Rising interest rates hike up car payments, but depreciation’s the killer
Interest rates and car prices are up, but at least vehicle depreciation is lower than usual. Rule one of buying a car through a vehicle finance agreement is to ensure that you’ll be able to make your payments easily, but rule two – minimise the risk of steep depreciation by choosing your next vehicle wisely – still applies. Here’s why…
If you have the resources to buy a vehicle cash (provided you choose your purchase carefully – but more about that in a little while), it is undoubtedly the smartest way to own your car. But, of course, few of us have that luxury.
Most South African vehicle purchases are financed and that means you are at the mercy of the market regarding the future cost of your car – a rather expensive “asset” that loses value each month that you are paying off the loan against it.
Buying and owning a car is a balance of financial risk. You can’t control interest rates, but you can buy a car with a lower risk of suffering ruinous depreciation, which matters over the repayment term. It matters a helluva lot.
In an economic climate of rising interest rates, car ownership keeps getting more expensive. And, at the same time, your car is losing value every single day; you don’t need an actuarial degree to understand the problem.
Rates are going to keep rising
A brightly coloured Italian luxury SUV is particularly tempting when interest rates are low.
When credit is cheap, you can be more discerning when choosing a new car. Buyers are more likely to risk purchasing a model from a niche brand – finished in a very bold colour – because additional interest rate costs aren’t gearing the depreciation risk over time. Here’s an example: when the interest rate was at an all-time low, you may have taken a leap of faith with a scarlet red Alfa Romeo Stelvio, instead of buying the more sensible glacier white Mercedes-Benz GLC.
But borrowing money has become a lot more expensive in South Africa. Inflation is surging across the globe, and nations’ central banks are mandated to contain its effect by hiking up interest rates. And, if you are servicing financed vehicle debt, or are pondering the options of doing so, the calculation has changed a lot.
Interest rates aren’t volatile. Or at least, they aren’t supposed to be. Unlike the Rand’s exchange rates or the fuel price, which can fluctuate wildly, South Africa’s credibly skilled and prudent Reserve Bank staff navigate interest rate challenges in long cycles. That means once inflation creeps up or gradually subsides, interest rates move within their own momentum during the next few years, not months.
How worried should you be about the rising interest rate cycle and your car payments? Let’s look back on the past 25 years.
The current repo rate is 5.5%, which is quite a bit more than the lowest South African data point of 3.5%, but nowhere near the nightmarish interest rates of 1998, which peaked at 23.99%. Your vehicle financing cost is obviously higher than the official repo rate of 5.5%, but it does function as the foundation of all other debt structurings, and when it rises, the cost of servicing all your other interest-bearing debts go up too.
Interest rates will keep increasing because local and global inflation isn’t receding. Will you be deep into double-digit interest rate repayments on your car by year-end? No. That’s unlikely. However, it is valuable to think of the car you drive and how it plays against the twin cost risks of interest rates and depreciation.
Rising rates and depreciation – the terrible twins
When you own a car, it depreciates constantly. But the loss only becomes “real” when you want to trade-in your vehicle.
Timelines for vehicle financing vary from 12- to 72 months. Again, you don’t need to be a financial guru to know that servicing that debt in the shortest possible timeframe is the best strategy.
If we imagine that 36 months is an average repayment term for South African vehicle finance, you need to think about how much additional cost is tolerable. And not just the finance cost, but the “invisible” depreciation that occurs over that period, which is only revealed when you decide to sell or trade-in your current car.
The combination of paying interest over several years of a vehicle finance agreement (your instalments don’t repay the capital portion of a car loan right from the onset – quite the contrary, in fact) and depreciation leads to the dreaded “shortfall”, when your vehicle’s trade value is lower than the outstanding amount you owe on it; many consumers opt to refinance that shortfall when they buy their next car, which often worsens the problem (the “debt trap” phenomenon).
Meanwhile, even a 3-year commitment can be a long time to trust the markets, government, global events and even model cycles. Suppose your car is being repaid over 3- or 5 years. In that case, it is guaranteed that you will suffer an additional depreciation event due to a mid-lifecycle product update (a facelift version of the model comes to market) or replacement (a new-generation model gets introduced). Well, unless you drive a Hilux, but we’ll touch on that later.
Suffice it to say, choosing an apparently “cool” or “quirky” car usually precedes a depreciation disaster…
Special-edition cars are a marketing staple. But with a class-leading model (such as the Picanto), you can buy some style without facing increased depreciation risk.
The sagest advice for managing your vehicle debt, or at least structuring it for a new purchase, is to be sensible about what you buy.
Always buy a great platform (yes, a popular make and model, even if it seems like a “boring” or “unimaginative” choice) and, importantly, avoid specifying the vehicle with numerous extra-cost features. You don’t retain value on optional extras, especially digital elements, which age rapidly on the technology timeline. Apply the same scepticism to any “special edition” vehicle that’s adorned with distinctive graphics or funky trim upgrades… “Fine feathers don’t make fine birds”.
