Hyundai is reportedly developing a new turbocharged engine that will power future N models.
Hyundai’s N division has grown in leaps and bounds since the brands first N model, the i30 N, was revealed back in 2017. The good news is that there’s lots more to look forward to from Hyundai’s N performance division in the future.
In a report by Korean Car Blog, it’s been reported that Hyundai is developing a new 2.3-litre turbocharged engine derived from the brand’s experience in the World Rally Championship (WRC) and it’s expected to redline at an impressive 7 000 rpm. Power outputs have yet to be revealed but if we had to hazard a guess, outputs of over 250 kW and at least 450 Nm on tap.
This new engine will provide Hyundai’s N division with greater competitiveness to take on long-established performance brands such as Mercedes-AMG, BMW M and Audi RS.
We will keep you updated as soon as more details regarding this new powerplant become available.
America is winning the arms race (again)… Texas-based tuning company Hennessey has unveiled its first bespoke hypercar, which is powered by a twin-turbo 6.6-litre V8 that produces 1 355 kW and 1 617 Nm. Suffice to say the Venom F5’s extreme performance figures, including a 500-kph top speed, simply beggar belief.
Developed to smash the world’s top-speed record for road cars (courtesy of a claimed Vmax of in excess of 500 kph), the carbon-fibre-bodied Venom (its monocoque weighs just 86 kg) is based on a new in-house-designed platform and doesn’t rely on hybridisation or active area for its astounding speed – instead, it utilises a stonking engine, a dry weight of 1 360 kg and a very slippery shape.
Named after the highest rating on the Fujita hurricane-strength scale, the Venom F5 is simply rear-wheel-driven. Its 6.6-litre V8 (named Fury, replete with a cast-iron block, aluminium heads, forged con rods and pistons, plus billet-steel crank- and camshafts) is mounted on a tubular aluminium subframe and mated with a 7-speed single-clutch automated transmission and a limited-slip differential.
Boost comes courtesy of 2 ball-bearing turbochargers with 3D-printed printed titanium compressor housings and 76-mm billet aluminium compressor wheels that can deliver up to 1.58 bar of boost. Peak power (1 355 kW) is developed at 8 000 rpm, while Hennessey says maximum torque is 1 717 Nm, of which at least 1 356 Nm is available from 2 000 rpm to 8 000rpm.
Surprisingly, the 90-degree cross-plane-crank V8 engine, which weighs just 280 kg, wasn’t custom-made – it’s based on a GM motor. The firm’s chief executive John Hennessey says the pushrod engine’s was favoured due to its more compact dimensions and lower centre of gravity, as well as his company’s expertise in tuning it. Hennessey Performance Engineering, which will celebrate its 30th anniversary next year, already offers a twin-turbo 895-kW upgrade for the C8 Corvette in the US.
But just how fast is the Venom F5 claimed to be? Well, in its bid to become the fastest road-legal car in the world, the newcomer is said to accelerate from standstill to 100 kph in 2.6 sec, from zero to 200 kph in 4.7 sec and from 0 to 300 kph in 8.4 sec. Stopping power is provided by a carbon-ceramic braking system with 390 mm discs all round, clamped by bespoke 6-piston calipers at the front.
Aesthetically speaking, the Venom T5 is the most elegant hypercar since Gordon Murray’s recent T.50; its slippery exterior design, which incorporates the obligatory butterfly doors is purposely unfussy, with an elaborate front splitter, triangular side air intakes, louvred rear screen/engine cover and a matt black diffuser below the quartet of integrated exhaust outlets. There’s no pop-up wing!
Furthermore, the American firm has shod the hypercar with forged aluminium alloys to lower its unsprung mass – 19 inch at the front and 20-inch at the rear – wrapped in Pilot Cup Sport 2 tyres.
Despite its enormous performance, the F5 Venom has been designed to stay drivable at lesser speeds and to cope with roads and tracks as well as it does v-max runs. The double-wishbone suspension uses passive Penske dampers, but these can be adjusted for bump and rebound, and the car also offers 5 selectable driving modes, including Drag for acceleration and F5 for top-speed runs.
