Volkswagen Golf 8 GTI vs Hyundai i30 N – Which is the Better Buy?
The Volkswagen Golf 8 GTI and Hyundai i30 N are duking it out for the title of King of the Hot Hatchbacks – and the gloves are off! To help you decide which of these models suits you best, we compare the arch-rivals in key categories.
Many brands, most notably Ford, Honda and Renault, have tried to replicate Volkswagen’s formula for the Golf GTI and a few have even come close to succeeding, but none have managed to achieve the sales success of Volkswagen’s hot hatch icon in South Africa. Now in its 8th generation, Wolfsburg’s premium compact hatchback continues to offer an enviable blend of performance, driver engagement, luxury, refinement and, of course, day-to-day usability.
There have been 8 generations of Volkswagen Golf GTI.
Whereas the 3rd- and 4th-generation models were humdrum, the Golf 5 GTI drove a dagger into the hearts of rivals and it’s a superiority that has continued with successive generations of the iconic nameplate: the 6, 7 and 7.5 iterations of the Golf GTI were talented all-rounders. While the latest model has not been received quite as warmly – some claim it’s become a victim of its own success – it still represents the default choice in the front-wheel-drive hot hatchback market.
Sadly, many of its rivals have fallen away, due to a variety of factors, such as tightening emissions, electrification, a declining market and the rampant popularity of crossovers, although, interestingly, contenders from BMW (128ti) and Mercedes-Benz (A250 hatch AMG Line) have entered the fray.
The first generation Hyundai i30 N has received a mild facelift… and gained an 8-speed dual-clutch transmission.
Meanwhile, under the guidance of former BMW M boss Albert Biermann, Hyundai’s N division has served up a clutch of enticing performance-oriented products. Its impressive opening salvo – the i30 N – could take on the GTI with ease, had comprehensive spec and was relatively well priced. It had one Achilles heel; in South Africa, it was initially offered only in 6-speed manual guise. That’s okay if you’re a purist, but most hot hatch buyers now favour automatic transmissions… a car must be great at providing thrills on a mountain pass or race track, but it also needs to be suited to the daily commute in congested traffic. That’s why the Golf GTI hasn’t been offered in 3-pedal guise in our market for quite some time…
Recently, the facelifted Hyundai i30 N arrived in our market, armed with an 8-speed dual-clutch automatic transmission, which addresses its major weakness, a comprehensive list of features and fair pricing; the gap between the i30 N and Golf GTI has never been smaller. Read our recent review of the i30 N.
Can the addition of a dual-clutch transmission (DCT) make all the difference to the i30 N’s driving experience?
If you own a small warm hatchback (such as a Suzuki Swift Sport, Ford Fiesta ST, or Volkswagen Polo GTI) and are looking to upgrade to something bigger and faster, this article is for you. If you want to buy a hot hatchback to make a statement about your rapid ascent in the world of business, this article is also for you. Moreover, if you, like us, are just trying to understand what sets these 2 great hot hatchbacks apart, this article may bring you some clarity, as well as highlight which model offers better value for money and more thrills. Round one, fight!
Exterior Styling Execution
In terms of presentation, both cars meet the brief for a hot hatchback. There is nothing too outrageous in terms of aerodynamic addenda, a slammed ride height and oversized wheels, but there are just enough in the way of subtle cosmetic accoutrements to communicate that these are no ordinary A-to-B hatchbacks. Kerb appeal is great, but, given that the intended clientele for the GTI and i30 N is more upmarket than ever before, tastefulness is key here.
Looks are entirely subjective, there is no right or wrong answer. We think both cars have nailed the brief for a hot hatch. Subtle, with aggressive touches.
In the case of the Golf GTI, you get an interesting-looking front end distinguished by an LED strip that links the two headlights, a red grille insert and ornately patterned LED fog lights. The brake callipers are red, while subtle GTI badges adorn the nose and rump of the car.
Hyundai has followed a similar strategy with its i30 N. It too features red detailing, such as on the splitter lip, diffuser and brake callipers, in conjunction with N badges fore and aft. Like the Volkswagen, the Hyundai has a twin-exhaust setup, but those “pipes” are far more prominent (bigger) by comparison. They’re considerably louder too, but more on that aspect a little later.
Which looks better? Well, we can’t pick a winner. Both cars look purposeful, but smart.
Interior Execution
The Golf 8 GTI’s cabin adopts an advanced, yet minimalist, approach.
First impressions count for a lot and the Golf GTI doesn’t disappoint in this regard. Not only does its cabin look premium and sporty, but it’s minimalist – and eminently classy. The Wolfsburg-based brand’s Innovision cockpit is a deeply impressive piece of kit; it displays its themes and data in a futuristic manner. Also, the lack of a conventional transmission lever is very noticeable; Volkswagen opted to fit a pleasantly neat (shift-by-wire) thumb-sized toggle instead.
These capacitive touch pads are frustrating to use.
But, while the Golf GTI’s interior looks premium, its touchpoints (especially the switchgear) feel lightweight. This is a drawback because many of the Volkswagen’s in-car functions are accessed via finger swipes, not by pushing buttons (that offer a bit of reassuring resistance). Therefore, if you want to adjust the audio volume on the steering wheel or the interior temperature via the touchscreen, you must slide your finger across capacitive sensors – which we found fiddly. What’s more, the various sensor pads on the steering wheel’s spokes are positioned very close to one another, which can cause distraction when you’re focusing on the road.
The i30 N’s cabin is not as high-tech as that of the GTI, but ergonomically sound nonetheless.
The i30 N, by comparison, has a more conventional layout. While there are no ergonomic shortcomings to speak of, the Hyundai’s cabin just lacks the sparkle of the Volkswagen’s. Considering the Korean model’s sporty exterior, the cabin is decidedly understated.
There are some standout touches, however, such as the N mode switch on the steering wheel, which can turn the i30 N into a loud hoonigan, and the subtle N branding on the seats and transmission selector. Impressively, the Korean contender’s cabin imparts a feeling of solidity; if there are “cost-saving” trim bits, they don’t stand out. As opposed to the GTI, the switchgear consists of myriad buttons!