Toyota’s Hilux, however, isn’t a risk. Even if you buy one of the “edition” versions, with negligible content upgrades, it remains fundamentally a Hilux, which is South Africa’s most in-demand vehicle. You want to avoid any “special edition” type vehicle that is released close to the end of a model’s lifecycle, or where a manufacturer or importer’s marketing team is clearly attempting to prevent sales momentum from stalling out.
You don’t get a depreciation statement each month – but remain mindful of it
Hilux is one of the very few models where a “special edition’ buy is a smart buy.
A sound principle is that any vehicle’s simplest specification will suffer the least depreciation and, therefore, retain the most value. And that hedges your debt position regarding car payments and rising interest rates.
The worst cars? Luxury vehicles. Virtually all of them, except a Toyota Land Cruiser Prado or 300. German and British luxury SUVs and crossovers suffer crushing deprecation, but their owners are often wealthy enough to absorb the losses.
Engine configuration matters too. In fact, we’ve seen that vehicles powered by engines with more than 4 cylinders suffer significant depreciation. Consumers have a decreased appetite for 6- and 8-cylinder vehicles – even in South Africa – and not due to environmental concerns or emission tax, such as in Europe, but the fear of further escalating fuel prices.
Buying now, but thinking beyond 2022
This is one of the very few luxury cars you can buy in SA that doesn’t suffer tragic depreciation.
Balancing the risk of future depreciation against credit cost cycles is crucial for any owner who wants to enjoy their car-ownership experience. Your car is not a collector’s bottle of wine or an NFT, which is stored safely at home (where you can view it occasionally).
Cars operate in the real world – in heat and rain and over vast distances. They transport us to work and enable us to pursue leisure activities or go on holidays across the country, even beyond our borders in Southern Africa. If you suffer anxiety about driving and using your vehicle due to an unfavourable debt position developing around it, that’s a very disempowering position.
But, for the moment, the car market is in a state of suspended animation with regards to depreciation and that creates a dangerous fallacy of misinterpretation. Because global new vehicle supplies remain low and car prices, new or used, remain high, depreciation is negligible – owners are capable of selling most “newish” models under R500 000 with almost no depreciation risk. However, this “stalled depreciation” will not last indefinitely, especially given rising interest rates.
Don’t get lulled into believing your car has become “depreciation-proof” due to the artificial market conditions of 2022, the advice to buy proven and popular models with moderate specifications stands.
When supply returns to normal, there will be a flood of inventory in the new- and used-vehicle markets, which is when prices could adjust downwards, and dramatically so. If you have to sell into the late 2023 or 2024 used-vehicle market, in which depreciation is likely to normalise, be sure that you will be able to absorb that financial hit.
You can’t control the interest-rate cycle. But you can choose wisely with make, model, colour and specification, to glide along a milder depreciation curve with your car ownership experience.
The Toyota bZ3 is the brand’s second all-electric offering. Here’s what we know ahead of its global reveal.
What you see here are the patent images of the Toyota bZ3 which leaked ahead of its reveal on CarNewsChina at the Guangzhou Auto Show which takes place in November 2022.
Hard on the heels of the Toyota bZ4x electric SUV comes the bZ3 sedan. However, unlike the SUV which is primed for the global market, the sedan looks to be sold in China only. Interestingly, the vehicle is built in conjunction with FAW and adopts tech from BYD.
Car News China says there’ll be two derivatives of the Toyota bZ3, with both models featuring rear-wheel drive and single electric motors. There will be two power outputs, 136 kW and 182 kW. There’s no range claim yet, but the BYD battery technology is said to provide ‘more than 600 km’, which if accurate, is impressive.
Under the skin is the e-TNGA platform which is shared with the bZ4x and the sedan version is 4725mm long, 1835mm wide, 1475mm tall and has a 2880mm wheelbase. In comparison to a conventional Corolla, its fractionally bigger.
Toyota South Africa has already confirmed the bZ4x electric SUV for our market, however the vehicle (and its Subaru Solterra cousin) has been plagued by issues that may delay introduction.
The reveal of the all-new, seventh-generation Ford Mustang is just around the corner. Here’s what we know so far, including the all-important fact the V8 engine will survive…
Ford Motor Company has confirmed it plans to reveal the new Mustang on 14 September 2022, with the seventh generation of the famed pony car – which traces its roots all the way back to 1964 – set to make its global debut at the Detroit Auto Show.
“Mustang is the world’s best-selling sports car because there’s one for everyone – from an EcoBoost convertible to 5.0-litre V8 GT fastback coupé,” said Jim Farley, president and chief executive officer, Ford Motor Company.
“Now it’s time to for a new stampede of owners, fans and employees to welcome the next chapter in Mustang’s legacy – the seventh-generation, which will be our best yet.”
Those are fighting words! So, what do we know so far? Despite the fact the unveiling is just around the corner, official information on the so-called S650 model is fairly thin on the ground. Still, there are a few things worth digging into. Let’s dive in…
The new Ford Mustang’s powertrain
Fans of displacement will be glad to hear the new Mustang will reportedly retain a version of the Blue Oval brand’s naturally aspirated 5.0-litre V8 petrol engine. In fact, the Dearborn-based firm has just released a 16-second teaser clip giving us a listen to the V8. No output details are available just yet.