The hypercar’s cabin, meanwhile, was inspired by the cockpit of a fighter jet. It features swathes of carbon fibre (including the centre console and steering column) combined with leather trim on the dashboard, door linings and the body-hugging embroidered bucket seats. A touchscreen infotainment system is fitted, along with a U-shaped steering wheel and a 7-inch digital instrument panel.
Production will be limited to 24 cars and Hennessey says it has taken deposits for half of those units.
So, what’s next for the Venom F5? Hennessey will complete top-speed testing in the first half of 2021 at the NASA shuttle landing facility in Florida. More top-speed runs will follow a development programme at Hennessey’s own testing facility and the Circuit of The Americas – with legendary racing driver and vehicle dynamics expert John Heinricy (who is the chief engineer on the project) conducting the bulk of hands-on testing.
All-new Porsche Cayenne GTS Coupe Review – Best in class?
Porsche has been building the Cayenne for 15 years now and it's clear to see the Stuttgart-based outfit has become particularly adept at building fast, desirable SUVs. Ciro De Siena gets behind the wheel of the new Cayenne Coupe GTS.
The performance SUV segment has grown rapidly over the years. The huge space on offer and tremendous performance is exactly what motorists desire.
For our video journalist Ciro De Siena however, this is exactly the sort of car that doesn't appeal to him at all. In his opinion, SUVs should be large, comfortable, and not particularly shouty. But it is hard to deny that the breadth of the Cayenne GTS Coupe's ability is, well, breathtaking. It seems to have all the right ingredients for the perfect sports-SUV recipe.
In this video we take the newcomer out to some of the best roads the Western Cape has to offer, to try and figure out if this car really is the best in class.
New law will allow owners to service their new car anywhere
The Competition Commission has ruled motorists will be able to service their vehicles at a service centre of their choice, ending the monopoly of OEM dealerships controlling the servicing industries.
According to a report in TimesLive, written by #CarsAwards judge and consumer champion Wendy Knowler, the new regulations come into effect from the 1st of July 2021.
What does this mean? Up until the 1st of July 2021, owners of new vehicles had to service their vehicles at dealerships. An attempt to get the vehicle serviced at an independent outlet would result in the vehicle's warranty being voided. An organisation called Right2Repair has taken on the motoring industry and the organisation represents around 2 500 independent workshops, parts manufacturers, and aftermarket distributors. The goal was to ensure fair competition in the supply chain and give the consumer freedom of choice, as well as levelling the playing field between manufacturers, parts suppliers and workshops, including the manufacturer-approved workshops.
As it stands, owners of new cars have no alternative when it comes to vehicle servicing and Knowler says South Africa is the only car market where customers are 'locked into using a manufacturer's service centres via embedded motor and service plans.' The Competition Commission's ruling means customers can take their brand new vehicle to any service centre for its first service, without fear of a compromised warranty. There's also the impact of service plans and motor plans being removed out of a car's list price. These plans will continue to be sold, but as optional extras. Customers will be able to decide if they want to service the vehicle at the dealership they purchased the vehicle from, or go to an independent service centre.
Right2Repair Competition Commission ruling
The full ruling can be found here, but here's a quick summary.
OEMs must recognise and not obstruct a consumer’s choice to seek service, maintenance, and mechanical repair work for their motor vehicles at a service provider of their choice, regardless of whether that service provider is an approved dealer or independent operator;
Maintenance plans and service plans will be separated at the point of sale from the purchase price of the vehicle, allowing consumers to exercise choice regarding whether to purchase the maintenance plan or service plan. This is intended to make and will make servicing a more affordable option for South Africans, while allowing for more players to provide car maintenance products for consumers whose motor vehicles are in-warranty;
OEMs must adopt measures to promote and/or support the entry of new motor-body repairers, with a preference for firms owned by historically disadvantaged operators;
Consumers can fit original or non-original spare parts, at a service provider of their choice, whether that be an approved dealer, approved motor-body repairer, or an independent one, during the in-warranty period, without voiding their warranty. The quality of these will be carefully dealt with in line with consumer protection laws as well as existing warranties;
OEMs must make available to independent service providers the OEM-technical information relating to its cars, including security-related information that permits access to cars' security systems, including coding and programming, software, and safety systems. Such access must be subject to OEMs' intellectual property and data privacy rights and the independent operators meeting their accreditation requirements; and
OEMs and/or approved dealers are required to provide training to access to training to employees of independent repairers who request training, at a reasonable cost that may not exceed that imposed on employees of approved dealers.