The light blue button that starts the party.
Conclusion: The Golf GTI’s cabin is a conversation starter and represents a big leap forward in terms of visual appeal, but, frustratingly, it comes at the expense of user functionality, plus a few cheap-feeling surfaces are noticeable. The Hyundai i30 N’s cabin is not as striking and more old-school, for sure, but we’d argue that it’s assembled from better materials and feels more solid overall.
6 airbags, ABS with EBD, brake assist, electronic stability control Semi-autonomous safety tech is optional.
7 airbags, ABS with EBD, brake assist, electronic stability control Hyundai SmartSense: Forward Collision-Avoidance Assist with pedestrian detection, Lane Following Assist, Blind-Spot Collision-avoidance Assist, Rear Cross-Traffic Collision-avoidance Assist, Rear Cross-Traffic Collision Warning, Fatigue Detection/Driver Attention Warning (DAW)
One of the biggest advantages that the i30 N holds over the Golf GTI is its superior array of standard features. To bring the latter up to the former’s specification, you’ll need to tick the following options on the GTI’s configurator: panoramic sunroof (R16 000), adaptive chassis control (R15 200), park assist with park distance control (R6 400), reverse-view camera (R4 850), blind-spot monitor with lane keeping and rear traffic alert (R13 300), adaptive cruise control with speed limiter and front assist (R11 700). It’s interesting to note the post-facelift i30 N has front assist, but not adaptive cruise control. Prior to the production of this article, you could additionally specify 19-inch Adelaide wheels on the Golf GTI (using VWSA’s online configurator), but at the time of publication, only the standard 18-inch Richmond rims were listed.
If you tick every option on the Volkswagen Golf GTI (including the uprated Harman Kardon audio system and the upgraded Discover Pro infotainment setup), you’d be looking at a total purchase price of approximately R850 000. Granted, you will have the advantage of a heads-up display, tow bar, and advanced IQ Matrix headlights, which the i30 N (R749 900) doesn’t have.
However, given the shortages of Golf GTI stock, you may have to make some compromises. We have many Golf 8 GTI units listed on our site, see if you can find one that matches your preferred spec.
Conclusion: The Hyundai i30 N’s standard equipment list is superior and the keener price point of a stock Golf 8 GTI is wiped out once you’ve configured the Volkswagen to the level of the Hyundai.
Engine, Transmissions & Performance
Volkswagen Golf GTI
Hyundai I30N DCT
Engine capacity
2.0-litre petrol
2.0-litre petrol
Number of cylinders
Four
Four
Gearbox
7-speed DSG
8-speed DCT
Power
180 kW at 5000-6500 rpm
206 kW at 5500-6000 rpm
Torque
370 Nm at 1600-4300 rpm
392 Nm at 2100-4700 rpm
Weight
1 463 kg
1 455 kg
Claimed 0-100 kph
6.4 seconds
5.4 seconds
Claimed top speed
250 kph
250 kph
Claimed fuel economy and tank capacity
7 L/100 km, 50 litres
8.9 L/100 km, 50 litres
To change things up, let’s start this section with a discussion of the i30 N, because, since the model’s facelift, it sports a revised powertrain in South Africa. Our testers agree that the dual-clutch transmission (DCT) has broadened the Hyundai’s appeal significantly. In everyday driving scenarios, the ‘box engages and shifts smoothly with none of the low-speed jerkiness that can affect DCT-equipped cars. In fact, it has a creep function that facilitates smooth pull-aways.
In the default drive mode, the 206 kW/392 Nm 2.0-litre turbopetrol engine doesn’t feel that eager to get going, but when peak torque arrives at 2 100 rpm, the engine pulls heftily. In Sport mode, things get more frantic and responsive. Take care when accelerating hard from a standstill, because the front wheels’ grip can easily be overwhelmed by all that shove.
The engine revs with alacrity (always a boon in a turbocharged motor), but as the rev limit draws closer, shift lights illuminate on the instrument cluster to indicate the ideal point at which to change up a gear (by pulling the right shift paddle behind the ‘wheel). The throttle is ever responsive, and the soundtrack emitted by i30 N is likely to put a grin on your face. If you hit the N button, every aspect of the powertrain instantly switches to its hardest, fastest, or loudest setting. Engine and Transmission? Full power and hard, late ‘shifts. Exhaust? Fully open. Adaptive suspension? Stiffest setting. Stability control? Playful. Steering? Sportiest.
The exhausts are not just for show; they’re possibly the loudest we’ve heard this side of supercars.
If you come off the throttle in the sportiest drive modes, those big-bore exhaust ends will produce a barrage of rorty pops and bangs. If you downshift (while in N mode) into high revs, even louder bangs are produced. In an era of muffled car-engine notes, this is a lovely indulgence, but being this loud can be construed as antisocial behaviour – so be mindful of that.
For everyday driving conditions, Normal, Sport and Eco modes are available. Some may regard N mode as too extreme and, to a degree, it is. The last time we experienced such a level of involvement and engagement, we were in a Honda Civic Type R, but the i30 N is a more multi-faceted machine by comparison. It’s fun to drive the i30 N at its most intense settings, but you can’t do it all day, every day, which is why the Hyundai’s adjustability is such an advantage.
The 8-speed DCT is excellent, irrespective of which drive mode you’ve selected.
By default, the Hyundai has a quick steering setup, and when you can make quick, small adjustments with the ‘wheel, the i30 N responds promptly and accurately. It’s an eminently wieldy car that instils confidence even as you pile on the pace; grip levels are high, thanks to the excellent Pirelli rubber and the uprated brakes are potent – yet offer good feedback. There’s an excellent level of focus and poise to the Hyundai i30 N. Yes, the suspension tuning is firm, which facilitates excellent body control, but you can experiment with the adaptive dampers’ settings to find a ride quality that you prefer – or could live with…
Every facet of the i30 N is configurable. This is the setting that the Cars.co.za test team prefers.