In addition, we can expect an updated version of the EcoBoost-branded turbocharged 2.3-litre, 4-cylinder petrol engine to carry over. Farley has furthermore confirmed a 6-speed manual gearbox will again be offered (market dependent, of course), while the current 10-speed automatic will surely also continue to be available.
From what we understand, a hybrid powertrain might be added to the Mustang range (though likely only at a later date), increasing peak outputs and transforming the rear-wheel-drive pony car into an all-wheel-drive vehicle courtesy of a front-mounted electric motor. Considering the existence of the Mustang Mach-E, a fully electric version of the Mustang is not out of the question (though, again, is likely to follow further down the line).
What about the new Mustang’s styling?
At the start of 2022, we published spy shots of the upcoming Mustang, before Ford released a few images of its own. The photographs suggest the vehicle won’t be subjected to a radical redesign, though its front-end appears a little more angular. Expect a suitably muscular bonnet, a fresh bumper and redesigned headlights. The spy shots also suggest the new Mustang will gain larger air dams at the corners of the lower grille.
Round back, we can expect a new rear bumper design, with the prototype that was spotted testing featuring a familiar taillight design with a trio of vertical lines. We’ve yet to have any sort of look at the new Mustang’s cabin, though we wouldn’t think Ford would make too much of a design leap here, either. More retro-inspired cues, perhaps?
The Mustang’s (short) modern history in South Africa
Back in August 2014, Ford announced its engineers had finished construction of the very first right-hand-drive sixth-generation Mustang, confirming the production version would be exported to more than 25 right-hand-drive markets, including South Africa.
In December of the following year, the Mustang officially launched locally, with the range comprising six derivatives. There were fastback and convertible body styles, manual and automatic transmissions, and 4-cylinder and V8 engines. In July 2019, the refreshed Mustang arrived, with the line-up gaining Bullitt special edition. The Mach 1 followed in 2021, before the California Special arrived in 2022.
The outgoing Mustang range in South Africa – representing the only true passenger car from Ford still offered locally – currently comprises just three variants, all powered by the V8 engine: a fastback, a convertible and the aforementioned California Special.
Cars.co.za journalist and photographer, Gero Lilleike, recently ventured into the wilds of Botswana in a Suzuki Jimny to find out if this cute, compact off-roader can handle the brutal and unforgiving terrain of this exceedingly beautiful African country. Step out of your comfort zone and join us for a trip on the wild side!
It was about 3 am, but my eyes were wide open. My heart was pounding hard in my chest. All my senses were on high alert. The thin canvas walls of my tent were all that separated me from the hungry, wild creatures lurking in the dim glow of the full moon overhead. I lay still, listening intently for even the faintest sound of movement. The loud and distinctive belch of a large hippo reverberated through the camp. That was close, very close — too close.
Further off in the bush, the eerie squeal of a hyena sent shivers down my spine and then, in an instant, the bush was silent once more. The gentle lapping of the nearby Khwai river calmed my nerves and slowly lulled me back into a deep sleep.
Day broke with a fiery red sky and the full, magnificent beauty of Botswana laid bare. The vibrant glow of the rising sun woke me from my slumber. I popped my head out of my tent and instinctively checked that there were no animals hiding under the Kinetic Yellow Suzuki Jimny parked nearby.
The campfire crackled hot and fresh coffee was on the brew. I gazed over this splendid scene and I was in awe. Was this a dream? How did I get here?
Into the Wilds of Botswana with the Suzuki Jimny
Can a stock-standard Suzuki Jimny tame the wilds of Botswana? You betcha!
The day before, we landed in Maun, in northern Botswana. Maun serves as a key supply town for local safari operators and Overlanding enthusiasts that visit places such as Moremi, Mababe, Savuti and Chobe.
Many Overlanding and wildlife enthusiasts consider Botswana the ultimate safari destination in Africa. Its vast wilderness is not only rich in wildlife but the harsh, unforgiving terrain poses a significant challenge to even the most capable 4×4 vehicles.
In a post-Covid-19 world, the Overlanding industry has grown significantly; enthusiasts now spend crazy sums of money to equip their 4x4s to the tee with the latest aftermarket equipment, but is it really necessary to equip your 4×4 with all that fancy equipment if you want to tackle the wilds of Botswana? Well, we were about to find out…
My trusty Jimny (in mid-spec 1.5 GL AllGrip guise) was named the “Catepillar”. It’s powered by a 75 kW/130 Nm naturally-aspirated 1.5-litre 4-cylinder petrol engine, paired with a 5-speed manual gearbox. Some of the other media participants had the luxury of an automatic transmission, but I was more than happy to “drive stick”.
Wild camping and free-roaming animals awaited us in Mababe. Here, you sleep with one eye open…
The route for this wild adventure would take us to a bush camp on the banks of the Khwai River some 120 km northeast of Maun. From there, the convoy of intrepid Jimnys would attempt a gruelling 166 km drive through some of the harshest sand corridors in Botswana in Chobe National Park, with the journey ending at the Linyanti Floodplains near Kasane, a town which straddles the borders of Namibia, Zambia and Zimbabwe.
