Sporty Spectra5 targets Young America

Kia introduced itself to the United States in 1994, pinning its hopes on a forgettable budget compact sedan called the Sephia.

Indictable for a multitude of sins — from its outdated suspension to suspect build quality — the Sephia nonetheless sold well enough to a) encourage Kia and b) win the company and the car the enmity of owners everywhere. The Sephia was so poorly built it was widely regarded as the Yugo of the ‘90s.

But in a story that has become an industry fable, Kia hung in there, continually upgrading its products, until finally earning the grudging respect of the industry. A 10-year/100,000-mile warranty policy has been instrumental in winning back buyers.

The lowly Sephia has had its own renaissance. A complete redesign in 1998 brought it into modern times, and in 2000 a five-door hatchback version called Spectra introduced the brand to a whole new set of buyers.

There was a marriage in 2002 and the sedan took the name of the hatch. An all-new Spectra sedan (from $13,240, including destination) debuted last fall; larger than the original, with increased interior space, it rode on a longer wheelbase and a wider track.

The Spectra received side-impact airbags as standard equipment, as well as full-length curtain-style bags and disc brakes at all corners. An anti-lock system could be added for $400.

From its ever-so-humble beginnings, the Sephia-cum-Spectra had grown into a real value contender, even if the weak dollar had padded the bottom line with a few unwanted extra bucks.

Now comes the Spectra5, a sporty compact hatchback designed to put Kia on the radar screen of Young America. With a base price of $15,690, it shaves hundreds off the price of some prime competitors and gets a healthy list of standard gear.

The Spectra5 isn’t yet as refined as others but offers plenty of what young buyers want wrapped inside a handsome package. It’s a snappy dresser, what with its front and rear spoilers, fog lamps, black mesh grille, black headlight bezels, 16-inch alloy wheels and body sill extenders.

What lies beneath the extras is nice, too. The Spectra’s wedge-shaped profile is both squat and slippery, blending a coupe esthetic with the storage-stuffing utility of a wagon.

The interior is done up in tastefully patterned gray upholstery, brushed aluminum trim and leathery tidbits. Aluminum pedals go naked.

It might be easy to dismiss the Spectra5 if it handled poorly or rode like a birdcage on wheels. Although it’s no Focus SVX at the track, it’s still a fun ride with relatively sophisticated handling. Best, it entertains but never overwhelms: Understeer keeps it under control in the corners and 138 horses aren’t enough to cause much trouble.

The steering system does not communicate particularly well, but on-center feel is good.

The Spectra5 runs strongest in the upper end of the power band, and the five-speed gearbox was set up to keep the engine in the heart of the sweet spot. The 2-liter double-overhead-cam engine puts up a racket when pushed but it’s never unwilling, beating like mad as the Spectra5 joins freeway traffic.

The shifter is improved but still betrays the price point. Shifts are a hair vague and require a touch of deliberation.

Underneath, the all-independent suspension is sport-tuned and a strut-tower brace helps reduce body flex during cornering.

I found the Spectra5 to be a willing dance partner as long as I took things slowly and gently. Unfortunately, the clutch and throttle are not well aligned for heel-and-toeing, the racetrack maneuver that allows the driver to match engine and transmission speed during downshifts, and the dead pedal is too small for guy-size feet.

The cabin is nicely laid out, with large, easy-to-read-and-use knobs and switches. The steering wheel tilts and the driver’s seat can be adjusted for height.

Materials have moved upscale from the Sephia’s years of infamy. The Koreans have finally learned that young and/or budget-minded Americans are not necessarily drawn to black seats with neon highlighting.

Speaking of seats, those in the Spectra5 are almost spectacular, considering the price of entry. Not so long ago, Kia’s seats were neither comfortable nor supportive, but these are large enough for American bodies and contoured to provide actual lumbar support. Side bolsters keep bodies in place on the autocross course.

My sense is that the Spectra5 is best enjoyed solo, or with a single passenger aboard. Load it up with people and gear and a little car like this quickly reveals its limits. Nothing dangerous or damaging — just that it’s likely to ride and run best unburdened. When the kids get big enough, you’ll want to trade it in for something larger and stronger — although the back seat is roomy enough to handle a pair of adults.

In addition to its generous supply of standard safety gear, the Spectra5 comes equipped with air conditioning, AM/FM/CD player, power windows, mirrors and door locks, rear washer/wiper and remote keyless entry.

The audio system’s the weak link. There’s just not much there in terms of audio quality, and it lacks MP3 capabilities, a real oversight for an all-new car in this category.

That problem will be fixed — perhaps as soon as the electronics industry can catch up with existing demand — as will other problem spots that may pop up. Kia’s proven it’s here to stay, which means this car, and all the Kia products, will just keep getting better.