What is ANCAP?

The Australasian New Car Assessment Program (ANCAP) provides consumers with independent and transparent information on the level of occupant and pedestrian protection provided by different new car models, in the most common types of crashes, through its star rating program.

ANCAP safety ratings are determined based on a series of internationally recognised crash tests, with vehicles awarded an ANCAP safety rating of between 1 to 5 stars indicating the level of safety they provide in the event of a crash and their ability, through technology, to avoid a crash. ANCAP is committed to raising the bar on vehicle safety.

ANCAP is supported by the Australian and New Zealand motoring clubs, Australian Federal, State and Territory governments, the New Zealand government, the Victorian Transport Accident Commission, NRMA Insurance and the FIA Foundation.

ANCAP buys and tests cars that are available to Australian and New Zealand consumers. Car manufacturers can examine the test cars before and after tests, and view the tests and results.

ANCAP uses a range of internationally recognised crash tests, undertaken by specialist laboratories.
These include:

Frontal offset test

The frontal offset test simulates hitting another car of the same mass travelling at the same speed. 40% of the car, on the driver’s side, makes contact with a crushable aluminium barrier at 64km/h. Dummies in the vehicle indicate the likely injuries resulting from the crash test.

 

 Side impact test

The side impact test consists of running a 950kg trolley into the driver’s side of the vehicle at 50km/h. The trolley has a crushable aluminium face to simulate the front of another vehicle.

 

 

 Pole impact test

In the pole test the car is propelled sideways at 29km/h into a rigid pole aligned with the driver’s head. The pole is relatively narrow, resulting in major penetration into the side of the car. Curtain airbags are particularly effective in reducing the chance of serious head injury in this type of crash.

Pedestrian test

The pedestrian tests are carried out to estimate head and leg injuries to pedestrians struck by a vehicle at 40km/h. These crashes represent about 15% of fatal crashes in Australia and New Zealand - as high as 30% in some urban areas.

Whiplash test

The whiplash test is conducted in two parts - a geometric measurement of the head restraint, and a dynamic test using the vehicle seat mounted to a test sled which simulates a rear-end crash equivalent to a stationary vehicle being hit at 32km/h.

 

 

Roof crush test (from 2014)

The roof crush test is conducted to ensure occupant survival space is maintained during a rollover crash. A solid metal plate is pushed against the front corner of the roof at a constant, slow speed and the resistance force measured.

Additionally, vehicles are required to have a minimum number of safety assist (collision avoidance) technologies as part of the overall safety assessment.

How are the tests scored?

ANCAP scores out of a possible 37 points.

• The frontal offset and side impact tests can earn up to 16 points each
• At least 12.5 points in each of the frontal offset and side impact tests must be achieved to earn a 5 star ANCAP safety rating  
• The pole test can earn an extra two points
• Intelligent seat belt reminders can also earn up to 3 bonus points to help improve a star rating 
• At least 32.5 points must be achieved overall (with at least one point scored from the pole test) to earn a 5 star safety rating
• From 2008, cars must be equipped with Electronic Stability Control (ESC) to earn a 5 star ANCAP safety rating
• To achieve a 5 star ANCAP safety rating from 2013, cars must be equipped with ESC, 3-point seat belts for all forward facing seats, head-protecting technology (side airbags) for front seats, seat belt reminders for front seats and electronic brakeforce distribution (EBD) as well as 3 additional safety assist technologies (SAT) such as autonomous emergency braking (AEB), adaptive cruise control (ACC), blind spot monitoring (BSM) etc.
• The requirements for each star rating will increase year on year as identified in ANCAP's Rating Road Map. The Road Map progressively raises the bar for safety ratings for the forward-looking five-year period promoting continuous improvement in vehicle safety.

 

Other NCAPs

Similar crash testing programs are conducted in the USA, Japan, Korea, Europe, China, Latin America and South-East Asia however international crash test results are to be used as a guide only, as the structure and equipment of overseas models may differ from that of the Australian or New Zealand car of the same name.

2014 Hyundai Elantra Facelift Unveiled: Fresh Design, More Equipment

Following a couple of teasers released just days ago, Hyundai Motor Company has just shown off its facelifted 2014 Hyundai Elantra as it was launched for the Korean market. The new Hyundai Elantra facelift offers a refreshed design which features a load of product upgrades.