The OEMs are not happy with the ruling, citing concerns over the quality of workmanship and whether genuine parts would be used.
The German automotive conglomerate has been under pressure to rationalise its business structure and with Lamborghini swapping CEOs, there was a feeling of instability.
Having acquired the Italian supercar brand in the late 1990s, in a deal that placed it under the direct responsibility of Audi, the expense of Lamborghini’s expanding vehicle portfolio has become telling.
Although there was some convergence between Audi and Lamborghini in terms of engine sharing and platforms, that has diluted over the last few years.
Audi no longer broadly uses the Lamborghini V10 engine architecture, as it once did in many of its S- and RS performance models. With the R8 production having trickled to very low volumes, the synergy between Lamborghini and Audi vehicle platforms has also reduced to nearly nothing at all.
Despite the original business case for owning Lamborghini no longer having the same appeal it had a decade ago, VW is not relinquishing its control of the brand.
At a recent supervisory board meeting, VW confirmed that it will retain Lamborghini and Bentley. The British luxury vehicle brand will come under the direct control of Audi, with VW hoping that its Ingolstadt division can turnaround Bentley’s fortunes, soon.
The aim is for a 5% reduction by 2023, whilst material costs must reduce by 7%. Those numbers could mean a lot more Audi switchgear and bits in Bentleys, as VW attempts to reduce the drag on its supply chain spend, by the company’s low-volume business units.
Audi has expanded its Q3 premium family car range by introducing a couple of Sportback derivatives to the local market. The Q3 Sportback promises fresher and more interesting looks for a slightly higher financial outlay than its Q3 sibling, but does it differentiate itself enough to justify its existence? We spent a few days with the newcomer.
We like: Stylish and interesting looks, upmarket and modern interior, refined drive
We don’t like: Reduced rear cabin and luggage space, uninvolving powertrain, pricey.
Fast Facts:
Price: R737 000 before options (December 2020)
Model tested: Q3 Sportback 40 TFSI quattro S Line
Engine: 2.0-litre turbocharged 4-cylinder
Power/Torque: 140 kW/320 Nm
Transmission: 7-speed automatic
Fuel consumption: 8.3 L/100 km (claimed)
Top speed: 220 kph
?Performance: 0-100 kph in 7.8 sec
What is it?
With the SUV segment well and truly in its pomp, the motor industry's attention has turned to making the (now mainstream) high-riding offerings more interesting. BMW was quickest out the blocks with its X6, essentially an SUV in a sleeker body with a sloping rear roof. While the design purists cringed, the car was an instant sales success – based mostly on its looks, we'd purport. Mercedes-Benz countered with the GLE Coupe, while Audi eventually launched its Q8. Those are the big-league models though, but naturally, every Teutonic manufacturer just had to create a model for this niche's niche. We now have the BMW X4 and Mercedes-Benz GLC coupe, with an Audi Q5 Sportback due in SA in 2021.
The Q3 Sportback is essentially a sleeker and more interesting-looking Audi Q3. We're big fans of the standard Q3 as it is… With futuristic looks as well as enough creature comforts and practicality to satisfy most premium-market consumers, it should come as no surprise we'd prefer it over its Q5 brother. It was a deserving recipient of a #CarsAwards – powered by WesBank win in the Crossover category, seeing off solid opposition from the Volvo XC40 and Jaguar E-Pace. As far as other alternatives go, you could consider the Range Rover Evoque and BMW X2.