With tyre pressures dropped to about 1 bar, the Jimnys were primed for sand- and dirt-road driving in temperatures nudging above 30°C. Under the experienced command of JJ from African Expeditions, the convoy set off from Maun into the wilderness of Botswana.
The dirt road from Mababe to Maun is in a bad state with neverending ruts, channels, dips and holes to keep even the most experienced off-road drivers on their toes. In such conditions, progress is slow and the 120 km trip took us about 3.5 hours to complete! The 33°C heat and a dry, scorched landscape made for an apocalyptic scene, but despite this, the Jimnys forged ahead without hesitation.
We arrived at what is called Camp Tshaa 2, on the outskirts of Mababe Village. With just enough time to unpack before sunset, we were about to be treated to a magical wildlife experience on the Khwai River, replete with a raging fire to keep us warm in the cold night air.
There are no fences here – wildlife can roam freely, making this a truly wild camping experience. Anything can happen and it’s wise to always be alert! The Khwai is home to hippos and crocodiles and the former are particularly active at night, when they graze on grass on the riverbanks.
The Jimny tackled various terrain in Botswana with ease.
The next morning, after enjoying coffee and a hearty breakfast beside the campfire, we set off in the Jimnys in search of wildlife. We saw a large variety of birds and mammals along the route, which skirted the Khwai River. Large crocodiles basked in the sun. Hippos bathed in the deep pools and a variety of antelope enjoyed a cool drink from the river as the sun irradiated the earth.
We also spotted a few lone male elephants that were foraging deep in the bush, but the large herds alluded us. We ended the day with a lovely, refreshing sundowner next to the river. On our way back to camp, we saw a pair of beautiful lionesses lying on the road (before they would head off to hunt in the fading light), just a mere kilometre from our open camp. What a magical place!
When the going gets tough, the Suzuki Jimny will prevail
Botswana’s vast sand corridors pose a significant challenge for any 4×4 and not every 4×4 makes it out alive.
The most significant off-road challenge that the half a dozen Jimnys would face presented itself on Day 2. Hot weather and acres of soft sand lay ahead of us as we embarked on the gruelling 9-hour (166 km) drive from Mababe to the Linyanti Floodplains via Chobe National Park.
While most of this drive was done in 4H, we had to engage low range (4L) after we entered the park at Mababe Gate. With its tyres adequately deflated, the Jimny had absolutely no difficulty in traversing the thick, soft sand. In fact, the diminutive 4×4 glided over the sand with aplomb… it just kept on doing it for hours on end with no fuss at all!
The Jimny’s performance in those difficult conditions suggested that nothing could stand in its way, but in the wild, there’s bound to be some drama, even if just a little. About 40 km from Savuti main camp, JJ’s Jimny, which was the lead vehicle, suffered a puncture and the whole convoy crept to a halt.
The men got to work with changing the wheel (thankfully the Jimny’s spare wheel is conveniently located on its tailgate), while the ladies scanned the surrounding bush for animals that might pose a threat. The wheel was changed in under 20 minutes and we were soon back on the road!
Botswana offers some of the best game-viewing in Africa!
The remaining leg of the trip was mostly uneventful, apart from a large giraffe that suddenly galloped out of the bush and onto the road ahead of the convoy, as the Jimnys approached the park exit at Ghoha Gate. The convoy pressed on to the small town of Kachikau where the dirt road finally gave way to tar and led us to our overnight accommodation at Mwandi View. A cold beer and a magnificent sunset over the Linyanti Floodplains awaited our tired bones.
This epic 3-day Suzuki Safari came to an end all too soon, but there was one final treat that would cap off this adventure in spectacular fashion.
A quick border crossing into Zambia afforded us a quick look at the magnificent Victoria Falls.
Our return flight would depart from Livingstone in Zambia the following day and we had to leave the Jimnys in Kasane, the last town near the border confluence of Botswana, Zambia and Zimbabwe. We left Mwandi View early in the morning and arrived in Livingstone a few hours later, which gave us just enough time to see the magnificent Victoria Falls, known as Mosi-oa-Tunya (The Smoke That Thunders). Africa is just amazing!
This “Jimny Journey” undoubtedly reinforced the go-anywhere ability of the Suzuki Jimny (in standard, non-accessorised guise) and this experience will hopefully inspire South African owners of the Japanese brand’s diminutive off-roader to not only explore the vast beauty that South Africa has to offer, but venture further and conquer the wilds of Africa in one of the most capable 4×4 vehicles currently on the market. If you have the will, the Jimny will get you there!
New Land Rover Defender 130 (2022) Price for SA Confirmed
Love the reinvented Land Rover Defender but need 8 seats? Well, you’re in luck. The larger Defender 130 is headed to South Africa and pricing for the newcomer has been confirmed!
Land Rover has finally fully revealed its new Defender 130, a 3-row version of the reinvented off-roader boasting up to 8 “full-size” seats. The newcomer is scheduled to arrive in South Africa towards the end of 2022, with local pricing set to be announced closer to launch.
