Audi has revealed the RS4 Avant Bronze Edition – a stylish version of the performance wagon.
Audi has released a limited-edition version of its RS4 Avant performance wagon. Called the Bronze Edition, this Audi RS4 looks sensational. Sadly, it's a limited-run model and there'll be just 25 for the UK market.
With a Vesuvius Grey paint and black detailing, coupled with the 20-inch bronze wheels, this is one seriously good-looking station wagon. There's plenty of matte carbon used too. Inside, the Audi RS4 Bronze Edition features bronze stitching in the sports seats as well as armrests and steering wheel. The matte carbon detailing is also featured in the cabin.
The engine remains unchanged and its the same 2.9-litre twin-turbocharged V6. It produces 331 kW and 600 Nm and thanks to its quattro all-wheel drive, it'll hit 100 kph in a claimed 4.1 seconds. Sadly, there's no sign of this exact model coming to South Africa, but we expect to see the facelifted Audi RS4 and RS5 making landfall in SA before the end of 2020.
Power of the Italian supercar edges beyond 600 kW.
Pagani has revealed the most powerful version of its Huayra supercar.
The low-volume Italian manufacturer has named the new car ‘Imola’, after the famous race track.
Although Imola uses the Huayra platform, it features significant upgrades. Unlike the Huayra, which is a roadster, Pagani’s Imola features a fixed-roof structure.
Honed with hundreds of laps around the Imola circuit, Pagani’s latest supercar is powered by an AMG supplied twin-turbocharged 6-litre V12.
The Mercedes-Benz engine is good for 608 kW and 1 100 Nm, making this the most potent Pagani yet.
A combination of titanium and carbon-fibre structure delivers a car which weighs just 1 246 kg.
Although performance figures have not been confirmed, there is no doubt that the Imola is a very rapid car. The previously quickest Huayra (Pagani’s BC Roadster) was capable of 0-100 kph in a touch under 3 seconds and a top speed of 383 kph. Being lighter and more powerful, the Imola should improve on those statistics.
Pagani’s Imola also features a sophisticated aerodynamics package, with a roof-mounted scoop and combination of large wing/diffuser combination at the rear. In partnership with the car’s flat underside, the surface aerodynamic details generate massive amounts of downforce as speeds increase.
Pagani will only be building five Imolas, with each one priced at an estimated R80m.
By achieving the highest combined occupant safety rating for any Indian-produced vehicle tested by Global NCAP, the Mahindra XUV300 has been awarded the organisation’s first "Safer Choice" award, which is significant, given the multitude of Indian-made models offered in South Africa’s new-vehicle market.
Last month, Mahindra’s compact family car, which was launched in South Africa during the first half of 2019, achieved a 5-star rating for adult occupant protection and a 4-star rating for child occupant protection as part of Global NCAP’s ongoing #SaferCarsForIndia crash-testing campaign. Read our review of the XUV300 1.5TD W8.
The Indian firm then submitted the XUV300 for further Global NCAP conformity tests and the model was found to meet the requirements of the "Safer Choice" award; the organisation had announced the award challenge at Auto Expo 2018 and it is only applicable to manufacturers that achieve the highest levels of safety performance for cars produced (and sold) in India.
Apart from XUV300, the Tata Nexon and Altroz are the only other Indian-made models to receive a 5-star Global NCAP adult occupant protection rating.
To win this award, a car must achieve a 5-star score for adult occupant protection and at least 4 stars for child occupant protection (in accordance with the latest version of the Global NCAP New Market Test protocol). Additionally, it must have an electronic stability programme (ESP, at least as an option for all variants) and also meet pedestrian protection norms, the organisation said.
From a local perspective, the XUV300 range does not strictly conform with the standards of the "Safer Choice" award, because the top-spec W8-grade 1.2-litre turbopetrol and 1.5-litre turbodiesel XUV300s do come with ESP, but the technology isn't optional on the other versions. However, all derivatives are equipped with ABS with EBD, pre-tensioned front seatbelts (with load limiters), a collapsible steering column, passenger airbag deactivation switch, impact-sensing unlock function, a 3-point seatbelt for the middle seat in 2nd row, as well as ISOfix child-seat anchors.
As opposed to other derivatives of the XUV300 range, the W8 versions feature a total of 7, as opposed to 2, airbags.
“This is a historic moment for Mahindra and the Indian auto industry, marking a tipping point in vehicle safety performance for the country. After setting our Safer Choice award challenge in 2018, it is deeply satisfying to see an Indian automaker taking a lead on safety in this way,” David Ward, the chief executive and president of Global NCAP, was quoted as saying.
Global NCAP has become reasonably well known in the wider South African motoring community by virtue of the organisation’s similar #SaferCarsForAfrica 64-kph frontal-impact crash-testing campaign in conjunction with the Automobile Association of South Africa, which began in 2017. See the #SaferCarsForAfrica results for 2019, 2018 and 2017.