Revised Styling
The overall length of the Elantra facelift has been extended to 4,550mm, 20mm longer than the 2013 Hyundai Elantra. Aside from that, the new Hyundai Elantra receives minor revisions to its front bumper, radiator grille, fog lamps, projection headlights with LED daytime running lights, and new rear combination tail lamps.

New Technologies
The Hyundai Elantra facelift also comes with a new 3.5-inch OLED screen and advanced new features such as Hyundai’s own flex steer system and a Smart Parking Assist System (SPAS). In addition, the revised Hyundai Elantra now offers a 1.6-litre diesel engine that produces an output of 126hp and a torque figure of 279Nm. With an automatic stop/start system, the 2014 Hyundai Elantra is listed to return fuel consumption figures of 5.4l/100km or 6.2l/100km when paired with either manual or automatic transmission respectively.
The 2014 Hyundai Elantra facelift is slated to be released in South Korea by the fourth quarter of this year, so we can expect it to arrive in our region sometime early next year.

Proton Exora Receives Four-Star Rating By ANCAP; Suprima S Still Not Tested

The Australasian New Car Assessment Program (ANCAP) has awarded the Proton Exora with a four-star safety rating, prior to its official debut in Australia this month. In addition to this, the five-star safety rating that was awarded to the 2013 Proton Suprima S has been officially declared by ANCAP – despite them still not having tested the car themselves.
Proton Exora Crash Test Result
The 2013 Proton Exora 1.6-litre model was sampled for the crash test, scoring 26.37 out of maximum 37 points. In the frontal offset test, The Exora’s driver’s chest and leg protection were deemed as “acceptable” and “marginal” respectively, whereas the side impact performance was considered as “good”. The Australian-spec Exora comes standard with dual-frontal airbags, side airbags with thorax and head protection (not available in Malaysia), but misses out on the rear curtain airbags.
ANCAP chairman, Lauchlan McIntosh said, “It is encouraging to see better performance by Proton particularly in relation to the Suprima result, but clearly more work needs to be done on the Exora to improve safety.”
“The lack of rear curtain airbags is also of concern for a people mover which will inevitably be marketed to families,” he added.
Suprima S Receives Five-Star ANCAP Safety Rating
The Proton Suprima S that has yet to arrive in Australia (where the ANCAP is based) was awarded with a maximum five-star safety rating today in a news report on the ANCAP’s website. The rating earned by the Suprima S is based on Proton presenting data from its independent tests carried out locally, along with highlighting the structural similarities of the Suprima S and the five-star Preve, to the ANCAP.

All New Toyota Vios 2013 3rd Generation - Preview

We all know that the Malaysian launch of the 2013 Toyota Vios is just around the corner, but it’s good to have confirmation. UMW Toyota has done so by putting up a new cover picture on the Toyota Malaysia Facebook page, and we’ve just received a press release announcing that new Vios is now open for booking, ahead of its official launch in October.
Most importantly, estimated prices have been announced too, ranging from RM73,200 for the base 1.5J manual to RM93,200 for the range topping 1.5 TRD Sportivo. Check out how each variant’s new price compares to that of the equivalent outgoing car in the table below.

The new model carries a tag line of “Value Beyond Belief”, featuring “class above fuel economy and high performance along with the safety and durability that Toyota is known for.” Also claimed is an interior with high quality materials, a more spacious cabin with improved legroom, larger trunk capacity, plus enhanced comfort and handling stability.
Earlier this month, we showed you scans of the Malaysian Vios spec sheet along with pics of the local specs cars, as posted on our sister classifieds site oto.my. As confirmed today, five variants are to be introduced – the baseline 1.5J in both manual and auto guise, a 1.5E, 1.5G auto and a range-topping 1.5 TRD Sportivo version.

Common to all trim levels is the familiar 1.5 litre 1NZ-FE, which produces 109 PS at 6,000 rpm and 141 Nm of torque at 4,200 rpm, paired to the tried and trusted four-speed auto (or five-speed manual in the 1.5J MT).
We now have the official local spec/equipment breakdown as well as the kit list, which includes new things like a push start button and the optional touch-screen DVD-AVN unit with reverse camera and voice command.

