My Experience

The Spectra5 is Kia's entry into a segment that's gotten surprisingly crowded as of late: the affordable-sporty-hatchback class. Sound awkward? That's because, just a few years ago, this class wasn't really a class at all. Hatchbacks had been out of style for several years--especially cheap ones--and most automakers only offered econocars in sedan or traditional wagon form. But once vehicles like the Chrysler PT Cruiser and Toyota Matrix broke the mold, everyone from Ford to Hyundai began offering a hatchback body style, mostly aimed at "active" youth. After driving the Suzuki Reno last week, I realized the only car I hadn't driven in this emerging class was the new-for-2005 Kia Spectra5. Wondering if it would be a front-runner or a third-stringer, I headed to the local Kia dealer for a test drive.

I drove two Kia Spectra5s, one with the manual transmission and one with the optional automatic. Both test-drives lasted about half an hour, and covered city streets, a winding frontage road, and the freeway.


Performance

The Spectra5's 2.0-liter, 138hp engine is the same as that in the run-of-the-mill Spectra sedan. That means it's not really an enthusiast-oriented powerplant, but furnishes solid and predictable thrust for everyday driving.

Cruising around town, I appreciated the Spectra5's healthy off-the-line scoot and natural-feeling throttle response. The engine feels pleasantly unstressed in normal driving, with relatively robust torque for an econocar. Plant your foot a bit deeper, and the engine reveals its "sweet spot" at around 4000rpms, followed by a lively and linear pull into the high end. Car and Driver says the Spectra5 will do 0-60 in 8.2 seconds, a figure that felt about right to my less-scientific posterior. That's enough to make full-throttle runs feel brisk, if not forceful.

The Spectra5's engine also does pretty well in terms of refinement. It sends some gentle buzzing through the cabin at idle, but that mostly fades on the move. The soundtrack is a little gruff, a little grumbly, but the volume is always low. While this engine doesn't have the sewing-machine slickness of a Honda powerplant, it's nowhere near as cobby as Kia's reputation suggests.

So nothing terribly thrilling--a disadvantage, right? Not as much as I initially expected. Besides being a pleasant and serviceable little powerplant, the Kia's engine isn't bettered by any of its similarly-priced rivals. It's much livelier than those in the base Chrysler PT Cruiser, Suzuki Reno, and Volkswagen Golf, for example. The Mazda 3s wagon and Toyota Matrix/Pontiac Vibe twins offer more-sophisticated powerplants, but those cars are significantly costlier than the Kia.

And among those low-priced alternatives, the Spectra5 also boasts the best fuel economy. The Kia's ratings of 25/32 MPG aren't miraculous for a compact car, but they're appreciably better than the Golf's 24/30, the Reno's 22/30, or the PT Cruiser's 22/29.


Transmission

The Spectra5's 5-speed manual transmission is also the same as that in the regular Spectra. That means it's acceptable, but not especially palatable to enthusiasts. The long gearlever feels somewhat clunky and disconnected in the hand--it flops from gear to gear with little effort, but no sense of mechanical connection. The gates are widely-spaced, and their definition could be tightened up a little to exorcise that last bit of wobbliness.

The Spectra5's clutch seems to have been tightened up a little compared to the regular Spectra. It had the same pleasantly light effort and reasonably-judged throw, but its take-up was more positive and precise than I remember in the Spectra sedan. That said, the Spectra5's clutch was still a bit softer and more gradual than I prefer. Add in the clunky shifter and the slow-tempo decay of revs between shifts, and you've got a recipe for less-than-sporty shifting. Still, the Spectra5's manual is worlds better than the vague, mushy unit in the Suzuki Reno.

The Spectra5 also feels better in automatic-transmission form than the Reno does. The four-speed slushbox dulls throttle response somewhat--which is to be expected--but it doesn't smother the engine's pleasant eagerness. The automatic shifts smoothly and responsively, with ratios that seem well-spaced. As with most economy cars, the Spectra5 feels best with the manual, but the automatic won't drain all the fun out of the driving experience.


