The seemingly designed for game console Hyundai N Vision 74 concept has reportedly been green light for production.

According to Korean new outlet ETNews, the brand intends to build 100 examples of the ultra-cool concept, with 70 of those destined for the showroom while the remaining 30 will be reserved for racing.

While this is potentially exciting news, Hyundai hasn’t officially confirmed the news.

If the report is true, the road-going Hyundai N Vision 74 will hit production in the first half of 2026. It will be powered by a hydrogen fuel cell and electric hybrid, producing 596kW and drawing power from a 62.4kWh battery cell and two rear-mounted motors.

That’s 89kW more than the concept. The extra power means the production N Vision 74’s range will drop slightly from 600km to 400-500km.

As for its name, rumours suggest it will be badged ‘Pony Coupe’ as a nod to the original Hyundai Pony coupe from the 70’s.

Stay tuned!

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For decades, enthusiasts have been relying on cars like the Subaru WRX and Honda Civic Type R for a relatively affordable way to fix their cravings for driving thrills. Now these buyers have new options to choose from. Late comers Toyota GR Corolla and Hyundai i30 N join the party with bucket loads of fun to offer.

Never before since the early 2000s has there been so much going on in the compact performance car segment. But this frenzy isn’t going to last for long. As the automotive landscape transitions toward sustainable, electrified motoring, we’re just humbly glad that through fun cars like the WRX, Civic Type R, GR Corolla and i30 N driving enthusiasts have not been forgotten – not yet.

And so, we’ve lined them up here for a shootout to find out which of these cars is the most satisfying to the die-hard petrol head, and the one which will leave a legacy as we dawn on a new era of mobility.

Subaru WRX

Is there a more familiar three-letter acronym to the enthusiast than the WRX? Okay, maybe the EVO… but the WRX was the car that started it all. Born out of Subaru’s “World Rally eXperimental” (hence the WRX name) project of the early 90s, the WRX has since become a global performance icon with a cult following.

The latest generation WRX was launched in 2022, available in both sedan and wagon body style with the option of a six-speed manual gearbox or a Sport Lineartronic (CVT) automatic. On test is the best-spec’ed manual version available, the WRX RS Manual priced at $50,490 plus on-road costs.

Honda Civic Type R

The Civic Type R also has an illustrious history that dates back to the late 90s. It’s well known for its high revving engine and nimble handling.

The current sixth-generation model was introduced in 2022 and remains faithful to its roots by being strictly front-wheel drive and exclusively available with a six-speed manual transmission. It’s the most expensive model here with a drive-away price of $72,600.

Toyota GR Corolla

For many car nuts, the name Corolla has never come to mind when talking about their next upgrade – until now. Yes, Toyota has finally succumbed to temptation and built a go-fast Corolla. And it’s hot!

Tuned by Toyota’s in-house racing outfit Gazoo Racing, the synonymously named GR Corolla has a sticker price of $64,190 plus on-road costs and is only offered with a six-speed manual gearbox.

Hyundai i30 N

Hyundai’s first attempt at a sports car is a much celebrated one. Since its launch in 2017, the i30 N has proven to be one of the best hot hatches on the market. Facelifted in 2020, the i30 N brings sharpened looks and a range of chassis tweaks for improved handling.

Drivers keen on something a bit more special can opt for the i30 N Drive-N Limited Edition model which is what we have on test. Just 180 examples of the special edition model are brought into Australia out of the 800 units available globally, with each costing $53,200 plus on-road costs – a price premium of $2500 over the i30 N Premium on which it is based.

Let the shootout begin…

On the outside

The WRX is the only car here that’s not based on a cooking model, being built from the ground up as a WRX. It’s also the only sedan in this company. While its styling has certainly matured a lot compared to previous generations of WRX, it’s still a WRX from top to bottom no matter from which angle you view it. The trademark bonnet scoop, wide fenders and quad tailpipes are all still there.

But this new design is a controversial one, for it’s got a bit too much black plastic cladding going on all around the car. It’s a confusing look, almost like a cross between a sedan and an SUV. Having some of those cladding colour coded will make the car look much better, we reckon.

The Civic Type R, GR Corolla and i30 N are all based on their respective regular hatchback models. But at least both the Honda and Toyota are hotted up with wide bodykits complete with flared fenders, deep side skirts and bulging bonnets. There’re functional vents that extract heat from the engine bay, with the Civic Type R also getting side vents behind the front wheel arches to relief air from within to aid aerodynamic.

The i30 N is the most restraint looking of the lot with most body panels carried over from the regular i30 hatch. But that doesn’t mean it looks pedestrian. Far from it. N specific details like the beefed up front and rear bumpers, black grille, side skirts and roof spoiler all look pretty hot. Our Drive-N Limited Edition model has added sizzles courtesy of red accent application around the car and bronze vinyl on the sides. The matching bronze wheels look the business, too, so are those bright red brake callipers tuck behind them.