All New Honda Accord 9th Generation - Time For Yourself

Honda Malaysia officially launched the new Honda Accord. The ninth-generation Accord enters the D-segment sedan market as a CKD locally-assembled model in three variants – 2.0 VTi, 2.0 VTi-L and the range topping 2.4 VTi-L. The previous two Accords were launched in Malaysia with a V6 option, but there will be no six-pot this time around.
The outgoing Accord (ASEAN gets the same body as North America) had a very large body, and Honda’s surveys pointed them to the path of a smaller footprint – at 4,870 mm, this car is 80 mm shorter overall than the outgoing Accord, and its wheelbase length of 2,775 mm is 25 mm less than before. Coupled to the fact that it’s slightly wider (+5 mm) and lower (-10 mm), the new Accord looks slimmer and more athletic in the metal.

Despite the smaller exterior dimensions, the new Accord’s cabin is bigger than the already capacious interior of the eighth-gen car, thanks to improved packaging and redesigned seats. Rear legroom is up by 35.5 mm, and the vast boot holds 23 litres more than before – the space on offer is really impressive.

Under the hood, there’s a new powerplant in the form of the 2.4 litre Earth Dreams Technologyengine, which makes 175 hp at 6,200 rpm and 225 Nm of torque at 4,000 rpm.
The new DOHC i-VTEC unit replaces the long-serving K24A engine, which made 180 PS at 6,500 rpm and 222 Nm at 4,300 rpm in the previous Accord 2.4. Both max power and torque figures are now made lower in the rev range (300 rpm lower in both cases) and the EDT unit is lighter by 6% and more fuel-efficient by 7%, according to Honda.

The 2.0 litre SOHC i-VTEC engine is a carryover, but it has been tuned to offer up to 10% better fuel-efficiency. Max outputs are almost the same at 155 PS and 190 Nm, which is more (+ 1 Nm) or less (- 1 PS) similar to what the eighth-gen 2.0 made.
Both engines are paired to a five-speed torque converter automatic gearbox. If you’re asking why no CVT, Honda reckons that Malaysians prefer ‘drivability’ over CVT qualities. The ECON Mode button, which optimises fuel consumption when you press it, makes its debut in the Accord.
Honda recognises that the outgoing Accord wasn’t very quiet on the move, and has included Active Noise Control and Active Sound Control systems in addition to a “strong insulation padding package” to improve NVH. Also new is the use of front MacPherson strut suspension in place of double wishbones.

The steering system is now electric (Motion Adaptive EPS is interlinked with VSA) instead of hydraulic, an expected progression. The front strut + EPS combo saves 15.2 kg and reduces vibrations.

Moving on to tech, this is a much better equipped Accord than the somewhat spartan outgoing car. Standard across the board are LED daytime running lights, auto headlamps, LED rear lights, steering wheel audio controls, two colour screens on the centre stack (smaller one is a touch screen dedicated to audio controls, while the bigger i-MID above shows everything else), dual-zone air con, rear AC vents, front/rear parking sensors and 17-inch wheels (225/50 tyres).
From there, the 2.0 VTi-L adds on keyless entry with push start, cruise control, Bluetooth with steering buttons, black leather seats (beige fabric in the VTi), eight-way powered driver’s seat with lumbar, navigation, DVD player, HDD audio and reverse camera.

Also added is a temperature sensor for the automatic climate control, so that the appropriate blower speed can be maintained to achieve the requested interior temperature. The base model’s dual-zone air con also has an auto function, but the blower speed follows a pre-programmed schedule.

On to the 2.4L, which is very well stocked. The 2.4 VTi-L further adds on Honda Lane Watch (more of that below), auto-leveling LED headlamps (also a first for Honda in Malaysia), steering paddle shifters, auto dimming rearview mirror, wood grain trim, powered front passenger seat, premium sound system with subwoofer and 18-inch wheels (235/45 tyres).
Honda LaneWatch (LW) displays a visual of the left lane on the big central screen once you flick the indicator. It can also be turned on manually via a button on the right stalk. LW gives the driver an 80-degree view of the left lane (standard wing mirror range is 20 degrees) as far back as 50 metres. The camera is located under the left wing mirror. Why only on one side? It would be strange to look left (where the screen is) while turning right, don’t you think?
Safety wise, the Accord gets Vehicle Stability Assist (VSA), ABS, EBD and ISOFIX mounts across the board. The airbag count is two for the 2.0L models and four (dual front + side) for the 2.4L.