To compare the organisation’s rating for the Mahindra XUV300 with those of vehicles that have been tested as part of #SaferCarsForAfrica campaign, their scores are (from latest to earliest):
Hyundai has been brewing a new i20 hatchback and it will be shown at the upcoming Geneva Motor Show.
The Hyundai i20 is a bread-and-butter model in South Africa and it has proven popular with buyers looking for an affordable and reliable hatchback.
The good news is that a new i20 will be shown at the upcoming Geneva Motor Show and it will introduce a sharper, fresher look to take the fight to its rivals such as the Volkswagen Polo and Ford Fiesta.
The new i20’s design is far bolder and sportier with a large gaping grille, sculpted bonnet, edgy headlights and distinctive tail lights with a ‘Z’ lighting signature and a light bar that runs across the length of the boot lid. Based on these images, Hyundai will offer a 2-tone paint scheme too, which further adds to the i20’2 new character.
As for the interior, official images have yet to be released but you can expect Hyundai’s latest touchscreen infotainment screen (with Android Auto and Apple CarPlay) and digital instrument cluster to make its way into the i20. The interior material finish is also expected to be of higher quality to match its stylish exterior design.
While we wait for official details, we reckon the i20 will offer both a 3-cylinder, 1.0-litre engine (same as Kona and Venue with 88 kW and 172 Nm) and a naturally-aspirated 1.2-litre petrol engine. The exciting news however, is that Hyundai will also offer a fully-fledged i20N model which could very well be powered by a 1.6-litre turbopetrol engine with 150 kW and 265 Nm, which should be an absolute hoot to drive.
We will have more details to share when the new i20 makes its debut at the Geneva Motor Show, stay tuned.
Yes, there is an all-new Isuzu D-Max bakkie in the pipeline, but that will only become available in South Africa in 2021. In the meantime, Isuzu SA has updated the current range by introducing automatic-transmission versions of its 250 turbodiesel derivatives. Ernest Page reports…
When General Motors' departure from South Africa was announced back in 2017, consumers were concerned about Isuzu's future (at the time, few people realised that the Japanese firm, although distributed by the US company in the local market, was an independent company). But in the last 2 years, Isuzu South Africa has taken over operations at the Port Elizabeth plant (it merged production of bakkies and trucks to great effect) and, out in the public domain, the company’s gone on to win 2nd place in the Brand of the Year category at the 2019/20 #CarsAwards – powered by WesBank.
Isuzu's stellar performance in the Cars.co.za Consumer Survey reflects that customer satisfaction is at an all-time high and the next-generation Isuzu D-Max, which should arrive around the 2nd half of 2021, has bakkie enthusiasts salivating. Until then, however, Isuzu has 1 important card to play: add an auto box to one of its best sellers: the 250 D-Max (or KB250, as it was formerly known).
Just as tough as before
Isuzu placed 2nd in the 2019/2020 #CarsAwards Consumer Satisfaction Survey.
Isuzus still have a reputation for being tough – so tough, in fact, that the word leisure isn’t often used to describe any other derivative than the top-of-the-range automatic versions. The stories often told about Isuzus usually entail tales of many millions of miles travelled. But, to make the D-Max more appealing to the leisure market, an automatic 'box is now available on 5 versions of the 250 range.
It's very smooth…
During a lengthy chat with Dominic Rimmer, Isuzu Motors South Africa's senior vice president of technical operations, he confirmed Isuzu was one of the very few local manufacturers to still test their bakkies extensively for local conditions. This included months of suspension and setup tests and choosing tyres that were perfectly suited to Mzansi's driving conditions (and driving habits).
The functional interior might not shout lifestyle but it's near bulletproof reliable.
Isuzu’s research shows that South African bakkie owners generally travel longer distances than in other markets (and at higher speeds). The road conditions in South Africa also vary more than in most developed countries. Therefore, the durable yet smooth-running General Tyre AT Grabber was chosen for the 250 D-Max. The tyre is said to complement the damping of the bakkie in such a way as to provide a soft-yet-reassuring ride quality – even when operating at higher speeds. You can really tell the bakkie's suspension tuning has been tweaked for our "uniquely South African" road network.
And the transmission?
While driving in mixed conditions, I endeavoured to test the auto box by purposely varying my driving behaviour. When the 250 D-Max was cruising at speeds of around 120 kph, the transmission felt well-calibrated, with sufficiently prompt responses when it was required to kick down, overtake and coast. Even the engine-braking felt natural and intuitive; my only bugbear was that the drivetrain snatched slightly when shifting down to 1st in congested traffic. For consumers who spend most of their time travelling in urban areas, the self-shifting Isuzu is a credible option at an affordable price.