The premise behind the Q3 Sportback is simple. It still retains all the lovely traits of the Q3, while sacrificing some outright luggage space and rear headroom in favour of a stylish exterior execution. From some angles, it resembles the delectable Q8 – which is one of the most striking vehicles on the road at the moment. Audi is offering the Q3 Sportback with a choice of 2 petrol engines: a 1.4-litre turbocharged petrol driving the front wheels, and a 2.0-litre turbocharged petrol engine with quattro all-wheel drive. This test unit is the flagship 40 TFSI quattro S Line.
One of the best angles of the Audi Q3 Sportback, because it shows off the sloping rear roofline.
How it performs in terms of…
Exterior design & Packaging
At first glance (and particularly when viewed from head-on), the Audi Q3 Sportback looks quite generic, but in profile and from a rear 3-quarter aspect the newcomer appears notably more interesting. The newcomer really looks the part (one tester remarked it resembles a shrunken Q8), despite its plain white finish. Granted, our test car came with the optional black styling package over and above the standard S line body kit, plus eye-catching 19-inch alloy rims. If finished in one of the more exciting hues on Audi's palette (such as Turbo Blue) it would be a showstopper.
The latest generation of Audi cabins are exceptional, both in terms of quality and to look at.
Inside, the cabin gains the new MMI infotainment setup from the latest generation of Audi's offerings, as well as a sleek new all-digital instrument cluster. While the interface with its quirky graphics may not be to everyone's taste, there's no denying it's unique and modern.
In terms of packaging, the Q3 Sportback's physical shape is notably different to that of the standard Q3. The sportier variant is 16 mm longer, 29 mm flatter, and 6 mm thinner by comparison, but they share a 2 680-mm wheelbase. What does this mean for practicality, though?
Aud claims its Q3 has a luggage capacity of 550 to 1 525 litres, while the Sportback variant offers 410 to 1 280 litres. The figures don't lie and it's immediately evident the load bay is smaller on the new car. It's a pity, as the standard Q3's practicality (aided by a sliding rear bench) is one of its best features. That sloping roof may look good, but rear passengers will find headroom a bit tight if they're taller than, say, 1.8 metres.
Rear legroom is adequate for average-sized adults. Headroom is an issue.
Performance and ride/handling
The Q3 Sportback 40 TFSI quattro S line is powered by a 2.0-litre 4-cylinder turbopetrol motor. It produces peak outputs of 140 kW and 320 Nm, which is directed to all wheels via a 7-speed automatic transmission. A smaller 1.4-litre turbopetrol option is available, which is obviously less punchy and doesn't offer all-wheel drive. However, unless quattro is a must-have, you're not going to feel short-changed with the 35TFSI S line. Why? Well, the VW Group's MQB platform underpins the Q3 Sportback as well as a variety of Volkswagens (such as the Polo, Golf and Tiguan), as well as numerous Audis, including performance derivatives. With this in mind, we were expecting an engaging and spirited driving experience…
However, the Q3 Sportback feels bland to pilot. Granted, the newcomer gets down the road in an unflustered manner; exterior noises are all but dialled out and the mechanical refinement is suitably premium, but we were hoping that the Audi would offer a level of dynamism befitting its sporty appearance. It features steering wheel-mounted shift paddles and a punchy engine, yet we didn't feel engaged with the test unit. This is the fastest Q3 Sportback derivative, but it doesn't feel fast. Audi claims a sub-8-second 0-to-100 kph time, but the benchmark sprint is a bit of a non-event.
Furthermore, the transmission's not perfectly calibrated with the motor. Shift responses are not as prompt as we hoped; the 'box is seemingly mapped to remain in the highest gear as often as possible, which is not always a good thing. At times, when we needed a burst of acceleration while driving in 7th, the gearbox would stumble to engage 4th to deliver some in-gear shove. As a result, executing reactive overtaking maneuvres is less than effortless in the Q3 Sportback, but at least you can take matters into your own hands and shift gears using the steering-wheel paddles.
These 19-inch alloy wheels look great, but despite the relative profile of the tyre, the ride quality remains on the firmer side.