The new Accord is available in five colours – Modern Steel Metallic, Champagne Frost Pearl, Crystal Black Pearl, Taffeta White and Alabaster Silver Metallic (the first two are new colours). Prices start from RM139,800 for the 2.0 VTi model, rising to RM149,800 for the better equipped 2.0 VTi-L. The range topping 2.4 VTi-L is priced at RM172,800. Prices are OTR with insurance.
The after-sales package includes a five-year warranty with unlimited mileage, plus a new service interval of 10,000 km.

Proton Suprima S - Fully Loaded With Built-in Value

Finally – after almost a year of spyshots, hints, leaked this and that – the 2013 Proton Suprima S has been unveiled by Proton, at the Matrade Exhibition and Convention Centre. Previously known to many as the Proton Preve hatchback, the Proton Suprima S promises to be “Fully Loaded With Built-in Value”.
The all-new 2013 Proton Suprima S enters the market in two very similar variants, but for some differences in equipment. Prices for the Suprima S Executive are set at RM76, 688, while the Suprima S Premium will be sold at RM79, 638.
VIDEO: Proton Suprima S Launch Event Video

Features and Equipment:
The Proton Suprima S is the most well-equipped model from the Malaysian carmaker to date. The Premium variant offers various features such as rear LED tail lights, LED daytime running lights (DRL), Hill-Hold Assist, full leather seats, engine ignition Push-start button, paddle shifters, cruise control and Park Assist with front parking sensors, rear parking sensors and a reverse camera.
Further features of the Proton Suprima S see the inclusion of the PROTON Infotainment System. The system is connected to a six-speaker sound system (four-speaker for the Executive variant), and has a WiFi capabilities. Yes, 4G in-car WiFI internet browsing is possible in the Proton Suprima, but only with an internet connection via its WiFi connectivity, and of course, only while the car is parked.
Through its seven-inch LCD touchscreen, you can also utilise the Suprima S’s DVD player, Bluetooth, USB and iPod connectivity.

Performance and Power:
Power for the new hatchback comes from a CamPro 1.6-litre turbocharged engine that produces 138hp at 5000rpm and 205Nm of torque from 2000 to 4000rpm. There isn’t an option at the moment for any of the Preve sedan’s IAFM+ naturally-aspirated engine.
Power is sent to the 17-inch alloy wheels via a seven-speed ProTronic CVT gearbox and, as with other proton models, the handling and driving dynamics has been tuned by Proton’s sister company, Lotus, and is signified by the Suprima S’s rear ‘Handling by Lotus’ emblem. As a result, 0-100km/h times for the Proton Suprima S is 9.9 seconds, while its top speed is limited to 190km/h.

Economy:
Proton believes that its 1.6-litre CamPro turbocharged engine will “reserve the performance of a 2.0-litre engine with a 1.6-litre engine’s fuel economy. Speaking of which, Proton lists the Suprima S’s fuel efficiency at 9.1l/100km. Through its 50-litre fuel tank, the maths reckon that there’s a range of at least 545km.

 Exterior and Interior Design:
Despite the new name, the 2013 Proton Suprima S looks very much like a 2013 Proton Preve with a hatchback rear-end arrangement. The front styling is very much the same, and the rear is styled well for a hatchback. There are 17-inch alloy wheels that further the Suprima S’s athletic character.
Inside, the Proton Suprima S features good spaciousness and a fair-amount of soft-touch materials that made our initial encounter rather cosy. The front-fascia features a seven-inch LCD touchscreen, but apart from this, a lot of the cabin features not much that is all-new to Proton owners. Its design is clean and minimalistic.
Safety:
The new Proton Suprima S model also features a load of safety features such as anti-trap power windows, six airbags (premium Preve sedan has only four airbags locally), ABS and ESC with Traction Control.
Interestingly, Proton Executive Chairman YBhg Tan Sri Dato’ Sri Haji Mohd Khamil Jamil firmly claimed that the 2013 Proton Suprima S scored a Five-Star safety rating from the Australasian New Car Assessment Program (ANCAP). However, we know that to be tested by the ANCAP, a car must first be on sale in the market. ANCAP testers then buy a car of the model they wish to test, and perform the examination independently.
However, Proton managed to earn its Suprima S’s Five-Star ANCAP rating very cleverly through the use of independent test facilities. The results of those tests were then submitted to the ANCAP along with those of the Proton Preve, and from then the ANCAP had deemed it right to award the Suprima S with the Five-Star rating. The structural similarities of the Proton Preve and the Suprima S helped the hatchback receive this award.