The tried-and-trusted 100 kW/320 Nm turbodiesel engine is quite well-matched with the 5-speed automatic transmission and I can imagine that opting for a 6-speed unit instead would have added more cost without any obvious/substantial benefit to drivability. By the way, the claimed average fuel consumption figure for the new auto derivatives is a very respectable 8.1 L/100 km.
Summary
The D-Max autos now offer a keen entry point for the range.
Isuzu plans to invest more than R1.2 billion to optimise the next-generation Isuzu bakkie for the Southern African market, which includes sourcing parts locally and ensuring that the bakkie will be able to withstand harsh operating conditions. The current model has been around for a long time, but for what it lacks in the latest features and safety technologies, it makes up for in value for money.
Starting at R403 200, the Isuzu 250 D-Max automatic is priced lower than both Ford and Toyotas alternatives and also boasts one of the best warranties of any manufacturer. It's still not AS lifestyle-oriented as those two rivals, but certainly carries enough appeal to give Isuzu fans the alternative they need until the 2021 model arrives. Will it entice other bakkie owners? Yes, I think so.
Pricing:
D-Max 250 Extended cab Hi-Ride Auto R403 200
D-Max 250 Double cab Hi-Ride Auto R435 300
D-Max 250 Double cab LE Auto R459 000
D-Max 300 Double cab Hi-Ride Auto R464 100
D-Max 250 Double cab X-Rider Auto R474 700
Maserati has inadvertently confirmed that its new SUV will go into production sooner than anticipated.
The Italian sportscar brand is desperately trying to reinvent itself by transitioning away from its core product heritage. Maserati’s management are keenly aware that luxury SUVs and crossovers are rapidly eroding its traditional premium sportscar business.
In response, Maserati is radically overhauling its product strategy, by committing to electric powertrains and more SUVs.
As market forces threaten to overwhelm legacy automakers, Maserati is especially vulnerable. It is a specialist manufacturer, trading in very low volumes, which means that reduced sportscar demand has hurt it badly.
Maserati is now taking the radical step of investing heavily in its Italian production facility, to prepare for the arrival of a new luxury SUV, sooner than the market had anticipated.
The original timeline for Maserati’s new SUV was scheduled for 2022. But details in the company’s latest trading update, indicate that we’ll see a pre-production SUV within the year and customers can expect deliveries by early in 2021.
This information has come via confirmation of Maserati’s new production facility in Cassino, Italy. The company is spending R1.2bn to commission an assembly plant for its new SUV, which is expected to be smaller than the current Levante.
Exact specification details concerning this new sub-Levante SUV aren’t known, but it will ride on the rear-wheel drive Giorgio platform. This vehicle architecture has been FCA’s most significant engineering investment in a decade and is set to underpin 12 models.
The Giorgio platform has already been proven as a dynamic all-wheel drive SUV package, by Alfa Romeo’s Stelvio. Expect Maserati’s new SUV to share the Alfa's 2.9-litre turbocharged V6 engine, too.
Volkswagen T-Cross vs Hyundai Venue – Review and Comparison
The Volkswagen T-Cross is a newly-crowned 2019/20 #CarsAwards category winner, but it faces a fresh-faced challenger in the shape of the recently introduced Hyundai Venue. We compare these top-selling compact family cars head-to-head to see which is the better buy.
To read the full comparison of the vehicles with a massive gallery check out this article
For other videos we've done on the T-Cross, check the links below.
Volkswagen has released a teaser image of its all-new Golf GTD and here's what we know about it, ahead of its world premiere at the 2020 Geneva International Motor Show.
The Volkswagen Golf GTD has always played second fiddle to the more popular GTI, but for those who wanted 90% of the performance with vastly superior economy, it found favour particularly in the European market. A few units even came to South Africa as part of the Golf 7.5 family, back in 2017. However, with Dieselgate, diesel power has lost some of its appeal.
Volkswagen thinks there's still place for a diesel-powered lukewarm performance Golf and will be celebrating the 8th iteration of the GTD at the 2020 Geneva International Motor Show. Volkswagen is claiming this all-new Golf 8 GTD will be one of the most powerful and cleanest. Volkswagen is claiming a significant increase in performance as well as the lowest emissions, with the new motor's efficiency significantly optimised and CO2 emissions cut even further. Without going into much detail, Volkswagen is putting the improvements down to 'a new twin dosing SCR with double AdBlue® injection.'
When it was launched, the SA-spec Volkswagen Golf GTD came with a 2.0-litre turbodiesel motor, which offered 130 kW and 350 Nm. Power reached the front wheels via a 7-speed dual-clutch transmission and it was claimed to hit 100 kph in 7.4 seconds, while consuming 5.0 L/100 km. We'll see the all-new Volkswagen Golf 8 GTD be revealed in the first week of March 2020 and based on a leak recently, we're expecting outputs of 147 kW.