Slotting in above the Defender 90 and Defender 110, the new 130 is easily the longest model in the line-up, measuring a whopping 5 358 mm from nose to tail. Interestingly, the extra 340 mm of length comes in the form of an extended rear overhang, with the 3 022 mm wheelbase matching that of the 110.
The Whitley-based firm says a subtle “boat tail-style uplift” at the rear maximises the Defender 130’s all-terrain ability, providing a departure angle of 28.5 degrees, while not impeding on interior space. In fact, the company claims the third row provides “comfortable seating for three adults”.
The second row of seats slides and folds forwards to provide access to the rearmost perches. With all pews in place, Land Rover claims a luggage capacity of 389 litres, which expands to 2 291 litres with the second and third rows folded down. The Defender 130 will actually be available in both 5- and 8-seater guise, with the former boasting an even higher utility capacity of 2 516 litres.
Equipment available for the third row includes heated seats, padded armrests, useful storage solutions and USB-C provision to charge devices. A panoramic glass sunroof ships standard, complemented by a second sunroof above the final row. A new four-zone climate control system is optional.
What else makes a Land Rover Defender 130?
The Defender 130 boasts a few exclusive paint colours, along with the option of an Extended Bright Pack, which adds exterior design elements in a Ceres Silver Satin finish around all lower body cladding, as well as front and rear skid plates in Noble Chrome.
New colour and material options are available in the cabin as well, along with a new, larger 11.4-inch Pivi Pro touchscreen, standard air suspension and an uprated cabin air purification arrangement.
Engine options for international market include the familiar P300 and P400 mild-hybrid 3.0-litre six-cylinder petrol systems, as well as the D250 and D300 3.0-litre six-cylinder diesel powertrains (so, no V8, for the time being, at least). The 294 kW/550 Nm P400 will hit 100 kph in a claimed 6.6 seconds, while the 221 kW/650 Nm D300 will reach the same mark in a claimed 7.5 seconds. Both the P400 and D300 have been confirmed for South Africa.
Land Rover has furthermore announced the Defender 130 will be available in South Africa in X-Dynamic HSE and X specifications, as well as in First Edition guise. The latter will be available in three combinations, each featuring a distinct colour (Fuji White, Sedona Red and Carpathian Grey) and design theme.
The First Edition model builds on the HSE specification with an extensive equipment list that includes Matrix LED headlamps, heated second and third-row seating, the aforementioned four-zone climate control, a Meridian sound system, the driver assist pack and privacy glass. All feature 20-inch alloy wheels as standard.
“New Defender 130 brings a new dimension of capability to our most durable and rugged family of vehicles. Its spacious interior welcomes and transports up to eight people in supreme comfort, enabling unparalleled sophisticated adventuring opportunities for families, with unique design signatures to create a distinct New Defender experience,” said Nick Collins, Executive Director for Vehicle Programmes at Land Rover.
South African Engines Confirmed
According to the Land Rover South Africa configurator, we’ll be getting the Defender 130 with a choice of two engines: D300 and P400. The D300 is a 3.0-litre diesel 6-cylinder developing 221 kW and 650 Nm, while the petrol-powered P400 is a 3.0-litre petrol 6-cylinder packing 294 kW and 550 Nm. All models sold in SA will be automatic.
How much does the Land Rover Defender 130 cost in South Africa?
Defender 130 D300 AWD X-Dynamic HSE R1 731 600
Defender 130 D300 AWD First Edition R1 736 000
Defender 130 D300 AWD X R1 902 100
Defender 130 P400 AWD X-Dynamic HSE R1 773 100
Defender 130 P400 AWD First Edition R1 777 500
Defender 130 P400 AWD X R1 948 700
E30 Drag Superstar! The 9-second Quarter Mile Gusheshe
Shawn Dziire grew up in the world of motorsport, and always dreamed of building a 9-second car, as well as starting a business helping others build their dream cars.
It’s safe to say he has achieved his dreams. His incredible E30, which has a big turbo 2JZ at its heart, has recorded a best run of 9.4 seconds! And watching it take off from the line will stop your heart for a moment. How he keeps that thing in a straight line is remarkable.
We hope you enjoy this awesome story of persistence, bravery and incredible motoring passion.
The stylish Clio IV was the model that sparked Renault’s renaissance in South Africa back in 2013. So, which derivative is best and what should you look out for when shopping for this hatchback on the used market?
In the months leading up to the launch of the fourth-generation Clio, Renault South Africa wasn’t in the best of shape. Fast-forward to around six months after the svelte hatchback’s arrival and the Boulogne-Billancourt-based firm’s local arm found itself in the midst of a remarkable revival.
Yes, South African buyers fell for the Clio IV virtually overnight, attracted by its heady mix of sleek styling and (very) competitive pricing. At launch, the French company’s local distributor boldly proclaimed it was “anticipating a stampede” from local buyers. That’s exactly what happened, with the hatchback initially exceeding even Renault SA’s sales expectations.
As a result, there is a wide range of fourth-generation Clio options on the used market today, from fuel-efficient base variants all the way through to high-performance RS-badged derivatives. Let’s take a closer look…
Renault Clio IV model line-up
The Clio IV debuted Renault’s then-latest design language back in 2012.