Buyer’s Guide:
The 2013 Proton Suprima S comes with Proton’s 5-star program, which consists of five-year or 150,000km warranty (whichever comes first) and Proton’s five-year free Road Assist. The new Proton Suprima S hatchback is offered in five colours – Fire Red, Tranquility Black, Solid White, Genetic Silver and Atlantic Blue.
Prices for the 2013 Proton Suprima S are as follows:
2013 Proton Suprima S Executive (Solid): RM76,338
2013 Proton Suprima S Executive (Metallic): RM76,688
2013 Proton Suprima S Premium (Solid): RM79,638
2013 Proton Suprima S Premium (Metallic): RM79,988
SPECS: 2013 Proton Suprima S:
Engine: 1.6-litre Turbo
Transmission: Seven-speed ProTronic CVT
Power: 138hp, 205Nm of torque
Performance: 0-100km/h in 9.9s, top speed: 190km/h
Fuel consumption: 9.1l/100km

Kia Cerato K3 - This, Is Innovation

The well-loved Forte is the car the new Kia Cerato is here to replace. That little Naza-badged car really did demonstrate the strict rules by which C-segment sedan sales work. Sticking a realistic price tag on the windscreen and standing back to watch the queue form isn’t nearly enough. Just look at the Chevrolet Cruze‘s dismal sales record. Or even the Ford Focus to a certain extent. Not here in exec land, and especially not in the class-conscious Malaysian market. To be noticed, the well-engineered and visually inoffensive Forte had to be priced down to the point where it rivalled cars a whole class lower, and it also had to be full of toys to boot. It was a successful formula, as of the non-Toyota or Honda brigade, it was the only model that managed to move anything approaching respectable numbers.

The Cerato builds on that same fill-er-up-full mantra, but lives without the key edge that its predecessor enjoyed: a significant price advantage over its class rivals. Now positioned much closer to similar-sized alternatives, the Kia Cerato will now have to bank on its good looks, long list of gadgets and, this is the hard sell, improved brand image to succeed.
Is the Kia badge now desirable enough to command little to no price leverage over the long-established brands? That’s totally up to you to decide. What we can definitively tell you, though, is whether or not the new model is worth your hard earned cash. Read on for our verdict on the Kia Cerato as evaluated on Malaysian roads.

Every car has a strong point, and the new Kia Cerato is big on style. In profile, it looks like a longer, more cultured Honda Civic, fresh from a European reboot, and no longer thinking that a pie and a pint is the ultimate in fine dining.
Kia has styled a car to regain its presence in the mid-size sedan market. In the flesh, you get glimpses of that low, sleek roofline and it all makes the new sedan seem alive with dynamism. It has mostly the right angles, from the lowered stance and wider tracks, and even the extended overhangs look good.
The new design has plenty of moments, perhaps more so if you’re approaching from the side or rear. Kia has gone for a European look, and the Cerato could just about pass as a Teuton. The way the roof arches into the C-pillars and the rear lights cut into the flank is pure Ford Focus.
But the years when you can pin point a Korean car’s design influences from contemporary vehicles and laugh at the way clashing elements are forced to work together are long gone. As the Kia Cerato looks distinctive and original wherever you’re looking, and the impression stays together when you move in close.

The chroming is subtle, the panel gaps tight and consistent and the paint deep, crisp and even. It’s tasteful, restrained and completely unmindful of how other players decide to style their vehicles. Kia has now grown a look of its own; one that is to be seen with respect and even admiration.
But moving around the front, the criticism gets considerably hotter. The Cerato suffers from that bane of modern car design: the corporate front end. Presumably to make Kia Picanto and Rio owners feel better by association with something so sleek and prosperous.
As fresh as it is, though, the details don’t really matter. Passers-by during the pre-launch press drive to Kuantan loved it from every direction, regardless of the small fashion faux pas around the fussily styled headlights and grille. And in driving around you’ll spend far longer looking at the interior. This is recommended, because the Cerato’s cabin is a pretty impressive place.
Firstly, there’s a palpable air of quality – not something you’d associate with Kias of old, or indeed pretty recent. Apart from the slightly hollow top of the dashboard, the feel and fit of the plastics could pass for a semi-premium German (that’s Volkswagen, not Audi), lifting it beyond the Japanese bunch and the Hyundai Elantra, which is decidedly still very Korean.