Hyundai Venue vs Volkswagen T-Cross (2020) Comparative Review
The Volkswagen T-Cross is a newly-crowned 2019/20 #CarsAwards category winner, but it faces a fresh-faced challenger in the shape of the recently introduced Hyundai Venue. We compare these top-selling compact family cars head-to-head to see which is the better buy.
The small crossover/compact SUV market continues to grow because customers are increasingly looking for a touch more space, an elevated driving position and the prestige of driving an SUV-styled vehicle. Every mainstream brand offers a model in this bustling segment; we're really spoilt for choice. The likes of the Ford EcoSport, Haval H2, Hyundai Creta, Mazda CX-3, Opel Mokka X, Renault Captur and Duster, Suzuki Vitara, Toyota CH-R and others are being favoured over conventional sedans and hatchbacks.
We've selected the 2019/20 #CarsAwards – powered by WesBank – compact family-car category winner: the Volkswagen T-Cross 1.0 TSI 85 kW Highline (but not an R-Line) to take on the latest arrival to the segment, the Hyundai Venue, in 1.0T Fluid Auto guise. Both contenders are from highly respected volume brands and very much in demand.
Compact family cars square off in suburbia. The new Hyundai Venue takes on the Volkswagen T-Cross, a #CarsAwards category champion.
How they perform in terms of…
Kerb Appeal
In this segment, customers are looking for distinctiveness; something that says "I've just purchased a new car." In this case, the Energetic Orange T-Cross will unfairly draw your gaze away from the Venue thanks to its liberal applications of orange paint, but the T-Cross loses none of its appeal when it's festooned in a non-violent paint finish. This orange isn't standard (it forms part of the R13 500 Design package, which adds orange wheels and interior accents… and the distinct impression you've been dunked in a vat of Oros).
The VW T-Cross is attractive, but if you want THIS MUCH exterior bling, then you can opt for the extra-cost Design package.
The Venue is one of the Korean brand's more interesting designs. Intricate yet polarising, the Venue's look is fresh and modern; it presents a clear indication of the direction in which the firm's design language is heading… expect to see bolder grilles with geometric designs across the entire Hyundai SUV range soon. It has what one onlooker dubbed "Juke Syndrome", in reference to Nissan's quirkily-styled model: you either love or hate the design. Fortunately, this isn't a beauty pageant and looks don't count for that much.
Expect to see bolder grilles on all of Hyundai's SUVs in the near future. As for this Venue's looks, we found it masculine.
At the time of writing (February 2020), both vehicles were offered with just 1 powertrain: a 1.0-litre turbocharged 3-cylinder petrol, but in derivatives with various grades of trim and features. All versions of the T-Cross have 7-speed dual-clutch automatic transmissions, but the range will receive a manual 'box option and a flagship 1.5-litre 4-cylinder turbopetrol derivative during the course of 2020. The Venue, by contrast, is available with either a 6-speed manual gearbox or a 7-speed dual-clutch automatic transmission.
Both cars are similarly sized, with the Volkswagen offering a fraction more in overall length (4 235 mm as opposed to 3 995 mm). Things are much closer in terms of wheelbase, with just 51 mm separating the two vehicles (once again in the T-Cross' favour), which means interior space is closely matched, but more on practicality later in this write-up.
Performance and economy
So, the T-Cross and Venue are both powered by a 1.0-litre 3-cylinder turbopetrol engine that drives the vehicle's front wheels via 7-speed dual-clutch transmission. This, however, is where the commonality ends, because the outputs, performance, economy (and general on-road demeanour) of the cars are quite different.
The Volkswagen engine produces 85 kW and 200 Nm, while it's Korean counterpart delivers peak outputs of 88 kW and 172 Nm. Volkswagen claims a 0-100 kph time of 10.2 seconds, with the Hyundai following in 11.5 seconds. But those performance claims don't really tell the full story, because the Venue's wider spread of peak torque (between 1 500 and 4 000 rpm) means that it does not need to frantically change down whenever it needs to summon overtaking acceleration. By contrast, the Volkswagen has to drop a gear or two often due to its narrower max torque band (2 000 to 3 500 rpm). Thankfully the DSG system is silky smooth and cog-swapping takes place without much hesitation.
The 7-speed DCT of the Hyundai represents a massive leap forward for Korean dual-clutch technology.
In terms of transmission refinement and quality, we give the nod to the Volkswagen's direst-shift gearbox (DSG), but the margin of victory over the Hyundai's box is tiny; in a relatively short space of time, Hyundai's engineering division has developed a dual-clutch auto 'box that can almost match a Volkswagen Group transmission. Faults? If you were to press us, we'd say the Korean car's downshifts aren't quite as, um, fluid as those of its German rival. And you'll notice in the photo gallery that the T-Cross has 'shift paddles on its steering wheel – they're nice to have, but given the target market of these cars, they're likely to be used as frequently as the Coke Lite dispenser at McDonald's.
