up the cost of the A7 Sportback to £94,020!

The A7 isn’t perfect. The electronic tailgate is more of a hindrance than a help, the fuel-saving stop-start system cuts the ignition entirely if you stay still for too long, which can be annoying, and the electric power steering lacks feedback. But all these are minor complaints as overall the A7 is a very impressive car.

2011 Chevrolet Silverado

The 2011 Chevrolet Silverado 1500 ranks 2 out of 7 Full Size Pickup Trucks. This ranking is based on our analysis of 66 published reviews and test drives of the Chevrolet Silverado 1500, and our analysis of reliability and safety data.

Even though competitors offer more innovative interior features and storage solutions, the 2011 Chevrolet Silverado continues to impress reviewers with its combination of practicality and livability.

The Ford F-150 and Dodge Ram are the main competition for the Silverado. Though they were both recently redesigned, car reviewers say the Silverado still has what it takes to compete with them. Car and Driver says the Silverado (and its corporate cousin, the GMC Sierra) "continue to be a class act in this highly competitive arena," because they " still offer outstanding engine choices and features galore."

While the Silverado hangs on as a class leader, the Ford and Dodge trucks offer some features the Chevy just doesn't have. The F-150 offers features like Ford's SYNC infotainment system and its Work Solutions system, which reviewers think could be a big help if you plan on using the Silverado for business. The Dodge not only offers available in-cabin storage cubbies, but also storage bins built into the truck bed. The Ram also has a coil-over suspension that some reviewers say provides the smoothest ride in the class. Making the buying decision even tougher is the fact that all three trucks have starting prices within about $1,000 of each other.

In the competitive full-size truck class, deciding which truck is right for you is tough, but according to reviewers, so is the Silverado. The Silverado offers a staggering number of engines, trim levels, bed lengths, suspension configurations and other options. Most reviewers say that if it's a truck -- not bells and whistles -- you want, the Silverado makes a great choice.

The 2011 Chevrolet Silverado was named this year's Best Full Size Truck for the Money by U.S. News and World Report and TrueCar.com.
Other Trucks to Consider

If you're shopping for a full-size pickup truck, you should also consider the Silverado's platform-mate, the GMC Sierra, which offers similar capability and pricing as the Silverado, but slightly different styling. Take a look at the Dodge Ram and Ford F-150 for all the latest technology in the truck class -- but after checking them out, you might find the Silverado's classic truck capability outweighs the newest contraptions.
Details: Chevrolet Silverado 1500

With so many configurations available, it's easy to customize the Silverado to your needs. The Silverado 1500 is available with two-wheel or four-wheel drive; with a short, standard or long bed; with a regular, crew or extended cab, and in Work Truck, LT and LTZ trims. Reviewers enjoyed the Silverado's capabilities and comfort regardless of which combination of the award-winning truck they drove. Buyers should appreciate the Silverado's gas mileage, which is among the best in the class. Check out this month's Best Chevrolet Deals to see what incentives are available on the Silverado.

2011 Chevrolet Malibu

The 2011 Chevrolet Malibu ranks 6 out of 18 Affordable Midsize Cars. This ranking is based on our analysis of 72 published reviews and test drives of the Chevrolet Malibu, and our analysis of reliability and safety data.

Though the Chevrolet Malibu is an excellent family car, it competes in a competitive class. By doing some comparison shopping, you may find an even better car that costs less.

When the current generation of the Chevrolet Malibu debuted, it leaped to the font of the class for its pleasing performance, good looks and stylish cabin. At the time, Edmunds said the Malibu “boasts a level of refinement and overall competence that puts it head and shoulders above its past generations and on par with other top midsize family sedans.” While the 2011 Malibu is still a smart choice for a midsize sedan, the competition has had time to catch up.

Among affordable midsize sedans, the Chevrolet Malibu stands out for its two-tone interior design, which has a touch more personality than others in the class, but the Malibu's interior materials aren't quite up to what the class leaders have. And while the Malibu used to be an anomaly for offering an efficient four-cylinder engine on its top-of-the-line trims, now many other cars offer the same thing -- so buyers who don't want to sacrifice luxury for fuel economy have options other than the Malibu.
Other Cars to Consider

The midsize car class no longer exclusively belongs to imports. If you're looking at the Malibu, be sure to also check out the Ford Fusion. It offers similar quality, high-tech entertainment options the Malibu doesn't match, is a bit more entertaining to drive and starts at about $2,000 less than the Malibu does. Those attracted to the Malibu for its fuel economy might also want to look at the 2011 Hyundai Sonata. The Hyundai has unusual styling, but the highest highway fuel economy rating among non-hybrid midsize cars, with a longer warranty than the Chevy.
Chevy Malibu: The Details

The 2011 Malibu is available in four trim levels, with a choice of two engines and a standard six-speed automatic transmission. The 2011 Chevrolet Malibu is nearly identical to the 2010 model. If there are still 2010 model year Malibu’s on your dealer's lot, you may be able to save some money by opting for the earlier model. Be sure to check for current Chevy deals that may be available on a new Malibu. The Malibu is slated for a redesign in 2012 for the 2013 model year.

2011 Chevy Tahoe

The world has fewer full-size sport-utility vehicles these days--maybe a good thing--but one of the diehard survivors will be the Chevrolet Tahoe. Spun from the same running gear as GM's full-size pickup trucks and other big utes like the Cadillac Escalade, the Tahoe is the less lengthy companion to the likes of the Chevy Suburban. It's pitched as the traditionally strong performer in a crowd including the gas-powered utes like the Ford Expedition, Toyota Sequoia, and Nissan Armada. As a Hybrid, it takes on the Mercedes-Benz GL-Class with the clean BlueTEC diesel and the BMW X6 Hybrid, but more likely, GM's own Cadillac Escalade Hybrid and Yukon Hybrid.

The Tahoe nameplate arrived in the 1995 model year, replacing the Blazer badge and was teamed with a four-door model. Based on the big GM trucks, the Tahoe was powered in most cases by a big 5.7-liter V-8. A turbodiesel version found few applications and few buyers. In this generation, sold until the 1998 model year, GM added a driver-side airbag and a luxury-trim Limited package, which was sold in the 2000 model year. This version overlapped with the entirely new "GMT800" Chevy Tahoe, which was new for the 2000 model year.

The 2000-2006 Chevrolet Tahoe again offered a choice of V-8 engines, either a 4.8-liter V-8 or a 5.3-liter V-8, separated only by 10 horsepower. A four-speed automatic took care of shifting in all versions, and the Tahoe came in rear- or four-wheel-drive versions. A more genteel look wasn't quite matched by a lackluster interior, but with good towing capacity and additions like stability control and more airbags, the Tahoe rode the SUV wave of popularity to become a best seller in the Chevy truck lineup.

GM advanced its plans to replace the GMT800 trucks and SUVs with a GMT900 family of vehicles--and the 2007 Chevrolet Tahoe proved the move worthy in mechanical terms, even if SUV sales were about to fall off a proverbial cliff. The new Tahoe's crisp lines, and improved body rigidity lent it a mature, even sophisticated look--one matched by a handsome interior. All the towing and hauling capability carried over, with a more comfortable five- or six-seat interior package--but the powertrains got a fuel-economy boost that was offset on the marketing side by the addition of a 403-horsepower, 6.2-liter V-8. The Tahoe returned for the 2010 model year as one of the best-performing SUVs available, even in fuel economy, thanks to the recently added, 22-mpg Tahoe Hybrid.