Okay, the carbonfibre-effect used on the centre console is rather outré but quite a few bystanders rather like the finish. Maybe it speaks to its target market well, so you, not us, will be the judge of that. Easily said, over a good 800 km of frequent rough roads, nothing creaked, squeaked or came asunder.
It’s the ergonomics that impress. Important switches are in rational, expected places. Indeed, many buttons on the steering wheel allow most everyday driving things to be done with hands on the wheel, and the touchscreen controls are all well labelled and parked in obvious places.
On our busy roads, that reduces the likelihood that you’ll still be fiddling with the radio controls or adjusting the ventilation switches when slow traffic pull across the road or a three-abreast overtaking battle approaches from around a corner.
Then there are two display screens (both coloured in the 2.0), offering a selection of warnings and chirpy advise, but more often than not one is telling you what the stereo is doing while the other keeps you informed of trip and efficiency details. Again the controls are logical rather than extravagantly complicated as others tend to be (Ford, we’re looking right at you).

If this is making the car sound a bit semi-detached, let us state that it isn’t. Despite its bulk, the electronics and sheer quantity of kit being lugged around, the Cerato does a good, if digitally synthesised, impression of enthusiasm.
The engine is responsible for most of it. The lesser version makes do with a lightly updated 1.6 litre engine (now with dual-CVVT for an improved 130 PS and 157 Nm of torque), but at the top of the range, a new Nu 2.0 provides motivation. It has already seen duty in the Optima K5 and facelifted Hyundai Sonata, and here it gets 161 PS and 194 Nm of twist.
On a light throttle and low revs, it’s all executive waft, most of the torque available from 2000 rpm onwards. But when called upon to extend itself, the 2.0 litre motor does so enthusiastically with a pleasantly hard-edged note filling the cabin. And importantly, it stays sweet to the red line.
Acceleration is certainly impressive, even in the test cars that were barely run in. For highway cruises the larger engine is definitely the one to go for, as it offers effortless acceleration and less engine drone (with longer gear ratios to assist). Ask more of it and it always delivers, be it uphill action or traffic-gap filling.

That’s not to say that the cheaper model is underpowered, because it isn’t. Less powerful would be the obvious and accurate descriptor, but there’s enough for everyone, really. The older engine does show its age next to the brand new mill, shouting louder over prolonged throttle-heavy instances, and with slower response too. But lose out to rival engines it does not, both in refinement and performance.
Either engine are good at the pumps; the lesser option averaging 6.8 litres per 100 km on a combined cycle, and the 2.0 needing just 0.2 litre more over the same range. Test results weren’t anywhere near those claimed figures of course, but taking into account the way the cars were driven (hard, most of the time), you’ll be looking at more than respectable mileage in the real world.
The suspension retains the Forte’s tried and tested MacPherson strut front and torsion-beam rear set-up, although the settings have been tweaked and polished. The car has wider tracks on both axles, and the wheelbase has been increased too. The set up heavily sides straight-line comfort over cornering ability, and the car is better off for it.
Let’s be honest here: you’re not going to buy a Kia Cerato for sports car handling. Or, if you were, don’t. This is still a comfort-biased front-driver with considerable weight in the bows. At low speeds, excessive cornering demands result in understeer, although the standard ESC stability control system will attempt to tame it by throttling back the engine and doing some autonomous wheel braking.

At higher speeds it feels solid and certain (provided you’re not being silly), staying flat-ish and mostly neutral on the quick stuff. Just don’t expect sensory overload in terms of feedback, as the variable-load electric power steering is predictably over-assisted.
The Flex Steer system offers three modes: comfort that is finger steering good, normal and sport. The last two feel most natural, but as neither adds any real feel to the wheel, you’re more likely to stick to one mode and forget the rest just a few days into your ownership. A novel, but ultimately useless addition, really.

As you’d expect, comfort comes before sporting intent, with a well-smoothed ride largely unbumping any given section of road. At higher speeds the Cerato feels remarkably stable, with the mass taming of high-frequency undulations and the dampers stepping in to stop the harmonics. It’s far better tuned than the mechanically-related Hyundai Elantra, for instance.
The decision to go for touring (if not exactly grippy) tyres also pays off with the velveteen ride quality. Only at really high speeds does the impression of stability diminish, with an exploratory (downhill) run to 230 km/h discontinued with the onset of what felt like rear-end lift. As a 130-140 km/h cruiser, the tall gearing and impressive refinement make the Cerato exceptionally civilised.