Given the larger wheels and the vehicle's stance on the road, the Q3 Sportback's ride quality is on the firmer side of pliant. It's not too harsh, but you will feel ruts and bumps in the road through the suspension. However, we appreciated the test unit's steering feel. It is light, yes, but when you're piloting a substantial vehicle in a confined environment, a quick, easy-to-wield 'wheel is a boon. The 40 TFSI quattro S line feels eminently nimble, but you can't pitch it into slow corners in the hope it'll handle like an S3 quattro, because you'll invariably encounter substantial body roll.
As for the quattro setup, it's more applicable for the frosty European winter than mostly-sunny-and-mild South Africa, but we're also convinced that many customers who decide to go this route will find comfort in the additional stability that an all-wheel drivetrain offers on gravel or wet roads.
Interior execution and features
For the always-connected generation (undoubtedly the Q3 Sportback's target market), the Audi comes equipped with USB-A and USB-C ports, as well as Android Auto and Apple CarPlay connectivity. Streaming Spotify through the optional Bang & Olufsen audio system is what it's all about!
Audi's interiors are still some of the best in the business, in terms of visual appeal, tactile quality and, of course, ergonomic efficiency. The cabin features a plethora of premium finishes and soft-touch materials and you get the sense that it's all immaculately put together. At this price point, Audi has all the bells and whistles covered, but you can dive into the options to further enhance what's on offer…
Consider the Audi phone box, which introduces wireless charging, as well as the Matrix LED headlights, which offer smart anti-dazzle tech. The new MMI infotainment system offers a slick user experience; the only downside is that it's a magnet for tacky fingerprints. Keep a cloth handy!
Wireless charging and two types of USB ports.
Price and after-sales service
The Audi Q3 Sportback 40 TFSI quattro S Line costs R737 000, which includes a5-year/100 000 km maintenance plan. Our test unit was positively festooned with options, which increased the asking price to an eye-watering R929 790. The reason behind this R192 790 difference is that this demonstration unit was specified with the Technology package (R35k), Comfort package (R22k) and Sports package (R30k). Other noteworthy options that helped bump the price up was the panoramic sunroof (R20k), electric towbar (R11k) and the Bang & Olufsen audio system (R9k).
It's unique looks give it a slight advantage over its mainstream sibling, but can you do without some practicality?
The Q3 Sportback is an impressive offering, but so is the perfectly-good standard Q3. Does the newcomer's attractive styling justify a higher asking price than its SUV sibling? As a champion of motoring consumers, we don't think so, but, on the other hand, in an era where cars have become so generic-looking and predictably packaged, some buyers crave variety. A model that stands out (and in a good way) deserves to be recognised.
Should you buy one? If getting behind the 'wheel of a 'premium family car is a priority for you and you don't have grown children to cart around or require a big load bay to fill to the brim with all manner of detritus, this newcomer may very well be of interest. It may be a niche product, but we suspect Audi will capitalise on slow-selling segments where products such the TT sportscar and the A5 Coupe are arguably on borrowed time.
We can imagine that a long-time TT owner, who knows the once-popular sportscar won't be replaced, could switch to a Q3 Sportback. It may not handle like a TT, of course, but it'll match the little sportscar's style while offering a bit more space as well as all the latest gadgets and gizmos. If you want something with a bit more go (and can afford it), then look to the Audi RS Q3 Sportback, which will arrive in Mzansi during 2021.
The Automobile Association (AA) has predicted substantial increases in the price of petrol and diesel for January 2021.
Based on the unaudited mid-month fuel price data released by the Central Energy Fund, the AA reckons South African motorists are in for some heavy increases as we go into January 2021.
"It's been a good month for the Rand so far, with the local currency picking up around 15 cents against the US dollar, but the basic fuel price has shot up since the start of December, raising the spectre of quite substantial fuel price rises if there isn't a pullback before month-end," the AA says. "Diesel and illuminating paraffin are the worst hit, with the current data showing an increase of 52 cents a litre for these fuel types. But petrol hasn't escaped unscathed, with increases of up to 34 cents a litre on the cards," says the AA.
Ouch! These increases come despite significant global refining overcapacity and a slight increase in the world-wide oil supply alongside falling demand. We're hoping this trend doesn't continue during the month of December and will post more info as soon as we have it.