Revealed at the 2012 Paris Motor Show (or Mondial de l’Automobile de Paris 2012, if you prefer), the Clio IV was the first production model to debut Renault’s then-box-fresh design language. The hatchback quickly racked up an impressive collection of international awards, many of which related to its design.
Available exclusively in 5-door form, this generation of the Clio supermini officially hit the market in South Africa in April 2013. At launch, three variants were available:
55 kW Authentique (1.2 with 55 kW/107 Nm) 5-speed manual
Note the rear door handle cleverly hidden in the C-pillar.
While the entry-level Authentique version employed a naturally aspirated 1.2-litre, 4-cylinder petrol engine, the mid-tier Expression and top-spec Dynamique featured a downsized turbocharged petrol mill with 3 cylinders and a displacement of only 0.9 litres. Interestingly, the 1.5 dCi turbodiesel powerplant offered in some parts of the world didn’t ever make it to local shores.
By the first quarter of 2014, the Clio RS Sport 200 EDC had slotted in at the very summit of the range, offering 147 kW and 240 Nm to the front wheels courtesy of a turbocharged 1.6-litre, 4-cylinder unit (quite a departure from the Clio III’s atmospheric 2.0-litre RS motor). Although it was offered in both Lux and Cup chassis form, only one cog-swapping choice was on the table: a new 6-speed dual-clutch transmission branded “EDC” and complete with a launch control function. That’s right, no 3-door body style and no manual gearbox, much to the chagrin of diehard RenaultSport enthusiasts.
The RS version of the Clio IV came with 5 doors and no option of a manual gearbox.
At the start of 2015, Renault SA added a new GT-Line derivative to the Clio range. Though this derivative employed the same tiny 3-pot as the Expression and Dynamique models, it did gain an overboost function capable of briefly pushing peak outputs to 70 kW and 150 Nm (up 4 kW and 15 Nm).
While a limited-edition Blaze variant (complete with the aforementioned overboost-endowed turbo-triple) hit the market later in 2015, the simultaneous arrival of the Expression Turbo EDC was more significant. This model used a punchy turbocharged 1.2-litre, 4-cylinder (88 kW and 190 Nm) and was the first non-RS variant to gain the option of a 6-speed dual-clutch transmission.
By late in 2016, with more than 20 000 units already sold in South Africa, the facelifted Clio touched down, gaining subtle styling tweaks and interior upgrades. Interestingly, the free-breathing base engine was phased out with Clio’s mid-life update, leaving three derivatives powered by the thrummy 3-pot as well as the EDC-equipped turbocharged 1.2-litre (again in Expression trim) at the sharp end of the line-up.
The Clio IV received a subtle facelift in 2016.
In April 2017, a new version of the Clio GT-Line arrived, though it had upgraded to the 88 kW 1.2-litre engine and – for the first time – sported a 6-speed manual gearbox. With more torque (at 205 Nm), a well-sorted manual cog-swapper, sportier exterior styling and a raft of RS-inspired goodies in the cabin, the GT-Line was a compelling alternative for those in the market for a warmish hatch.
By August of that year, however, the full-fat RS badge had returned to the range, now available in both 147 kW Lux and 162 kW Trophy guise (again, shipping standard with the twin-clutch gearbox). Finally, in mid-2018, the Clio RS 18 F1 arrived, based on the Trophy, sporting the black-and-yellow colour scheme of the Renault Sport F1 team and billed as a “future collector’s item” (just 65 units were imported). Interestingly, both the Lux and Trophy versions were then scrapped, leaving the special-edition model as the only RS-badged Clio on offer.
RS 200 Lux (1.6 with 147 kW/260 Nm) 6-spd EDC RS 200 Trophy (1.6 with 162 kW/260 Nm) 6-spd EDC
May 2018
RS 18 F1 (1.6 with 162 kW/280 Nm) 6-spd EDC
Renault Clio Product strengths
A look at the pre-facelift model’s cabin, which was roomier than that of its predecessor.
Added packing space: As is often the case with the shift from one generation to the next, the Clio IV was larger and roomier than its predecessor. Luggage space grew to a claimed 300 litres, giving the French hatchback boot-capacity bragging rights over many of its B-segment rivals. Despite the lower roofline that came with its coupé-like silhouette, headroom was also noticeably improved, though rear legroom was still a little on the tight side. In short, it was a more practical hatchback than it perhaps looked.
Standard spec: Though the sleek styling was certainly a strength, it was the lengthy list of standard specification (for the price) that really stood out. At launch, even the base model featured items such as cruise control, LED daytime running lights, a height-adjustable driver’s seat, Bluetooth and the so-called Renault Bass Reflex sound system.
The Expression trim added a 7-inch touchscreen system (with integrated satellite navigation, no less), along with 16-inch alloys, front foglights and a leather finish for the steering wheel. Dynamique models furthermore upgraded to a hands-free version of the keycard, rain-sensing wipers, automatic headlamps and 17-inch alloys.
The special-edition Blaze model shipped with brighter cabin trim.