When it comes to fuel economy, you'll be happy to know that both these combatants are fairly frugal. One should always take claimed fuel consumption figures with a pinch of salt, as manufacturers' estimates are traditionally overoptimistic. This is especially the case with the Volkswagen… The T-Cross is claimed to consume an average of just 5.3 L/100 km, but we've had enough experience with T-Cross test units to get around the 6.6- to 7.3 L/100 km mark. With its 40-litre fuel tank, it has a theoretical range of 755 km.
Volkswagen's DSG is one of the best in the business. Note the 2x USB ports and wireless charging pad.
The Venue counters with a far more realistic official claim of 6.9 L/100 km. On the local launch of this vehicle, we achieved a figure in the low 6-litres-per-100 km range and, during its tenure in our test fleet (for the production of this feature and video), it consumed 7.1 L/100 km. With its 45-litre fuel tank, it has a theoretical range of 652 km.
In terms of power delivery and general performance, these small engines deliver surprisingly nippy performance. One can no longer afford to assume a car's performance by the cubic capacity of its engine: these 1.0-litre 3-cylinders easily outperform naturally-aspirated 1.6-litre 4-cylinder motors in terms of off-the-line performance and in-gear overtaking. If you factor in the relatively low kerb weights of 1 110 kg (Hyundai) and 1 160 kg (Volkswagen), the pair perform admirably. These motors don't need to work very hard to get the vehicles moving; they even emit a pleasant rorty sound, which gives them a kind-of sporty edge. We particularly enjoyed the cars' ability to leap ahead of slower-moving traffic by making good use of their mid-range punch, which is entertaining (if you're not used to a turbocharger coming on song and delivering a sudden jolt of urge).
Ride comfort and handling
The higher profile rubber of the Hyundai Venue soaks up the road's imperfections better than the sportier optional T-Cross wheels.
Perhaps the members of our test team are all getting old and grumpy… because occupant comfort is fast becoming a major consideration when it comes to new-car evaluations. Granted, there are circumstances when it's less of a critical factor (such as when testing performance cars), but in general, the testers just want to be comfortable in vehicles!
As compact family cars, it's paramount for the T-Cross and Venue to deliver good levels of comfort in all aspects of driving. Be it for short trips to the shops, or a weekend family road trip, buyers expect an above-average level of comfort from these contenders. Do these two vehicles deliver? In terms of ride refinement, we'd say yes. Volkswagen's MQB platform has a good reputation for comfort and refinement, and the T-Cross does not disappoint, although its overall ride quality is still best described as "on the firm side of supple". We will add, however, that the optional 18-inch wheels aren't the best choice for poor-quality roads. Smaller rims with higher-profile tyres would smooth out the ride.
The Venue's general ride quality is also on the firm side, something we attribute to its short wheelbase, but this "rigidity" makes the newcomer unexpectedly fun to pilot – particularly around tight traffic circles. The Hyundai is shod with 16-inch alloy wheels wrapped in 215/65 rubber, which helps its suspension to soak up road imperfections.
Both vehicles feel stable and planted on the road, with light steering setups for optimal manoeuvrability in cramped and congested urban spaces. The Volkswagen holds a slight advantage in the comfort stakes thanks to its steering column, which is rake- and reach-adjustable, whereas the Hyundai's tiller can only be adjusted up and down…
Interior style and quality
The neat, simple and uncomplicated interior of the Hyundai Venue.
When shopping in this segment, you're likely to want something that looks modern, feels durable and doesn't cost the earth. Fortunately, both cars' cabins deliver in that regard. The T-Cross' interior really looks smart and modern, but remember you're paying extra for the orange funkiness, so try to picture the cabin with plain black panels.
For brands that know how to make well-finished cabins (just consider any of their wares that cost twice or 3 times as much as these cars), finding the balance between luxury and affordability is a challenge. In truth, you can see and feel the sacrifices that have been made in the Volkswagen and Hyundai's respective interiors. Both vehicles feature dashboards and inside door panels made from a hard-wearing (and, alas, -feeling) plastic. It seems made-to-a-cost and a bit compromised, but acceptable at this price point.
Try forget the orange for a moment and focus on the straightforward and ergonomically sound layout.
The Volkswagen and Hyundai's interiors have a modern, digitally-connected vibe – as soon as you step inside these combatants, you'll notice their large infotainment screens. In the case of the T-Cross, the screen forms part of the Infotainment package, which adds on some nice-to-have features such as the digital instrument cluster, but we'll expand on the cars' as-specced features later. Again, this package is an optional extra. The Venue is a what-you-see-is-what-you-get vehicle: there are no options to be had.