Right, we’ve been leaving the best until last: the toys. The Kia Cerato bulges with an incredible amount of equipment. The secret is multiplexing, as both the models are absolutely loaded. As in stuffed.

There’s the class-unusual standard kit: cruise control, dual zone climate control with cluster ioniser and auto defog systems, powered memory seats, projector headlamps with DRLs, LED rear combination lights, aero blade wipers, puddle lamps and pocket lights (both part of the smart welcome lighting system linked to the keyless entry/start feature).
Also included are aluminium foot pedals, leather wrapped multi-function steering wheel, chilled glovebox, Bluetooth connectivity, 800 MB on-board jukebox, folding rear seats with centre armrest (and cupholders), all-around three-point seat belts plus that all important rear air-con vents.
Next, the common-sense safety features: front airbags, sidebags, curtains (six in total), rear-view camera, ISOFIX anchor points, electronic stability control, traction control, steering-assist vehicle stability management, brake assist and hill-start assist.

The dearer 2.0 litre adds leather upholstery with ventilated (air-conditioned) driver’s seat, auto-levelling xenon headlamps, rear lip spoiler, colour 4.2-inch supervision cluster and sunroof, not to mention the 2.0 badging and extra performance that comes with it.
Kia well recognises that the Cerato is going to fight on value for money and goodies. And there’s a clear target in the Toyota Corolla Altis and Honda Civic, which the 2.0 model closely matches on price. Equipment levels beat the alternatives comprehensively.
On first acquaintance, it does feel like the new Kia Cerato has the measure of all its dated competitors too (yes, the Honda is still new, but it hardly feels it). Driving dynamics isn’t quite its forte (pardon the pun), but neither is it any of its rivals’ bar the keen handling Ford Focus. On the comfort front, the Cerato has them all licked.

Objectively then, it’s a winner, and now it all comes down to the price and brand acceptance. So over to you: do you see the Kia Cerato as a viable alternative to the usual suspects? You really should, but we’ll leave you to make the final decision.

Hyundai Sonata 2.4L Review

There was a time, not too long ago, when it wasn’t uncommon to point at a Hyundai vehicle and say that it reminded you a little of something else.

How times have changed. These days, it’s not uncommon to point at something else and say that it looks a little like a Hyundai.

That’s a reflection of the quantum leap that Hyundai has made in terms of cutting edge design language. A latecomer to the global automotive scene, the student is now becoming the teacher it seems, as more than one prominent badge has already borrowed some of the fluid design cues that have reinvented Hyundai cars in recent years.
Improvements have not been limited to the surface level, however, and enhancements engineered under the Korean make have seen its profile steadily climb in American and European markets, which are traditionally tough for emerging Asian brands (and not just in the automotive sector).
Undeniably a brand to watch, we’re always particularly keen to see what Hyundai has to offer at the upper end of its product portfolio, and the D-segment Sonata sits pretty close to the apex, which has been recently refreshed to take on a more edgier demeanour.
In terms of pricing and power, it competes against some very established Japanese names, and of late, it has been holding its ground very admirably.

We drove the 2.0 variant a few months back and were suitably impressed with what it had to offer, but it did leave us guessing about what a little more power and grunt would add to the whole picture.
The answer comes in the form of the Hyundai Sonata 2.4L, which comes in two flavours: Sports and Premium. The differences between the two are purely cosmetic, so we didn’t put up a fuss when the more executively-named Premium variant was made available to us.
From a purely journalistic point of view, we were a little disappointed to learn that the refreshed Sonata 2.4 does not feature a new engine – only because the 2.0 variant did, and could trumpet about it.

From a potential buyer’s point of view, however, the fact that it carries over the same engine (mated to a six-speed automatic gearbox), is hardly any bad news at all. The Theta II 2.4, which churns out some 176hp, still remains one of the most powerful engines in its class.