What’s truly impressive about the machine is its sheer adjustability. The transmission, engine, exhaust, suspension, stability control, steering and electronic limited-slip diff… each of them has 3 settings and there are hundreds of possible combinations. So, you could have the suspension setup at its comfiest, with the engine in its normal setting and the exhaust at its loudest. You could also set everything but the exhaust to the maximum, for a quieter blast down the back roads. Plus, you can save your preferred setup and access it with a second press of the N button. Avoid the sportiest suspension setting though, it’s uncomfortably firm.
The i30 N is a tough act to follow, but don’t be deterred by the Golf GTI’s lesser peak outputs – the Volkswagen’s straight-line acceleration feels virtually as potent as the Hyundai’s. The German hatchback’s 2.0-litre turbopetrol engine is fundamentally the same as that of the Golf 7.5 GTI, but it produces a bit more power/torque. The Golf GTI’s performance is surging – and refreshingly linear; small-capacity turbocharged engines tend to serve up a wad of torque at low revs, but the Wolfsburg-based brand’s hot hatch is tuned to be more flexible. The 4-pot motor continues to produce acceleration all the way to its rev limit and then smoothly transitions to the next gear without so much as a hint of hesitation.
This is what the GTI’s digital instrument cluster looks like when the sportiest drive mode is engaged.
The stars of the show are the 7-speed DSG (direct-shift gearbox), which changes gears in a confident and refined manner, as well as the upgraded MQB platform, which imbues the car with superb balance. The steering too, is reassuringly weighted and quick, making the Golf 8 GTI much more responsive than its predecessors. When specified with adaptive dampers, the car’s suspension is highly customisable – we discovered there are not 2, or 3, but 15 settings to choose from. There are various drive modes too (Eco, Comfort, Sport and Individual) and the latter is a great platform to fine-tune all the available settings. You could, for example, pair the comfortable suspension- with the sportiest engine mode.
The GTI is highly configurable too, just not quite to the same level as the i30 N.
Compared with the outrageously vocal i30 N, the Golf GTI’s exhaust note is remarkably muted. That vrr-pah! that accompanied every gearshift in the Golf 7.5 GTI is not as prominent as it used to be in the new-generation car (perhaps as a result of the well-insulated cabin and a requirement to conform to noise legislation, but we’d totally understand if buyers opted to beef up the exhaust to drum up more aural appeal).
Admittedly, the Golf GTI’s handling is not the last word in fun-to-drive dynamics – but then, Volkswagen’s hot hatch has not set the benchmark in that department for a few generations of the model. Yes, it’s fast, and very stable when changing direction, but it never seems like there’s much more to explore when you’re driving near the limit. In the Hyundai, it is quite the opposite – the i30 N goads you into exploring the edges of its performance envelope.
Despite its sporty pretensions, the Golf 8 GTI’s ride quality is relatively forgiving on gravel roads.
The Volkswagen hits back – and considerably so – in terms of its day-to-day usability. Unlike other players in the segment that are performance-orientated, as a tourer and daily, the Golf GTI is unrivalled. The Hyundai i30 N never really settles down enough to be labelled “relaxing to drive”; the car always feels on edge/ready to pounce. The Volkswagen Golf 8 GTI may not be as playful, but it offers enough performance and agility to entertain the average motorist.
Conclusion: In the dynamic battle between the Volkswagen Golf 8 GTI and Hyundai i30 N, the Korean is the faster of the two and more engaging to drive spiritedly, but this comes at the expense of overall refinement. The Golf GTI shines as a more relaxed, comfortable cruiser.
Practicality
Golf GTI
i30 N
Length
4287 mm
4340 mm
Width
1 789 mm
1 795 mm
Height
1 478 mm
1 455 mm
Wheelbase
2 627 mm
2 650 mm
Turning Circle
10.9 m
11.6 m
Rear Seat Configuration
60:40 split
60:40 split
Load Capacity
374–1 230 L
381–1 287 L
Hot hatchbacks are required to be rapid, entertaining-to-drive machines, but also versatile premium compact cars. In other words, when they’re not being driven spiritedly on twisty ribbons of blacktop, they should be able to fulfil a multitude of roles, such as transporting friends and family members – and offer enough cargo-carrying capacity for a full complement of occupants.
Both cars offer excellent luggage capacity, ready for that long weekend away.
Rear legroom is also pretty even, with both cars offering just about sufficient levels of space for adult occupants at the back. In both cars, taller drivers will be able to sit behind a driver’s seat that was set up for them with an acceptable level of comfort. The Volkswagen, however, avails ventilation outlets and USB ports to the rear passengers, while the Hyundai doesn’t.
Conclusion: In terms of interior dimensions and practicality, it’s honours even but the Volkswagen Golf 8 GTI’s extra comfort features for the rear passengers give it the edge.
Price and Warranty (August 2022)
Golf GTI
i30 N
List Price
R696 700
R749 900
Warranty
3-year/120 000 km warranty
7-year/200 000 km manufacturer warranty
Service Plan
5-year/90 000 km EasyDrive service plan
5-year/75 000 km service plan
Roadside Assistance
Optionally available on EasyDrive Maintenance Plan First 3 years or 120 000km (whichever comes first)
Yes: 7 years or 150 000 km
Verdict: VW Golf 8 GTI vs Hyundai i30 N
It won’t be a surprise that these two great hot hatchbacks are separated by the finest of margins. It’s the consensus of our test team that, in terms of overall ability, the i30 N runs the Volkswagen Golf GTI closer than any of its recent rivals. Recognise just how good the Hyundai i30 N is… it’s a finely tuned, meticulously honed hot hatch derivative of a model (codenamed PD) that was launched as long ago as 2016. The Golf 8 GTI, by contrast, debuted just last year.
However, you could say the two cars have different skill sets. The Hyundai i30 N reminds of a recently retired world track champion that is desperate to fit into a mainstream corporate role, while the Golf GTI is akin to a quiet yet multi-talented nine-to-five executive. You’d know which one to pick to hype up your brand or wow conference-goers… and which one you’d rely on to meet company targets.