Generally, though, the T-Cross and the Venue feel solid and well-assembled. Hyundai has come a very long way and its build quality is on par with more prestigious brands.
It's 2020 and we seem to be glued to our smartphones more than ever before. Studies have shown that the average adult in the USA uses a mobile device for more than 3 hours a day. It's therefore imperative that carmakers build vehicles with connectivity foremost in mind: Apple CarPlay and Android Auto have made in-car connectivity simple.
The optional infotainment screen is lovely, but a magnet for dust and fingerprints. Keep a pack of tissues/wet wipes in the car.
Hyundai has fitted the Venue with this hands-free functionality as standard, while Volkswagen includes it as part of a connectivity package (R22 850) in the T-Cross. The ability to use Google Maps (replacing the cumbersome native car navigation systems), access streaming services such as Spotify, and even get your WhatsApp messages read out to you while you drive (and reply back using Speech-To-Text) is a godsend in this day and age. It allows you to keep your hands on the 'wheel and your eyes on the road.
The T-Cross test unit that was availed to us came with a wireless charging pad, 2x USB ports in the front and 2x USB ports for the rear passengers. The Venue boasts 2x USB ports up front – one for connecting to the infotainment system and a more powerful one for quick-charging mobile devices.
The simple and uncluttered infotainment system of the Hyundai Venue. Its matte finish is more resistant to fingerprints.
To be blunt, the Hyundai knocks the Volkswagen out of the park in terms of standard spec. Features such as auto lights, cruise control, partial leather trim and rear park assist with a reverse-view camera are standard on the Venue's Fluid trim. The T-Cross is not sparsely equipped, but you will have to dive into the options section of the configurator to get to the "really good stuff". Keyless entry is R5 250, the uprated Beats audio system is R9 150, a reverse-view camera with parking assist is R9 300, but what we really recommend you look into is the Infotainment package, which costs a hefty R22 850, but it adds in some nice gadgets such as extra USB ports and digital instrument cluster.
Given that these cars are likely to be bought by people who'd need to transport their family members more often than not, their safety specifications should not be glossed over. In the event, both vehicles come with 6 airbags (dual front-, side- and curtain units), ABS with EBD, as well as electronic traction and -stability control (with hill-start assist).
Practicality
These may be small crossovers, but they're expected to carry more luggage than average hatchbacks.
The Hyundai and Volkswagen might be compact family cars, but their ability to haul objects of various shapes and sizes is important too. What's impressive is just how the rivals have gone about trying to make the most of their available space/packaging. After all, these are compact cars designed to haul passengers, not be delivery vans…
We've established that the cars' cabins are about equally spacious, but in terms of load capacity, the Volkswagen has the edge: its rear bench is mounted on rails and can slide fore and aft to either increase load space or rear legroom as required. The rear seats can be folded down in a 60/40 split, resulting in more carrying capacity without losing all of the rear passenger seating capacity. In Fluid guise, the Hyundai's rear seatback folds down as one piece (curiously only the higher-spec Glide is offered with a 60/40 folding configuration). The folding seatback is useful, but it does not create a flat loading space when flipped forward – there is a pronounced ridge created by the base of the bench
Annoyingly, this T-Cross media-evaluation unit came equipped with the optional Beats sound system, which offers fine audio quality, but the unit's subwoofer is located in an impractical position in the luggage bay. By virtue of that subwoofer, you cannot drop the floor level down to increase the depth of the luggage bay area. Despite this and the visible disparity in luggage-bay depths (as demonstrated in the video review), the Volkswagen has the larger load capacity (377 litres), as opposed to the Hyundai's 350 litres.
Despite their dimensions, there's a surprising amount of space in both cars, but Volkswagen's rear sliding bench gives it an edge.
While many may assume these cars' rear seats will be occupied by children, the T-Cross and Venue will also be used to transport adults at the back; something we did extensively with the former during its extended test. With the bench set back as at its furthest, 2 adults could comfortably sit in the back of the Volkswagen. The Hyundai's rear bench provided a similar service and it too accommodated 2 adults in comfort. However, after careful examination, we came to the conclusion that the T-Cross offered a fraction more knee- and legroom, but that the Hyundai offered a bit more headroom, as evidenced by the vehicle's overall height (1 617 mm) comparison with its rival (1 584 mm).
Price and warranty
Prices for T-Cross derivatives start from R343 300 (this 1.0 TSI Highline version costs R374 500 as standard). Our test unit was fitted with many extras, however, which pushes the asking price towards the R400k-mark. The range is sold with a 3-year/120 000 km warranty and a 3-year/45 000 km service plan.
The Hyundai Venue range, by contrast, starts from R274 900 and this 1.0T Fluid Auto derivative costs R339 900. The Hyundai Venue is sold with a 5-year/150 000 km vehicle warranty, 7-year/200 000 km drivetrain warranty and a 3-year/45 000 km service plan.