Fuel consumption: Though the Clio IV was dynamically very well mannered, it was the turbo-triple engine’s potential to return wallet-pleasing fuel efficiency that likely appealed more to its many buyers, even if the figures were tough to achieve in the real world.
Renault claimed a combined consumption of just 4.5 litres per 100 km for this lightweight 0.9-litre unit (though this interestingly climbed to 5.5 after the facelift), which furthermore benefited from an Eco drive mode, a stop-start system and even a clever energy-recovery mechanism capable of supplementing power to the car’s various electrical ancillaries. The 1.2-litre EDC, meanwhile, had a similarly impressive listed consumption of 5.2 litres per 100 km.
Safety: The Clio IV earned a 5-star crash-test rating from Euro NCAP in 2012, grabbing the “Best in Class” award for superminis for that year and shoving the Ford Fiesta down into the runner-up spot. SA-spec models were pleasingly well equipped in the safety stakes, with all variants at launch boasting traction control, ABS (with EBD), EBA, hill-start assist, 4 airbags and IsoFix child-seat anchors (both on the front passenger pew as well as the outer rear seats).
Fun factor: Although the Fiesta of the time was undoubtedly sharper to drive, the Clio was still one of the more dynamically gifted contenders in the segment, thankfully without sacrificing too much in the way of ride comfort. The cooking models were light on their feet (thanks in part to an up-to-100 kg weight reduction compared with the Clio III), while the RS hot hatch models offered plenty of amusement, even if they weren’t quite as characterful as their free-breathing, manual-equipped forebears.
Product weaknesses
Pay close attention to the performance of the transmission when test-driving RS models.
Despite plenty of digging and hushed conversations with experts in the field, we unearthed very few reliability complaints with the Clio IV, particularly compared with the third-gen model. Still, there were a couple of issues we noted.
Timing-chain failures: Although the Clio IV’s turbocharged 3-cylinder engine is generally regarded as quite a reliable motor, we heard of a number of instances of either worn timing chains or outright timing-chain failures. If the vehicle hasn’t had its oil changed regularly (and perhaps isn’t periodically treated to an engine flush as well), the build-up of sludge has an impact on oil pressure. Since the chain tensioner is controlled by oil pressure, this is where problems can start. Listen out for rattling timing chains and ask for evidence of regular servicing. The naturally aspirated 1.2-litre engine, meanwhile, uses a timing belt that should be replaced every 5 years.
Miscellaneous: A far less common but still reported reliability issue involves a failing fuel sensor unit, while the Renault specialist we spoke to also detailed a tendency for the plastic thermostat housing on 3-cylinder models to warp over time (generally past the 100 000 km mark), leading to a coolant leak. We’d also pay close attention to the behaviour of the dual-clutch transmission when test-driving RS versions, as excessive and/or irresponsible use of the launch-control system could lead to gearbox damage.
Ergonomic anomalies: While the Clio’s cabin was generally pretty easy on the eye, drivers had a few ergonomic quirks with which to contend. The switches for the cruise control and speed limiter, for instance, were awkwardly sited alongside the handbrake, while the start button was positioned over on the passenger side of the centre console (Renault didn’t bother moving the ignition button for right-hand-drive vehicles). In addition, over-the-shoulder visibility wasn’t the best thanks to the small rear-side glass panels and that chunky C-pillar.
What to pay for a used Renault Clio?
The special-edition RS 18 models command the highest prices on the used market.
Unsurprisingly considering how popular this powertrain proved on the new market, the 0.9-litre, 3-cylinder model accounted for around 80% of the available used stock on Cars.co.za at the time of writing. Interestingly, there weren’t many examples of the naturally aspirated 1.2-litre, 4-cylinder model, while just under 12% of listed cars featured an automatic transmission.
Options worth looking out for on pre-facelift models include air-conditioning for the base Authentique version (check this box was ticked before buying), a fixed glass roof for Expression and Dynamique models, and climate control plus rear park assist for the Dynamique. After its mid-cycle update, the Authentique variant could be optionally fitted with the 7-inch touchscreen navigation system and a leather-trimmed tiller, while the fixed glass roof remained available for the Dynamique.
Below R125 000: Most Clio IV listings below this threshold were older base and mid-tier models, many featuring relatively high mileage (some even in excess of 200 000 km). Tread carefully here.
From R125 000 to R150 000: We found a handful of compelling deals in this price bracket, with a number of high-spec Dynamique and GT-Line models available.
From 150 000 to R200 000: At the time of writing, most of the used stock was nestled between these bookends, where we discovered a broad choice of higher-spec earlier models and base-spec later model years (with the latter still featuring the balance of their standard 5-year/150 000 km warranties).
R200 000 and up: As you’d expect, the newer versions tend to be priced above R200 000. The few RS-badged models on offer, meanwhile, started at around R260 000 and ran all the way up to R460 000 (for a very low-mileage RS 18, in this case).
Pick of the range?
The cabin of the facelifted Clio IV in mid-tier Expression guise.
So, which one should you buy? Well, if fuel efficiency ranks high on your list of priorities, it’d make sense to focus your search on models equipped with the 3-pot engine. The mid-spec Clio 66 Turbo Expression arguably offers the most value for such buyers.