Steering/Handling

This is the area where Kia has done the most to differentiate the Spectra5 from the regular Spectra. The Spectra5's chassis seems firmer and much better tied-down than those of its sedan stablemates, and exhibits impressively mature suspension tuning. These revisions won't make the Spectra5 frighten a Mazda 3s on an autocross course, but they do make for handling that's pleasant, confident, and even sporty.

The improvements start with the the Spectra5's steering, which has been firmed up versus the regular Spectra. Its weighting is now moderately hefty, though it retains the fluid touch of its sedan counterpart. Responses to the helm are reliably smooth and accurate, and effort builds naturally in the curves. There's even some road feel through the Spectra5's wheel rim. But I remain uninspired by the Spectra's off-center reflexes. The Spectra5 tracks well in a straight line, with impressively firm on-center feel, but it can feel a little uncertain and squirmy when you give it small inputs. This trait is certainly less pronounced in the Spectra5 than it is in the regular Spectra, but it remains subtly dissatisfying.

The Spectra5's chassis, on the other hand, was altogether better than I expected. In the brisk driving that comprised most of my test drives, the Spectra5's handling felt composed, easygoing, accurate, and predictable. It's not sports-coupe agile, but there's an impressive fluency in the way the Spectra5 flows down a twisty road. Body lean is well-controlled, and the Spectra5 feels quick-witted and confident in back-and-forth transitions. Steady-state cornering reveals pleasing grip and composure, fading into progressive understeer as speeds rise. The Mazda 3s is grippier still, but the Spectra5 handles much better than a Reno, PT Cruiser, or Matrix XR.

One minor issue concerns the Spectra5's brake-pedal feel. While it's not as mushy or grabby as that of the Reno, the Spectra5's brake pedal is still a bit soft and a little too abrupt. A firmer, more progressive feel would be most welcome. And while you're at it, Kia, how about making ABS standard equipment?


Ride

Here's where that mature suspension tuning comes into play. Even though the Spectra5 handled better than its sedan siblings, there was no noticeable degredation in ride quality. If anything, the Spectra5's suspension struck an even better balance between compliance and control. Body motions are reined in with moderate firmness, and bumps are absorbed without harshness. Rough pavement can elicit some whole-grain clunks, but the Spectra5 generally rides like a much bigger car--smooth, solid, and settled.

The body structure is also pleasantly stiff, but the Spectra5's solidity really depends on which transmission you choose. "Huh?" Allow me to explain. In an odd bit of product planning, Kia decided to make a strut-tower brace standard on manually-shifted Spectra5s, but unavailable on automatic-transmission models. That little brace makes a difference. Driving over broken pavement, the manual Spectra5 felt as solid as anything in the class, but the same road induced tight, quick shudders in the automatic car's body.

Noise levels are a simpler story. The engine note is well-muffled at all but high revs, wind noise is hushed, and there's very little hum from the tires. Very nice.


Interior

The Spectra5's interior is one of its most impressive high points. It may not stand out for sporty style, but I found the Spectra5's cabin a revelation in terms of quality and substance. The dashboard's plastics feel rich and durable, with satin-finish accents that are smooth and slick to the touch. The leather-wrapped steering wheel offers a great grip, and the feel-good color scheme contrasts warm cream colors with muted grays. The overall atmosphere is light, airy, and youthful--it's a mood-enhancing kind of car.

The Spectra5's control layout is simple and logical. The radio and climate controls are mounted high on the dash, where they're easy to use without taking your eyes off the road. The oversize buttons and knobs are easy to grasp, and they move with a rich, soft-touch smoothness. I sometimes use the term "Toyota-like" to describe high-quality switchgear, but I can't here. The Spectra5's controls are actually better than the Toyota Corolla's in most places. Only the stiff action of the turn-signal stalk detracts.

The Spectra5 also treats its driver quite well. I found the driving position excellent--the cowl is low, the gauges highly legible, and the visibility unimpeded. Space is abundant in every direction, with a wide range of seat adjustments. The seats themselves are generally comfortable--the pronounced lower-back support is especially nice--but there's still room for improvement. Lateral support is weak, and the slightly scratchy "sport" upholstery seems like a step down from that of the regular Spectra.