The long-awaited Mercedes-AMG One is due in 2021 and a marketing campaign shows F1 champion, Lewis Hamilton, having a go in a prototype of the new One hypercar.
The campaign, which is called ‘After Work with Lewis Hamilton’ shows a One prototype dressed in an interesting camouflage and is driven onto track by the 7-time F1 champion, Lewis Hamilton.
Hamilton has been involved in the development of the One hypercar and his experience in Formula 1 is contributing towards the final development of the One.
"I can still hardly believe that there will soon be a hypercar with a Formula 1 engine. We won the world championship with this engine in 2015, and I was involved in its development for a long time. I was able to drive the Project ONE during the filmwork for the new campaign, and I'm very proud of the extraordinary effort Mercedes-AMG has invested in this project. This car is absolutely unique,"
As a refresher, the AMG One is fitted a 1.6-litre V6 hybrid petrol engine with electrically supported turbocharging derived from the Mercedes-AMG Petronas Formula 1 racing car as well as 4 electric motors that generate a combined power output of 740 kW. The AMG One is capable of revving at up to 11 000 rpm and boasts a top speed of over 350 kph.
Apart from bringing the AMG One to life, a new technology label will be launched too and it will be called E Performance which represents the electrification of Mercedes-AMG.
"Developing the Project ONE was a very great challenge which we addressed as a team, and now we are firing the next stage for roadgoing approval: This car will strengthen our position as a high-performance luxury brand. Moreover, the Project ONE will emphasise the proximity between Formula 1 and Mercedes?AMG more than ever: we have the same motorsport genes, and believe in a direct technology transfer. The special disguise of the Project ONE also gives an initial outlook on our electrically powered future, which begins in 2021. The colour red will play a central role for our new technology label E PERFORMANCE," says Philipp Schiemer, Chairman of Mercedes-AMG GmbH.
When Hyundai Automotive SA launches its facelifted i30 N with an 8-speed dual-clutch transmission next year, the Korean firm’s maiden hot hatch will offer considerably wider appeal in a market where buyers prefer automatics, such as the upcoming Volkswagen Golf 8 GTI and BMW 128ti. All three of them will be in Mzansi by mid-2021…
When the i30 N – Hyundai's 202 kW/353 Nm hot hatch and the poster child for the Korean firm's fledgeling N division – was launched internationally in mid-2017, it rocked the premium hot hatchback establishment, which has always been dominated by the Volkswagen Golf, Renault Megane RS (Renault Sport), Honda Civic Type R and, for a while, the Opel Astra OPC. However, South African performance aficionados had to wait patiently for the Korean hot hatch to make its local arrival… Hyundai Automotive SA eventually launched the i30 N, in limited numbers, in February 2020.
At the time, the Korean firm's local subsidiary was at pains to point out that it would sell only as many units as it could procure and that there was no guarantee that the exclusive hot hatch (still listed for R679 900) would remain available for the foreseeable future. Many believed the model would be a "halo car" marketing exercise much in the way that Kia Motors SA did with the limited-edition Stinger sports executive sedan.
The revised i30 N can be distinguished by its V-shaped DRLs, as well as its revised grille and bumper.
However, the i30 recently underwent a facelift and so did its i30 N flagship, but fear not, the i30 N isn't going anywhere. In fact, Hyundai Automotive SA has confirmed that the updated version will be in local showrooms by mid-2021 and that it will include (or might even be limited to), the new 8-speed dual-clutch transmission (N DCT) version, which is bound to be more popular than the 6-speed manual derivative. Owners who recently bought an i30 N are unlikely to be too upset by the aesthetic updates incorporated in the facelift, because the cosmetic changes are quite subtle.
At the front, Hyundai has fitted new LED headlamps with V-shaped daytime running lights and the reshaped grille features sharper edges, a revised mesh pattern and loses the chrome surround. The bumper, meanwhile, has shapelier air intakes that incorporate air curtains for better airflow and reduced turbulence into the car’s front wheel housings.