The great thing about this comparison is that both the Volkswagen and Hyundai have considerable strengths, but their respective shortcomings are so minor (or mild) that owners could easily learn to forgive/live with them. In the end, it comes down to individual buyers’ wants and needs.
Our team tested the pair extensively on tracks, mountain passes, gravel roads and in traffic on dreary weekday mornings. If you purchase a Volkswagen Golf 8 GTI, you’re likely to remain delighted with your purchase and the same applies to those who buy the Hyundai i30 N. In an era of electrification and SUV hegemony, we should be thankful that both of these great cars are available. Like Ronaldo versus Messi, enjoy the Golf 8 GTI vs i30 N rivalry; it won’t last forever.
How many EVs were sold in SA in the first half of 2022?
Just how many electric vehicles were registered in South Africa in the first half of 2022? Let’s take a closer look at the official figures…
South Africa’s new-car market includes more electric vehicles (EVs) than ever before. So, just how popular are these battery-powered vehicles locally? Well, in its quarterly review of business conditions for the South African automotive industry, Naamsa lists some very interesting figures.
Before we dive in, we should bear in mind there is currently no truly affordable EV on the local market, with the least expensive option being the Mini Cooper SE Hatch 3-door, which kicks off at a lofty R723 000. Every other full-size electric vehicle currently available in SA is priced in seven figures (with the highest base price being that of the R4 134 000 Porsche Taycan Turbo S).
According to Naamsa, 205 electric vehicles were registered in South Africa in the first half of 2022 (that translates to a mere 0.08% of the industry total of 253 442 vehicles). Interestingly, 112 units were sold in the opening quarter, with 93 units registered across April, May and June. For some context, a total of 218 EVs were sold in SA in 2021.
How many hybrids and PHEVs were sold in SA in H1 2022?
Hybrid sales declined in Q2 largely due to a lack of local production of the Toyota Corolla Cross.
What about other so-called “new-energy vehicles”? Well, traditional hybrids accounted for 1 850 sales in the first half of the year, though slowed from 1 257 units in the first quarter to 593 units in the second quarter. Of course, much (if not all) of this quarter-on-quarter decline is down to the fact Toyota South Africa Motors was forced to halt production at its Prospecton plant – where it builds hybrid versions of its Corolla Cross – in mid-April 2022 owing to severe flood damage.
Just 82 examples of plug-in hybrid electric vehicles (PHEVs) were sold locally from the start of January to the end of June 2022, though this figure is higher than the respective totals achieved in each of the previous three full years. Interestingly, however, as many as 121 PHEVs were sold in South Africa back in 2017 (when BMW offered the likes of the i8, X5 xDrive40e and 740e, while Mercedes-Benz marketed the C350e).
Total new-energy vehicle sales (so, electric plus traditional hybrid and plug-in hybrid) for the first six months of 2022 came to 2 139 units, far ahead of 2021’s tally of 896 units but still just 0.84% of total industry sales.
Electrified vehicle sales in South Africa from 2017 to Q2 of 2022. Figures courtesy of Naamsa.
Following on from our regular review of the 2022 Isuzu D-Max, we decided to review it in a proper 4×4 scenario. Thankfully, we have just the person for the job as Ciro handed over the keys to our in-house off-road enthusiast Dieter.
Dieter Pey is one of our filmmakers here at Cars.co.za and he is a proper offroad enthusiast. And so our usual video journalist, Ciro De Siena, handed over the keys to the new Isuzu and Dieter headed out to the Honingklip 4×4 trails, about an hour and a half from Cape Town, outside Hermanus.
In this video, watch the new Isuzu D-Max tackle a cross-axle obstacle, cruise over some dunes and soft sand, and tackle some steep inclines. Dieter discusses the D-Max’s approach and departure angles, the diff-lock, and tries not to beat up the running boards.
We hope you find this review useful, let us know your thoughts in the comments below.
Haval to Ditch Petrol and Diesel Engines by 2030 – Report
Chinese automotive giant GWM has seemingly given its Haval brand until the end of the decade to completely ditch petrol and diesel power…
Chinese SUV brand Haval will reportedly abandon petrol and diesel engines as early as 2030 under Great Wall Motor’s freshly announced “new energy strategy”.
According to various publications, GWM made the proclamation at a dedicated event in China marking the “start of a comprehensive transition” to a new energy strategy for Haval. A fresh Haval logo was furthermore unveiled at the press conference, along with the latest version of the marque’s popular H6, this time featuring a plug-in hybrid (PHEV) powertrain.
Though the 2030 deadline isn’t mentioned in GWM’s official press material, images showing the target date on a big screen at the Beijing event have been widely published in Chinese media. From what we understand so far, the cut-off is a global one rather than something restricted to the automaker’s domestic market.
The freshly revealed plug-in hybrid version of the H6 (also note the new Haval logo in the background).
“As the largest vehicle segment of Great Wall Motor, Haval has ushered in a comprehensive transformation of new energy. This will be a milestone for Haval, and it is also a milestone for Great Wall Motor on the road of comprehensive transformation to new energy,” said Mu Feng, President of GWM.
In the next few years leading up to the end of the decade, GWM says its powertrain development strategy will include “multiple technical routes”, including hybrid, pure electric and hydrogen energy. In fact, the Haval brand expects that 80% of its global sales will comprise electrified vehicles (including fuel-cell models) by as early as 2025.
What does Haval’s apparent looming shift away from internal combustion engines mean for the South African market? Well, as much as 2030 is just around the corner in automotive lifecycle terms, it’s perhaps a little too early to say. Regardless, it’s worth noting the Chinese brand’s impressive local growth has been built on the sales success of petrol-powered crossovers such as the Jolion and H6 (though a hybrid version of the latter is earmarked to launch locally relatively soon). But we can’t help but point out the South African market is crying out for affordable fully electric vehicles…
The Kia EV6 GT is the Korean brand’s most powerful production vehicle and the good news is the EV6 family is on its way to SA.