You're likely to see way more Volkswagen T-Cross units on the road, but does popular mean its better?
Which one is the better buy? At face value, it's easy to say the Volkswagen T-Cross edges out its Korean rival and although it may ultimately garner more sales, it comes at a premium. It feels a bit more upmarket, has a better-refined powertrain, a more practical load bay and it's backed by the 2019/20 #CarsAwards – powered by WesBank – Brand of the Year. Can the substantial price difference be justified? Is the Volkswagen that much better at being a small crossover/compact SUV than the Hyundai? These were awkward questions we asked ourselves and, given the price disparity, tough to answer. The German and Korean offerings are closely matched, with pros and cons for both.
The Hyundai Venue demonstrates exceptional value. It was not launched in time to be considered for the 2019/20 #CarsAwards and the more we drove it, the more we liked it. It's pleasant to drive, plus spec-for-spec, it makes a fully-loaded T-Cross look rather overpriced. What's more, in many aspects of this comparison, the Venue is the equal of the reigning #CarsAwards compact family car winner, albeit at a much cheaper price. What's even more impressive is you can get a top-spec Hyundai Venue in Glide trim that comes with even more standard features and it's still cheaper than the T-Cross in Highline trim. As close as these two are, we suspect that many customers will be following heart over head and opting for the Volkswagen, but as an overall value proposition with a stronger after-sales warranty, the Hyundai makes an excellent case for itself.
If neither of these vehicles tickles your fancy, relax: there's plenty to choose from in this segment. As we mentioned at the beginning of this feature, in this class of vehicle there are many offerings that offer much of the same for similar money. Ford will be updating its Ecosport soon, Renault is bringing in a new Captur and Kia's new Seltos is starting to make its way onto showroom floors. Chinese brand Haval is doing exceptionally well with its recently updated H2 and the Mahindra's XUV300 is also well worth a closer look.
We've had to wait nearly 3 long years since the unveiling of the i30 N, but Hyundai has finally managed to launch its acclaimed hot hatch in South Africa. Was it worth the wait? Gero Lilleike attended the local launch in Cape Town to bring you this report…
When the i30 N was first shown in 2017, local hot-hatch enthusiasts were clamouring for Hyundai to introduce the N Division's firebrand in the South African market, but at the time, almost every unit that rolled off the production line in the Korean firm’s plant in the Czech Republic was destined to supply the considerable demand for the potent newcomer in Europe and elsewhere. In the meantime, Hyundai has had to build a business case for the i30 N on local soil, where it would need to be positioned competitively against established front-wheel-drive hot hatches such the Volkswagen Golf GTI (and its imminent TCR derivative), the Renault Megane RS Cup and the Honda Civic Type R.
Well, the wait is over, South Africa – the i30 N has finally arrived! The i30 N is the first pukka performance hatchback to come from Hyundai’s N Division under Albert Biermann, who is tasked with driving the N brand into the future as president and head of Hyundai’s Vehicle Performance Division. Imbued with Hyundai’s motorsport experience, the i30 N was developed to demonstrate that Hyundai can indeed produce an exciting performance car that stands in stark contrast to the rest of its more "ordinary" car offerings.
How does it look and feel?
Understated but decisively sporty, the i30 N is neither flashy nor boring. It's a looker for sure…
Based on the i30 compact hatchback (which was discontinued in South Africa in 2018), the i30 N looks positively purposeful, especially in the Performance Blue paint finish. While the front-end may be perceived as being conservatively sporty, the standard Performance Package boosts the Hyundai's appearance appreciably with 19-inch alloys shod with Pirelli P-Zero rubber (note the red N brake callipers), plus a pair of large-bore exhaust ends aided by a variable-valve system. Under the sheet metal is, of course, the star of the show – a potent 202 kW/353 Nm 2.0-litre turbopetrol engine mated with a 6-speed manual gearbox and an electronically controlled limited-slip diff. More on that shortly…
Build quality is very good and standard specification is generous, but the i30 N's interior lacks some wow factor in our opinion.
Once I stepped inside the i30 N's cabin, however, I couldn’t help but feel a little underwhelmed… Apart from the chunky, leather steering wheel with blue drive-mode controls and the superbly comfortable leather/suede combination sports seats with contrasting stitching, the interior still somehow lacks a sense of occasion…
It might look largely derivative inside, but there is no shortage of standard features. Some of the nice-to-haves include a panoramic sunroof, heated electric seats and heated steering wheel, a wireless charging pad, an Android Auto/Apple CarPlay-compatible 8-inch infotainment system and performance-related readouts such as lap timing and a G-force meter.
There’s certainly a lot to like about the i30 N, but how does it perform?
What’s it like to drive?