Exterior

Those familiar with the previous version of the Sonata will note that changes to its facade are not monumental, but nevertheless pronounced.
This upgraded version retains the same head-turning “Orchid-inspired” design, with fluid lines that swoop from front to back in aerodynamic fashion, but aficionados will immediately note the completely new front grille that lends a more executive feel to its persona.
Designwise, Hyundai says the slightly wider air duct up front is also to facilitate better airflow into the engine compartment.

The front and rear lamps have also been revised to adopt a cleaner and more elegant look, and overall, these blend in with the body design much better than the first iteration. The Sonata 2.4 also features fashionable upper level LED lights situated above the front headlamps.
Exclusive to the 2.4 variant are large 18-inch wheels with new-look rims, which Hyundai says it has been endowed with to match the flagship status of the variant.

Interior
The premium feel of Sonatas has steadily improved over the generations, but lately great strides have been made in terms of tactile feel and comfort.

There is still a heavy use of plastic, of course, and some components feel a little cheaper than others, but overall you feel you’re getting your money’s worth – especially with the smorgasbord of standard bells and whistles that are thrown into the mix.
There are plenty of buttons and controls, very ergonomically placed, that will thrill the fiddle maniacs and control freaks. But rudimental success is achieved by the way the cabin is laid out with thoughtful attention to space: there is plenty of legroom, and while there are plenty of things to play with, nothing seems invasive.

There is plenty of headroom in the front, but less at the rear, where the aerodynamic design of the car takes a toll on vertical space.
The leather seats are comfortable, and there’s really no excuse for not finding a comfortable driving position with controls that allow you to bob, tilt and slide backwards and forwards – we’re surprised it doesn’t swivel. The telescoping steering rack adds to your preferred comfort setting.
It must be said that all-round visibility is good for such a large car – aided by extra large side mirrors – and if you need to see more, just pop open the retractable sunroof.
If all of the above seems familiar, then here’s what’s new about the latest Sonata 2.4 in a nutshell: a newly designed centre console with a more practical layout; a new shift pattern for the gear; blue LED backlighting for radio and clock; and dual independent temperature controls for front passengers (with screen display).

The drive
Despite Hyundai putting much attention towards lowering weight to improve fuel consumption, it must be said that the Sonata doesn’t feel light at all. On the move, it feels surprisingly hefty, but in the positive “solid” sense of the word.

It gets off the mark with enthusiasm, and gains momentum smoothly, though not completely effortlessly. The engine can be best described as “apt”.
There is a little bit of feistiness when accelerating, as the engine sounds keen with an ever-so-faint masculine gurgle that trickles into the otherwise serenely silent cabin. Overall, it doesn’t blow you away with its power, but there is enough when you need it.
The steering feel, in our opinion is a slight mismatch, as it seems a little too light for a car of this stature and dimensions. The electric steering is also a bit more synthetic than some other models that we’ve tested, but not to the level of being unacceptable.
The overall ride quality was good, with no sign of the harsh suspension qualities that previous variants were criticised for. Though on the stiffer side, its performance over bumps and ruts was acceptable, if not optimal.
On tight corners, the Sonata behaved well, staying planted even at high speed and powering out with commendable confidence. There was a slight hint of body roll, but not beyond the level expected from a large sedan.
The highlight, we felt, was the gear shifts, which were achieved so smoothly, it could hardly be felt even in blood boiling stop-and-go heavy traffic situations.

Conclusion
All in, the Sonata achieves its goal in delivering a premium car that’s stylish and comfortable. Not only is it easy on the eyes, the many standard fittings it offers coupled with its ever improving drive quality and handling make it a strong value for money proposition.
If you’re looking to upgrade from a C-segment sedan, this is a car that should be on your radar. It’s spacious, sleek and there are plenty of wow factors outside and in to thrill your friends with, should you choose to pick them up for a night out in town.
If nothing else, it’s a great looking car that you’d be proud to flaunt on your front porch.

Specification of Hyundai Sonata 2.4L Premium
Engine: 2,359cc, in-line 4 cylinder, DOHC, petrol (Theta II 2.4)
Max power: 176hp (120kW) @ 6,000rpm
Max torque: 228Nm @ 4,000rpm
Transmission: 6-speed automatic with shiftronic
Acceleration (0-100km/h): 9.5 seconds
Top speed: 210km/h
Safety features: 6 airbags, ABS with EBD, ESP with HAC, Amplitude Selective Damper (ASD) with sports suspension
Price: 173,905.10 OTR with insurance