The Kia EV6 GT is a frighteningly fast and advanced vehicle. Packing 430 kW and 740 Nm, this interestingly-styled car can sprint to 100 kph in 3.4 seconds and maxes out at 258 kph.
Under the skin, there’s 800V charging architecture, a 77.4 kWh battery, a front mounted 160 kW motor and a rear mounted 270 kW motor. The handling and stopping list is also impressive, with huge brakes featuring 4-piston callipers, quicker ratio steering, electronically adjustable suspension, stiffened chassis, as well as an electronic limited-slip differential. There’s even a drift mode!
As far as charging is concerned, if you’re plugged into a 350 kW DC charger, you’ll go from 10-80% in under 20 minutes. South Africa doesn’t have chargers that potent yet, so expect slower charging times when the vehicle makes its way here. There are more and more chargers being installed in SA, view them here.
The Kia EV6 GT gets gorgeous sports seats
The Kia EV6 is highly lauded in European car markets, and we’re interested to see how its received and what the take up is locally. Yes, that’s right, it is coming to South Africa.
Don’t expect to see many on the roads as demand globally has been exceptionally high and like most brands, stock shortages are likely to come into play. According to a communication from Kia SA towards the end of August 2022, the brand said “while a local launch date has not been set, the available number of units will be small initially”
“We sense a healthy appetite not only for electric vehicles as a whole in South Africa, but also for the EV6 specifically,” says Gary Scott, CEO, Kia South Africa, highlighting that there are many factors influencing the decision, not least of which a consistent supply. “We are mindful that we must bring in products to cement Kia’s EV leadership position in the local motorist’s mind, but it will not make that impact as a niche passion project. People must not only desire the product, it must also be attainable.”
2023 EV6 GT is one very quick performer
Pricing will be critical, of course, but given the current crop of EVs in SA, we reckon something like the EV6 would be priced right amongst things like the BMW iX and Audi e-tron SUV. The EV6 GT is on another level in terms of performance and range, and will be priced accordingly. Consider where the Audi e-tron RS GT is positioned as a guideline.
Some would argue there’s a perception that Kia is a cheap brand, but we reckon the current raft of products buck that notion quite easily. “Kia is not a luxury brand,” he says. “We’re an alternative to luxury, with an undeniable blend of quality, design and technology. We will look to launch EV6 in limited volumes, and to introduce further models that will establish a more diverse powertrain offering across varying segments for private, commercial and fleet use.”
South Africa’s best and worst family cars are 7-seaters… and they are priced across a broad spectrum of the market, from very affordable to rather expensive.
South Africa’s default upper-middle-class family vehicle is the Toyota Fortuner, which is a 7-seater. But how often are the Japanese adventure SUV’s 3rd-row jump seats put to use? Very infrequently. That’s why there are so many of those “extra seats” stacked up against the walls of garages in upper-income security estates…
As a concept, the 7-seater vehicle configuration has merit, but it has drawbacks in terms of engine power (at the more affordable end of the market) and packaging (at the top end of the price range). Third-row seating was never really a thing for family cars until Chrysler launched the original Voyager in the 1980s. Packaged within the cabin architecture of this long-wheelbase MPV, the 3rd row of seats made terrific sense, but it also created a false expectation going forward…
Ladder-frame SUVs don’t play nice with 7 seats
Fortuner is an ideal all-terrain family vehicle, but it rarely serves as a 7-seat people carrier.
When SUVs started displacing large MPVs in the early 2000s, designers were tasked with incorporating people movers’ 3rd-row seating in ladder-frame-based vehicles. It’s an unenviable task, MPVs are designed to have 3 rows of seats, with good legroom and passenger access. SUVs, by contrast, don’t have floorpans and require additional ground clearance with greater suspension travel, creating a greater extent of wheel-well intrusion – it’s one of many packaging issues.
And that’s why contemporary ladder-frame-structure SUVs have horribly compromised 3rd-row seating. When you inspect the 3rd-row seats in a ladder-frame SUV, your first thought is probably: “I’m glad I’m driving and not sitting there.”
Frankly, 3rd-row seating in Toyota’s Fortuner is a world of discomfort compared to that in the marque’s legacy Previa MPV. Or, if you want a more current example, the long-distance travelling comfort in the 3rd row of a Quantum VX.
At the expensive end of the price spectrum, bakkie- or off-roader-based 7-seater SUVs’ compromised 3rd-row accommodation renders the idea of transporting more than a driver and 4 passengers on long trips virtually invalid. But then there’s a potentially worse scenario in South Africa, but at the affordable end of the 7-seater vehicle spectrum.
The issue with small engines and 7 passengers
The Triber, with Joburg’s skyline in the background. But when the Renault’s fully loaded, at Joburg altitude, it struggles.
Honda’s Mobilio and Toyota’s Avanza are no longer available locally, but Renault markets a 7-seater Triber and Datsun has the Go+ (while inventory lasts). Both these vehicles are afflicted by the combination of the performance dropoff that their tiny naturally aspirated (non-turbocharged) petrol engines suffer on the Highveld (because the air is less dense upcountry than at sea level) and their ballooned kerb weights when they’re used to their full people-carrying potential.
Budget 7-seater MPVs are much more likely to drive with a full complement of passengers on board than any Fortuner, Ford Everest, Isuzu MU-X or Mitsubishi Pajero Sport. And that means their modest naturally-aspirated petrol engines have to work very hard to keep up with traffic, not to mention consume a lot more fuel than what their manufacturers claim they will. Run the numbers, and the issue becomes evident.
Renault’s Triber is powered by a modest 1.0-litre 3-cylinder petrol engine that produces 52 kW and 96 Nm. Those numbers aren’t awful for a non-turbocharged engine of that capacity and entirely reasonable for a compact hatchback. But the Triber isn’t a compact hatchback… It’s an affordable mini-MPV, with seating for 7; buyers purchase the model with the express intention of using its full seating capacity – and often.
The reality of 7-seater vehicles at altitude
For what you pay, the Tiber seems a great 7-seater. Until you try and drive up an upcountry mountain pass, with 6 passengers in situ.