The N logo has also been integrated onto the wheel caps of new 19-inch forged alloy wheels with a dark satin grey matte finish (if the i30 N is outfitted with the Performance Package). By virtue of being 14.4 kg lighter (in total) than the current cast-alloy wheels, they reduce the vehicle’s unsprung mass and are shod with high-performance Pirelli P-Zero tyres, which Hyundai says were developed especially for the i30 N.
Although its power output has barely changed, the N DCT version of the i30 N offers an additional 39 Nm of torque.
At the rear, the large wing spoiler with the distinctive N triangular brake light remains, but the tail-light clusters feature a new LED signature, while the bumper features an enlarged black cladding with a more pronounced diffuser between the pair of large exhaust pipes.
Performance-wise, the i30 N now delivers a smidgeon of extra power (206 kW vs 202 kW), but notably more torque (39 Nm) to 392 Nm. For improved acceleration in the mid- and high-speed range, the Hyundai delivers its maximum twist (392 Nm) between in a wide band – 1 950 to 4 600 rpm), while it develops peak power at 5 200 rpm.
While the maximum speed of 250 kph is unchanged, the N-DCT version of i30 N is claimed to accelerate from 0 to 100 kph 0.2 sec faster than its predecessor (5.9 sec).
Note the much larger diffuser on the post-facelift car's rear bumper, replete with U-shaped red striping.
As before, the new i30 N is equipped with Rev Matching, Launch Control, a rear stiffness bar, electronically controlled suspension (although the damping and steering systems have been retuned for improved ride and handling performance, Hyundai claims.
The aforementioned Performance Package includes an electronically controlled limited-slip differential (eLSD, although it does feature on the current SA-spec car), as well as beefed up front brakes (of which the discs have been increased from 345 to 360 mm).
However, the introduction of the N DCT 8-speed dual-clutch transmission, of which manually actuated shifts can be actuated by using the paddle shifters mounted on the multifunction steering wheel or taps forward or pulls on the i30 N’s transmission lever, is the biggest development.
The new 19-inch five double-spoke forged alloys reduce the i30 N's unsprung weight.
The N DCT is a wet-type transmission, which means it uses oil to cool – and reduce friction on – the clutch components. Incidentally, that type of setup is widely believed to be more reliable, in the long run, than “dry-clutch” dual-clutch transmissions.
What’s more, the N DCT 'box offers i30 N drivers a trio of new N performance modes:
N Grin Shift (NGS) is activated at the push of a button on the steering wheel, after which a countdown begins before the i30 N produces a 20-second burst of maximum power.
N Power Shift (NPS) engages when the car accelerates with more than 90% of throttle, thereby mitigating any reduction in torque by using upshifts to deliver maximum power.
Finally, N Track Sense Shift (NTS) automatically engages a sportier shift pattern for the transmission (by selecting the right gear and shift timing for optimal performance).
To appease track-day enthusiasts, the i30 N's Performance Driving Data System features updated graphics.
N ‘Grin Control’
As with the previous generation i30 N, the drive-mode selection system (which Hyundai calls the N Grin Control), incorporates Eco, Normal, Sport, N and N Custom pre-sets that adjust the parameters of the engine, the suspension, electronic stability control, eLSD, exhaust sound, steering, and transmission for a variety of driving conditions. In the N Custom mode, drivers can select from Eco, Normal, Sport and Sport+ settings for each of these components to match driving preferences and road conditions.
As much as the i30 N has been praised since its launch in the local market, its interior execution has erred on the side of conservatism (at least by hot-hatch standards). That still applies, but to a lesser extent… The Hyundai’s seats are trimmed in black artificial suede and leather with Performance Blue contrast stitching and the instrument cluster includes an active variable LED red zone and shift indicator, but apart from the sporty, metal pedals, the revised hot hatch features seatbelts with Performance Blue accents.
As if the N Division hasn't take a leaf out of the M Division's books already… the N Light Seats feature illuminated plates.
Hyundai now offers optional lightweight monoform front sport seats on the i30 N that offer pronounced side and lumbar bolstering and are 2.2-kg lighter than the standard items. The N Light Seats are trimmed in premium leather and Alcantara and features Performance Blue stitching as well as an illuminated N logo on an integrated headrest
Meanwhile, the newcomer comes with a 10.25-inch touchscreen infotainment system with navigation, plus Apple CarPlay and Android Auto compatibility. It incorporates the Performance Driving Data System (with updated graphics), which saves and displays driving data (including power, torque, boost) and includes a lap and acceleration timer.