Moving into the back seat brought a similarly positive impression. For a small car, the Spectra5 offers an abundance of space for rear passengers. There's loads of headroom, good elbow room, and enough legroom that my knees cleared the front seatbacks with inches to spare. The cushion is a bit soft, but nicely elevated. My only complaint in this department has to do with the hard-plastic front seatbacks. They make you want to avoid bumping the seat with your knees, reducing the sense of space.

Let's talk standard features for a moment. At its base price of $14,995, the Spectra5 comes equipped with power everything, a six-speaker CD stereo, a leather-wrapped steering wheel, metal pedals, side and side-curtain airbags, and fog lights. The only options are ABS, a sunroof, and cruise control. The Spectra5's standard-equipment list may not be quite as lurid as the Suzuki Reno's, but it still offers a whole lot of stuff for a reasonable price.



Practicality

The Spectra5 also scores well on practicality. With the rear seats up, its cargo area seems the largest in the small-hatchback class. It's much longer and wider than the small shelf in the PT Cruiser, and should accommodate a couple more grocery bags than the Suzuki Reno, Toyota Matrix, or Volkswagen Golf. A split-folding rear seat is standard equipment, and the wide hatch opening and low liftover should make for easy loading.

Inside, the Spectra5 offers an excellent assortment of storage areas for smaller items. The glovebox is huge, the center armrest houses two levels of cubbies, and the door map pockets have integrated cupholders. Keep an eye on your cell phone--there's plenty of room to lose things in this cabin.


Reliability

Since the redesigned Spectra has only been around since early 2004, Consumer Reports has no reliability data for it yet. In fact, Consumer Reports has very little reliability data on Kias in general, presumably because they haven't sold in large enough numbers to get an accurate sample group. The only two models they have reliability ratings for are the Sorento SUV and Sedona minivan, which scored Average and Worse Than Average, respectively. But since the new Spectra shares many of its components with the Hyundai Elantra, that car's record is a better indication of how the Spectra5 will fare. The Elantra earns a Better than Average reliability rating, which sounds like good news for the Spectra.

Further encouragement comes from Kia's outstanding warranty coverage--5 years or 60,000 miles bumper-to-bumper, and 10 years or 100,000 miles on the powertrain. This certainly suggests they're confident their cars will hold up well.


Overall

Since I had already driven the new Spectra sedan, I expected the Spectra5 to be a pretty decent little car. What I didn't expect is this: A Kia (!) is the best $15,000 hatchback on the market.

Well, best for my tastes, anyway. There are a number of good cars in this segment, and your personal preferences may be better-aligned with other alternatives. The Suzuki Reno, for example, is slower and less agile than the Spectra5, but it has a smoother ride and more-relaxed demeanor. On the other end of the spectrum, buyers focused on trendiness and customization may prefer the Scion xA or xB, despite their twitchier road manners and tighter interiors.

But the Spectra5's well-balanced chassis, user-friendly interior, and practical nature make it the winner in my book. It's just sporty enough to entertain budget enthusiasts, but serves equally well as an honest, easygoing commuter. And aside from the Suzuki Reno and Forenza, nothing at this price offers so much interior space. Add high feature content and a lengthy warranty, and you've got a highly appealing combination.

Downsides? Sure, there are a couple. Reliability isn't a sure thing, and Kia's resale values are still lower than most. The Spectra5's exterior styling isn't likely to inspire a PT-Cruiser-like craze, either. If you can afford the $3,000 price jump to a Mazda 3s hatchback, go for it--the Mazda is a much more desirable and sophisticated machine. But if the bottom line carries too much weight for that, put the Spectra5 at the top of your list. Kia is on the upswing, and this car is irrefutable evidence.




Feel free to check out my reviews on some of the Spectra5's competitors:
Chevrolet Aveo
Chrysler PT Cruiser
Hyundai Elantra GT
Mazda 3s
Pontiac Vibe
Scion xA
Scion xB
Suzuki Aerio SX
Suzuki Reno
Amount Paid (US$): 14995