Renault’s engineering specification for the Triber provides a fully-loaded vehicle mass of 1 522 kg (that’s the prescribed limit with 7 occupants and their luggage on board). The Triber has an impressively trim kerb weight of under 1 000 kg, which gives it a power-to-weight ratio of about 54 kW/tonne. Would you be satisfied with the overtaking ability of a compact hatchback, with similar power-to-weight numbers as the Renault, if it had 7 people on board? No, I didn’t think so.
At its full operating weight, the Triber’s power-to-weight number reduces to 34 kW/tonne. And it potentially gets worse.
Altitude becomes a real issue if you operate a fully loaded Triber on Gauteng, North West or Limpopo road infrastructure. In a naturally-aspirated petrol engine, the reference figure for altitude-adjusted power loss is about 10% per 1 000 m of elevation. In Gauteng, that’s a loss of nearly 16.8%.
In theory, the real-world power resources of a completely loaded Triber, at altitude, could be down to 28.3 kW/tonne. If you were offered a new compact hatchback with those numbers, you’d think twice about venturing near a highway…
The numbers don’t make sense in SA
The Datsun Go+ is well suited to India, where driving conditions limit cruising and commuting speeds.
Tribers sell in relatively healthy numbers – just as the Datsun Go+ once did – and they are used by drivers and owners, who move people about as a matter of routine, out of necessity or for business. And that means those, um, plucky engines, at altitude, facilitate a very compromised driving experience.
The Renault Triber and Datsun Go+, which are related, aren’t the happiest 7-seater motoring outcomes for South African users. Sheer affordability drives Triber and Go+ sales, but at altitude, those vehicles are a challenge to drive when they’re fully loaded, due to their underpowered engines.
Toyota, Suzuki, Honda and Mitsubishi offer markedly better 7-seater options, a segment above the Triber and Go+. With 1.5-litre engines, the Rumion, Ertiga, BR-V and Xpander all cope more confidently with the reality of carrying 7 occupants across the Highveld.
The ‘RAV4 7-seater’ we really need
Toyota’s Kluger. It has 7-seats and mild gravel-travel ability. An ideal South African configuration.
Oh, the irony – South Africa’s most popular 7-seater model has sufficient power to transport a full complement of passengers with consummate ease, plus it suffers negligible performance depreciation at altitude because its engine is turbocharged. However, the turbodiesel-engined Fortuner is rarely used in a 7-seater role, because its body-on-frame configuration creates an uncomfortable third-row passenger experience.
And therein lies the great 7-seater passenger vehicle quandary for South African car buyers. The 7-seaters that are powerful enough to transport their full complement of occupants lack proper 3rd-row seating ergonomics, while the affordable ones are woefully underpowered for their purpose. Consider that South Africa’s average highway speeds (at altitude) are much higher than those in India, where the Triber and Go+ are made, that’s why the Renault and Datsun seem gutless.
Honda’s solution to the dearth of compact fit-to-purpose 7-seater MPVs in the local market is the BR-V. It is powered by the most powerful 1.5-litre engine in its class (it produces 88 kW/145 Nm) and its 3rd-row seating is reasonably usable.
It’s such a pity Toyota does not offer the Kluger as part of its local product range. Available in Australia, it is a much better 7-seater family vehicle than the Fortuner and it’s unencumbered by the bulk and “minibus” silhouette of the Quantum.
The Haval H6 GT 2022 is expected on local Haval showroom floors in September 2022 and the newcomer will bolster the Chinese firm’s tightening grip on the South African market.
It’s not a question of if but rather when this rather good-looking Haval H6 GT will go on sale in South Africa. Images of the H6 GT on Haval’s stand at 2022 NAMPO in Bothaville, Free State, earlier this year caused a stir on social media platforms, hinting that perhaps its local introduction was much closer than we initially thought and that might very well be the case.
Back in January 2022, a representative from Haval SA had this to say: “I can confirm we will indeed be getting this car, the homologation is occurring at the moment so there’s one in SA already. We will hopefully have our press launch in around mid-2022 dependent on production and shipping which is still to be confirmed. So we hoping to have more fixed timings by mid-February.”
Reports from Australia confirm that supply restrictions have delayed the introduction of the Haval H6 GT Down Under but mass production of the model commenced in May 2022 and it will finally now go on sale in July 2022. This is likely to be the reason why the H6 GT has not yet been launched in South Africa.
The Haval H6 family car (and other models such as the Haval Jolion) are proving to be hugely popular in SA, so much so that supply is outstripping demand and with its sportier disposition, the H6 GT is likely to sell well in Mzansi.
What is the new Haval H6 GT?
The H6 GT is a sportier version of the popular H6 and is due in SA soon.
The Haval H6 GT is a sportier derivative of the standard Haval H6, much like the X4 is to the BMW X3, and Q5 Sportback is to the standard Audi Q5.
In the Chinese market, it’s known as the Haval H6S and while the H6 GT shares the same wheelbase (2 738 mm) as the H6, it’s bigger in every other dimension with a length of 4 727 mm (+74 mm), width of 1 940 mm (+54 mm) and height of 1 729 mm (+5mm). The front-end design is more aggressive with a larger grille and the coupe-like silhouette gives the model a sporty look which is complemented with dual spoilers and 2 exhaust tips. The H6 GT also rides on Michelin rubber and Brembo brakes are also fitted.
Buyers can expect a tech and feature laded cabin when the H6 GT arrives locally.
The sportiness continues inside where the latest Haval SUV gains unique cabin trim with Comfort Tek leather sports seats as well as a 10.25-inch instrument cluster and a 12.3-inch touchscreen infotainment system. Driver assistance and safety features are carried over from the H6 and you can expect features such as autonomous emergency braking with pedestrian and cyclist detection, adaptive cruise control with Stop & Go, forward-collision warning, lane-keep assist and lane-departure warning.