The i30 N flexed its muscle on a tight and twisty track. It's definitely very competent in the corners.
The media launch programme for the i30 N began with a slalom test and a braking test. The slalom exercise highlighted the newcomer’s nimbleness when changing direction at speed; the noticeably stiffer chassis effectively translates into less body roll and the vehicle remains notably stable under hard cornering. The brakes are nice and sharp too.
Hyundai was keen to further showcase the i30 N's breadth of talent and afforded us the opportunity to put the newcomer through its paces on a private performance track in Franschhoek… There are 5 drive modes to choose from in the i30 N, including Normal, Eco, Sport, N and Custom and I did my first fast lap in the former setting.
As I "opened the taps", I immediately noticed how smoothly the i30 N accelerated to 120 kph and beyond. The 6-speed manual 'box is an absolute delight with a confident short-throw action that’s complemented by a rev-matching function that gets every gear change just right. An engaging manual 'box is a rarity these days, which heightens its appeal.
Another aspect of the i30 N that impressed me was its steering configuration. It’s very direct and responsive to inputs, which facilitates pinpoint cornering. As I flung the i30 N through some tight corners, the tyres gripped the hot tar as the hot hatchback catapulted out of corners while remaining perfectly-planted; it instantly instilled driver confidence.
This button engages N Mode, unleashing the i30N's full potential.
The exhaust note is mostly muted in Normal mode and I was keen to go full throttle in N mode. The blue button on the right side of the steering wheel gives the driver access to N mode and in this setting, the i30 N’s steering, suspension and throttle response are at their sharpest to ensure maximum sporty performance.
With N mode engaged, "I put my big-boy pants on" (as the saying goes) and drove the i30 N as quickly as I dared! It was wonderful to finally hear the raucous crackle-and-pop soundtrack from the exhausts on lift-off as the i30 N barreled through the corners. Hyundai says that an overboost function increases torque output by 8% to 378 Nm for a period of 18 seconds under full-bore acceleration. There’s no doubt about it, the i30 N is fast and very capable on track, but how would it perform on public roads?
A 100-km drive through Du Toitskloof Pass, Villiersdorp and Franschhoek Pass revealed that the i30 N’s suspension is quite firm (which is exacerbated by poor road surfaces, of course), but even so, the ride quality was never excessively uncomfortable. It’s also worth noting that the build quality of the i30 N’s cabin is excellent, but road-noise intrusion is integral to the driving experience – we attribute that to the low-profile tyres wrapped on those 19-inch rims. Hyundai claims an average fuel consumption figure of 8.5 L/100 km.
Overall, we came away impressed with Hyundai’s first stab at a fully-fledged, dyed-in-the-wool hot hatch. The only question left to answer is whether it’s worth its price tag?
Is it worth it?
The i30 N is an impressive and capable hot-hatch that will appeal to those looking for an alternative to the hum-drum in this segment.
The answer to that question largely depends on how you consider the i30 N in relation to its rivals. On the one hand, the i30N’s price tag of R679 900 is a tough pill to swallow, especially when you consider that cars such the Renault Megane RS Cup can be had for R589 900, which seems great value for money by comparison. The Honda Civic Type R is pricey too (R699 900), but in our opinion, it’s both a sharper and more powerful weapon, even its styling remains polarly divisive. The forthcoming Volkswagen Golf GTI TCR, the swansong of the current-generation Golf (7.5), is expected to be priced at just under R700 000 when it arrives, which is also a very pricey proposition if you consider that the new Golf 8 GTI is coming at the end of the year. Whichever way you cut this cake, it’s a lot of money to pay for any of these front-wheel-drive performance hatchbacks.
On the other hand, the i30 N is packed with a plethora of standard features (which increases its value proposition) and it definitely has enough character, performance and kerb appeal all of its own to warrant a closer look, especially if you are keen on a solid left-field hot-hatch that's different from the norm. Not only will it perform ably and eagerly when you need it to (it should cream the Golf GTI in a robot-to-robot showdown, which is a tantalising selling proposition in itself), but it also easily passes as a stylish daily runner.
We have to applaud Hyundai South Africa for bringing a car of such high calibre to the local market. It’s by far the most exciting Hyundai we have ever driven. The cherry on top is that the i30N is backed by a 7-year/200 000 km warranty, 5-year/75 000 km service plan and 7 years' roadside assistance, which adds significant peace of mind.
Hyundai plans on selling between 5 and 10 units per month in South Africa and we wouldn’t be surprised if the Korean firm sells every single unit it can procure.
The i30 N is now on sale at Hyundai i30 N dealerships around the country and these include Belville, Somerset West, Port Elizabeth, Durban South, Pinetown, Umhlanga, Richard's Bay, East Rand, The Glen, Sandton, Roodepoort, Centurion, Wonderboom and Polokwane.