Those in the market for a hatchback delivering a compelling blend of everyday usability and driver engagement, meanwhile, would do well to consider the 6-speed manual-equipped Clio 88 kW Turbo GT-Line. However, some patience would be required as they tend to be relatively scarce on the used market.
What about the RS models? Well, while the performance variants certainly look tempting, as with all hot hatches, many of these models would likely have lived fairly hard lives (including, in some cases, being subjected to potentially ruinous modifications). If you’re determined to own a RS-badged Clio IV, we’d suggest not settling for anything less than an extremely clean example and then still having a multi-point inspection carried out at a specialist before signing on the dotted line. Due to their relative scarcity, RS 18 models are still commanding high prices, so it might be worth narrowing your search to the Clio RS 162 kW Trophy.
Verdict
The second iteration of the Clio GT-Line boasted 88 kW and a lovely 6-speed manual gearbox.
With its bold yet refreshingly fuss-free exterior styling – which hasn’t dated very much over the past few years, if at all – as well as efficient engine options and generous standard kit for most trim levels, the Clio IV makes for an attractive proposition on the used market.
The most obvious alternatives in the B-segment are the classier Volkswagen Polo hatchback and more dynamically gifted Ford Fiesta (also offered in GTI and ST versions, respectively), though the Clio IV represents a pleasing middle ground. Other options here include the Opel Corsa and somewhat underappreciated Mazda2, along with Korean siblings, the Hyundai i20 and Kia Rio. If you desire French flair from a brand other than Renault, there’s also the Peugeot 208, which was furthermore available in 147 kW GTi form.
However, the Clio IV has the substance to go along with its heaps of style and is a worthy rival to the many options in this corner of the market. Overall, the French hatch is a highly accomplished supermini boasting commendable safety credentials and as such deserves a place on most shortlists.
This is the brand-new Suzuki Grand Vitara, the twin to the recently unveiled Toyota Hyryder. And it’s been confirmed for South Africa…
UPDATE: Suzuki Auto South Africa has confirmed the new Grand Vitara is scheduled to launch locally in the first quarter of 2023. The Japanese firm’s local division showed off its latest SUV at the media day ahead of the 2022 Festival of Motoring at the Kyalami Grand Prix Circuit.
The Grand Vitara will be sourced from Maruti Suzuki in India, where it is offered in mild-hybrid and full-hybrid form. Interestingly, Suzuki Auto SA says the Grand Vitara will also be available locally in two engine configurations, though seemingly not the full hybrid. The powertrains destined for SA are Suzuki’s familiar K15B naturally aspirated 1.5-litre, 4-cylinder unit and the new (likewise atmospheric) K15C 1.5-litre dual-jet motor with mild-hybrid technology. K15B-equipped variants will be available with the choice of a manual or automatic transmission, while the K15C-endowed derivatives will feature “AllGrip” all-wheel drive and an automatic transmission.
We’ll have to wait until closer to the 2023 launch to learn more about local specifications and pricing, though Suzuki Auto SA does describe the Grand Vitara as its “new flagship”. For the range-topping version, we can expect what the brand calls “class-leading features” such as a 9-inch high-definition touchscreen infotainment system, a 360-degree surround-view camera system, a head-up display and wireless smartphone charging. Meanwhile, LED projector headlamps, cruise control, 6 airbags, keyless entry (with a push-button start system) and climate control will be fitted as standard across the range.
The global reveal of Suzuki’s new Grand Vitara
The Suzuki and Toyota relationship is going from strength to strength with the reveal of the 5th generation Suzuki Grand Vitara. This model is the Suzuki-badged version of the recently-unveiled Toyota Hyryder.
It’s a bold step putting the Grand Vitara name on a brand-new product. The global flagship SUV for Suzuki has a stellar reputation for offroad capability. Underpinned by the Suzuki Global C platform, the new Suzuki Grand Vitara also makes use of powertrains from both Toyota and Suzuki.
A mild-hybrid 1.5-litre petrol from Suzuki with 75 kW and 135 Nm, as well as a Toyota-sourced 1.5-litre petrol motor that makes do with an electric motor, to give a combined output of 85 kW and 141 Nm. The latter is capable of a pure electric range of 25 km.
Customers will be able to choose from a 5-speed manual gearbox, or a 6-speed automatic, while the hybrid features an e-CVT. There’ll be a degree of offroad capability with Suzuki’s AllGrip Select with modes like Auto, Sport, Snow and Lock. No low range is offered.
Inside, the new 2022 Suzuki Grand Vitara gets a few levels of trim. Top-spec models get a heads-up display, ventilated seats, 9-inch infotainment system, panoramic sunroof, 360-degree camera, wireless charger, digital dashboard, and Google/Siri voice connectivity.
As far as safety tech goes, the new 2022 Suzuki Grand Vitara has tyre pressue sensors, up to 6 airbags and stability control.
It will be interesting to see if Suzuki South Africa brings this model to our market. We suspect that the Toyota version won’t be coming as it overlaps with the locally-assembled Toyota Corolla Cross.
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.