Final SA trim levels are yet to be confirmed but we’re certain the model will have most of the following:
19-inch alloy wheels
LED headlamps, tail lamps, DRL and rear fog lamps
10.25-inch colour LED instrument cluster
10.25-inch colour multimedia touchscreen / 12.3 inch colour multimedia touchscreen
Intelligent Cruise Assist with Stop and Go
Autonomous Emergency Braking with pedestrian and bicycle detection
Lane Keep Warning and Assist with Blind Spot Monitoring
360 degree camera
Comfor-Tek Seats
Leather steering wheel
Dual-zone automatic climate control
Electric Tailgate
Panoramic Sunroof
Heated Steering Wheel
Wireless Charging
Front Ventilated/Heated Seats
4-way electrically adjustable passenger’s seat
Heads Up Display
Rear Cross Traffic Alert with brake
What engine is offered with the Haval H6 GT?
Under the bonnet of the Haval H6 GT is a 2.0-litre turbocharged 4-cylinder petrol engine with 150 kW and 320 Nm and is mated to a 7-speed dual-clutch transmission. We understand that the SA-spec models will feature all-wheel drive.
How much does the Haval H6 GT cost in South Africa?
The new H6 GT will be sold with a comprehensive warranty and service plan, with one particular dealer claiming a 7-year / 180 000 km warranty and a 5-year 60 000 km service plan.
The brand-new Subaru WRX faces the latest hot hatch to make landfall in SA, the Hyundai i30 N DCT. Which one is quicker? Watch now!
When the latest 2022 Subaru WRX arrived in the Cars.co.za garage at the same time as the latest 2022 Hyundai i30 N DCT, we felt we had the ingredients for a pretty tight drag race.
And so we headed out to the Saldanha airstrip outside Cape Town and lined them up…and here is the result!
We now offer a painless way to sell your car on Cars.co.za!
Lamborghini has unwrapped the refreshed Urus, giving its strongest-selling model the Performante badge, reducing its weight and uprating the V8’s peak power…
Italian firm Lamborghini has finally whipped the covers off its Urus Performante, with first customer deliveries of the facelifted “Super SUV” scheduled to take place before the end of 2022.
So, what’s new with Lamborghini’s best-selling model? Well, the big news is yet more power from the twin-turbo 4.0-litre V8 petrol engine, which now generates a heady 490 kW (up 12 units) and an unchanged 850 Nm. The Urus Performante has furthermore lost 47 kg, resulting in what the Italian company bills as a “best-in-class” power-to-weight ratio.
The claimed 0-100 kph time falls three tenths to 3.3 seconds, matching the sprint time of the 500 kW Aston Martin DBX 707, while its top speed climbs one unit to 306 kph (interestingly, four units behind the AMG-powered British high-performance SUV). Lamborghini furthermore says the SUV’s aerodynamic efficiency has been improved, with overall downforce increasing by 8%.
Meanwhile, torque distribution has been “optimised” thanks to the fitment of a new differential, delivering a ratio increase from 3.16 to 3.4 in drive conditions and from 3.02 to 3.33 when coasting. Specially developed semi-slick Pirelli P Zero tyres (285/40 R22 up front and 325/35 R22 at the rear) have also been adopted for “increased versatility”.
The front-wheel steering has been recalibrated to “enhance the connection with the road”, while the rear-wheel steering gains increased turn-in agility, which is complemented by torque vectoring of the rear differential. The Sant’Agata Bolognese-based automaker has also re-engineered the drive modes (Strada, Sport and Corsa) as well as added a new Rally selection. Designed for high-speed gravel driving, the latter “amplifies” the Urus Performante’s oversteer character thanks to optimised anti-roll and damping systems.
Styling changes for the 25 mm-longer Performante (now measuring 5 137 mm from nose to tail), meanwhile, include a more prominent bonnet and front-bumper design. The bonnet (including the air outlet) is forged from lightweight carbon fibre and offered as standard in body colour or as an option in partially visible carbon. The roof is also optionally available in carbon fibre. Lamborghini claims the “extensive use” of composite materials makes the Urus Performante the vehicle with the “highest number of carbon-fibre parts in its segment”.
New front air-intakes deliver increased engine cooling while a redesigned air curtain draws more flow over the front wheels. Round back, the updated rear spoiler increases rear downforce by a claimed 38%. The chassis has been lowered by 20 mm, with a wheel track that is broader by 16 mm, over which wider carbon-fibre wheel arches frame new 22- or 23-inch lightweight wheels (with titanium bolts). The lower rear bumper and diffuser also ship standard in carbon fibre, with a lightweight titanium Akrapovič sports exhaust likewise included in the purchase price.
Inside, you’ll find Nero Cosmus black Alcantara as standard with a new hexagonal seat stitching design. In addition to a range of new cabin finishing options, Lamborghini has added a fresh HMI graphic, complete with a dedicated design for the Urus Performante.
“The Urus Performante takes the supreme performance and distinctive looks of Lamborghini’s ground-breaking Super SUV to the next level, retaining its luxurious versatility and delivering the most engaging driving experience: not only on road but in every environment, distinguished through an alluring design that denotes new benchmarks for driving dynamism in what is already a remarkable car,” said Stephan Winkelmann, Lamborghini Chairman and CEO.
“The Urus set a new standard at its launch, taking Lamborghini’s design DNA and technological talent and delivering the world’s first Super SUV for a new era: the Urus Performante sets the bar even higher for the SUV segment.”
Jeep Grand Cherokee L (2022) Launch Review
It has been quite a while since a brand-new Jeep Grand Cherokee made its way to our shores, but the new, 5th-generation model has finally touched down in South Africa. We got a taste of the new three-row model in Mpumalanga.
In the Republic, the Grand Cherokee has been quite the success story for the Jeep brand. The model, which first appeared back in 1993, combines elements of luxury, comfort, practicality and, of course, notable off-road capability – the latter is, after all, a Jeep calling card! The outgoing 4th-generation model offered considerable appeal, which is why there are many of them on our roads, so what can the longer 5th-gen model offer to enhance the talents of the American premium SUV?
What’s on offer?
At over 5 metres long, this Jeep may not fit into all garages.