It remains to be seen whether the facelifted i30 N with N DCT will come to South Africa, but we wouldn't bet against it.
The new i30 N has been upgraded to include more Hyundai SmartSense active safety and driver assistance features, including Forward Collision-Avoidance Assist with pedestrian detection, Lane Following Assist, Blind-Spot Collision-Avoidance Assist, as well as Rear Cross-Traffic Collision-Avoidance Assist. These additional systems may not be of much – if any – consequence to our market, however. Local versions of the i30 N are equipped with ABS, stability control and front-, driver knee-, side- and curtain airbags.
A showdown's looming
The i30 N DCT will certainly have its work cut out when it arrives on local soil. BMW aficionados are eagerly anticipating the arrival of the 128ti – a new mid-range derivative of the 1 Series, which is fitted with a limited-slip diff, M Sport suspension and a 180-kW 2.0-litre turbopetrol motor.
The 128ti, which is scheduled to arrive during the 1st quarter of next year, is claimed to bolt from 0 to 100 kph in 6.3 sec and marks BMW's first serious stab at the traditional front-wheel-drive hot hatchback market. Although Mzansi won't get the full-fat 195 kW/400 Nm version as offered in Europe, the newcomer's outputs are almost identical to that of the Golf 8 GTI. See also: BMW 128ti: How it compares with GTI & i30 N
Although news about the Volkswagen Golf 8 has been dominated by the recent release of the R model, the next iteration of the Wolfsburg-based's brand's iconic hot hatch is scheduled to arrive a little later than the Bimmer (around the 2nd quarter of 2021). Although the GTI offers slightly less power (26 kW) and torque (22 Nm) than the i30 N DCT, our international correspondent Dave Humphreys reports that the newcomer's handling balance and overall dynamism is arguably better than its ever been: Volkswagen Golf 8 GTI (2020) International Launch Review
We can't wait to line the Hyundai, BMW and VW up for comparison. Here's a breakdown of what the market's headlining hot hatches produce:
Despite the relentless onslaught of the SUV, Volkswagen is preparing an all-electric sedan.
The 5th electric car from Volkswagen's ID range will be hitting showrooms around 2023 and it will be a sedan. Unofficially dubbed the Volkswagen ID.6 according to AutoCar, the newcomer is essentially going to be a production version of the Volkswagen Vizzion Concept, but we won't be surprised if we see elements from the ID Space Vizzion Concept either.
Built on Volkswagen Group's modular and scalable MEB platform, the ID.6 promises around 700 km of electric range. The secret to this impressive range is "improved lithium battery cell efficiency, a reduction in rolling resistance and new aerodynamic developments" according to AutoCar. There's also talk of 200 kW fast charging, which will allow about 230 km of range to be loaded in just 10 minutes.
There's a potentially sportier GTX model with a two-motor setup that will hit 100 kph in about 5.6 seconds. The single-motor derivative should be able to reach 100 kph in around 8.5 seconds.
Why a sedan though? Despite SUV sales still surging ahead, Volkswagen believes the Chinese market will be key to the ID.6's success. Production of the vehicle is likely to take place at the VW facilities at Emden (earmarked for ID.4 and ID.5 in 2022) and Zwickau.
Chinese production will take place as part of the joint-venture deal with SAIC and FAW in 2024. Emden is currently home to Passat and Arteon, and this facility is currently being converted from ICE production to EV production. Volkswagen is bolstering the facilities and by the time the work is complete, there'll be capacity for up to 300 000 electric vehicles by 2023.
Does this mean the end of the road is nigh for the Passat and Arteon? Despite the latter's recent update, sales have been sluggish with the updated Tiguan, T-Roc and T-Cross headlining the sales charts. Given the timings, we suspect the Arteon and Passat will bow out in 2023, to coincide with the launch of the new all-electric range.