What you see here is the Jeep Grand Cherokee L and the one-letter suffix implies that it has a longer-than-usual wheelbase. No one will be surprised to learn that the Jeep Grand Cherokee L is a large and imposing vehicle, but its length (all of 5.2 metres) makes some garages unsuitable to accommodate it. Thanks to that large, bold grille, there’s no denying the Jeep’s immense front-end presence; it will probably fill the rear-view mirrors of other road users’ vehicles from quite a distance!
This new product is the first three-row Grand Cherokee, which is to say it comes with seating or 6 or 7 occupants, depending on the derivative. Speaking of derivatives, there are 3 to choose from (Limited, Overland and Summit Reserve). Jeep SA has said the 2-row 5-seater variant is under consideration for our market, but did not provide an ETA.
Standard specification is comprehensive, even in the lower-tier versions. There are nice-to-haves such as a digital instrument cluster, wireless Apple CarPlay/Android Auto, up to 12 USB ports (Type A and Type C), heated and ventilated seats, a heated steering wheel and much, much more.
There is only one powertrain available – a petrol-fed 3.6-litre Pentastar V6 that produces 210 kW/344 Nm and is paired with an 8-speed auto ‘box. Jeep claims its new offering will consume an average of 10.6 L/100 km (it has an 87-litre tank).
The cabin is modern, luxurious and dripping with features.
What is the Jeep Grand Cherokee L like to drive?
When you step inside the Grand Cherokee L’s cabin, you’re greeted by one of the most luxurious and well-appointed cabins we’ve ever seen in any Jeep product. It looks upmarket with extensive use of leather and wood trim. There are buttons galore, which might intimidate some users, but once you familiarise yourself with the layout, you should find that it’s ergonomically sound.
The V6 petrol engine produces a pleasant noise (if you apply the accelerator pedal liberally), but it’s not the punchiest motor around. While the engine gets you up to the national speed limit without too much hesitation, executing overtaking manoeuvres (80-120 kph) requires forethought and careful timing.
See, with just 344 Nm on tap, which needs to propel an almost 2.2-tonne premium SUV, performance and responsiveness are not the Grand Cherokee L’s strengths. We were also at altitude, where naturally-aspirated engines suffer a 17% power deficit, so, in fact, we had around 170 kW available. We suspect that most customers will, like us, rather savour the Jeep’s relaxed and refined cruising ability.
The cabin is remarkably quiet and refined; we got the impression that the Grand Cherokee L’s occupants could travel a few hundred kilometres in the Jeep at a time and emerge at the end of their journey still feeling fresh. The 8-speed transmission is augmented with shift paddles on the steering wheel, but we felt it best to leave the auto ‘box to its own devices – it invariably delivered smooth, fuss-free ‘shifts.
The Grand Cherokee L offers a buttery smooth ride quality – it excels at open-road cruising.
Our launch route took us from Pretoria to the eNtokozweni (formerly Machadodorp) area. We had an opportunity to make an offroad detour, during which we sampled the Grand Cherokee L’s “gravel-travel” (dirt road) prowess. Given the prestige, luxurious adornments and heft price tag of Jeep’s newcomer, it didn’t feel quite appropriate to take such a vehicle onto the rough stuff – Range Rover owners could probably relate to that. It is nice to know that the vehicle has sufficient tech and capability to venture off the beaten track, however. Its off-road capabilities are impressive, with selectable 4×4 terrain modes, adjustable air suspension, low range and more. The clearance of 277 mm is particularly useful.
Given the outrageous number of mobile speed traps that were positioned on the N4 at the time that we drove along the route, we engaged cruise control at a, well, stately 120 kph. The Grand Cherokee L hides its speed well – there were times we had to double check that we were actually travelling at 120 kph. The level of the premium SUV’s NVH (noise, vibration and harshness) suppression is so lofty that it felt like we were driving much slower than 120 kph. We also had the opportunity to sample a few of the gadgets in the car, ranging from the front passenger-only entertainment screen (it’s not visible to the driver), to the premium McIntosh audio system, replete with 19 speakers, including a 10-inch subwoofer.
Gripes? Well, we think the lack of a diesel powertrain in the range may deter a few customers… besides the premium price of 95 unleaded, those who wish to tow larger trailers would appreciate the benefit of the extra torque a diesel motor would deliver. We understand that the limited availability of 10 ppm diesel in Mzansi is the reason behind this “omission” from the range. Oh, and there is also that very American way of sounding an alert for just about everything. Door open? Ding. Seat belt undone? Ding. Drifting out your lane? Ding. GPS alerts of known speed camera spots? Ding. We tried in vain to mute them all, but without success. That particular audible alert will forever be etched onto my brain.
The passenger TV screen is an interesting and useful feature.
How much does the Jeep Grand Cherokee L cost?
The new Grand Cherokee L is sold with a 5-year/120 000 km warranty and roadside assistance. A 5-year/100 000 km maintenance plan is also included, with intervals every 12 months or 12 000 km.
Jeep Grand Cherokee L Limited
R1 299 900
Jeep Grand Cherokee L Overland
R1 479 900
Jeep Grand Cherokee L Summit Reserve
R1 679 900
Summary
Could this be the best version of Grand Cherokee yet? We certainly think so.
Detractors may be quick to bemoan the Grand Cherokee L’s decidedly premium pricing, but the reality is when you consider other luxuriously appointed 3-row offerings from the likes of Mercedes-Benz (GLS), BMW (X7), Land Rover (Discovery) and Toyota (Land Cruiser 300), the Jeep’s new premium SUV starts to look like a relatively good value-for-money proposition. You don’t even need to fork out for the flagship Summit Reserve, because the Overland derivative is likely to be all the big family SUV you’ll ever need.
Our first taste of the American brand’s newcomer may have been short, but it was certainly sweet, plus we’re keen to get to know it much better in the coming weeks when a test unit arrives here at sea level (for context, Cars.co.za’s content team is based in Cape Town). First impressions suggest that Jeep has absolutely nailed the brief of providing a luxury 3-row offroad-capable large family SUV.