All four cars stand out in traffic, but we’re most drawn to the looks of the Civic Type R. It’s the widest and lowest car here. And unlike the tacky-looking previous generation model, the new car looks so clean yet so aggressive and hunkered down. Many body panels are bespoke and it’s ten out of ten for that black aero-shaped rear spoiler and those matte black 19-inch wheels.

Here’s how they rank on looks (best on top):

1. Honda Civic Type R
2. Subaru WRX
3. Toyota GR Corolla
4. Hyundai i30 N Drive-N Limited Edition

On the inside

There’s a good progression from comfort to sport with the interior of these four contenders. The WRX has hands down the most comfortable and complete interior. The vertically orientated 11.6-inch centre touchscreen is the largest here and not only does it look good nested neatly within the layered dashboard, it’s also intuitive to use with large on-screen buttons and a straight forward menu structure.

The rest of the WRX interior is just as well sorted, with seats that are as comfortable as they are supportive. There’s good space throughout, too, with it being the most spacious in this company. It’s also the only car here with rear air vents.

What’s practical may not necessarily be the sportiest. And that’s the case with the WRX. The driving position is quite high and apart from the red contrast stitching and WRX embroidery on the front headrests, there’s really not much else that shouts sports car on the inside.

Save for the sport bucket seats and GR steering wheel, the interior of the GR Corolla is mostly carried over from the top-spec Corolla ZR donor car. In other words, it isn’t very sporty, nor is it that comfortable. The driving position is high, the steering wheel doesn’t feel that particularly special and there just isn’t enough sporty detailing throughout to justify its GR badge.

Rear seat space in the GR Corolla is tight, so is the boot – the smallest here. That said, with the rear seats down the space should still be good for a set of track wheels and tyres.

Like the GR Corolla, the i30 N interior is based on a much cheaper donor car. Hence, there’s the inevitable budget feel in certain areas of the cabin. But unlike the Toyota, the Hyundai gets a much higher dose of sporty touches. The Alcantara-wrapped steering wheel looks and feels fabulous. The pair of red N configurator buttons on the spokes are racy. You instantly know you’re in something special the moment you grip the wheel.

There’s more. The front buckets have red stitchings and a very cool illuminated N emblem under each headrest. The red seatbelts are nuts. And for the collectors, there’s a limited edition-specific build plate in the centre console.

The driving position is as high as that in the GR Corolla, but there’s more space for rear passengers and the boot is larger as well.

Regardless of how special the i30 N feels on the inside, it can’t come close to that of the Civic Type R. In fact, no car in this segment can touch the Honda when it comes to interior expression. Those red seats and carpets are hallmarks of Type R and the moment you sink into the driver seat of the Civic Type R you get into one mood and one mood only – the driving mood.

These low sitting buckets are some of the best driving seats in the world – superbly comfortable yet super snug and supportive. The Alcantara-wrapped steering wheel falls into hand with such a nice grip and the aluminium gear shift knob – another Type R trademark – not only looks exquisite but also a joy to use.

The quality of cabin materials is the highest in the Civic Type R, so is the tactile feel of all knobs and switches. It’s the only car here with interior mood lighting strip. Like the i30 N there’s a build plate on the passenger side of the dashboard to convey its exclusivity.

But if you want a five-seater, write the Honda off because its rear seats can only seat two. The middle bit has fixed cup holders and there isn’t a middle seat belt.

Here’s how they rank on interior (best on top):

1. Honda Civic Type R
2. Hyundai i30 N Drive-N Limited Edition
3. Subaru WRX
4. Toyota GR Corolla

Under the skin

We’re certainly at the peak of the internal combustion engine. How Toyota managed to squeeze a whopping 221kW out of a turbocharged 1.6-litre three-cylinder engine is beyond our imagination. That’s 138kW per litre of engine capacity, putting the GR Corolla on par with the Bugatti Chiron in terms of kW output per litre. The engine is not gruff like certain other three-pots, either, in fact it’s quite refined.

There’s 370Nm of torque peaking from 3000-5550rpm. Again, strong for such a small engine, and enough to propel the 1485kg hot hatch from 0 to 100km/h in just 5.3 seconds.

There’s all-wheel drive at play here and it’s not just any front-drive biased part time AWD. There’s some serious mechanics going on underneath, including Torsen limited slip differentials at both axles and the ability to channel up to 70 percent of the engine’s power to the rear wheels.

The six-speed manual gearbox is slick, sporty and precise, exactly what you need in a hot hatch. It features auto rev matching on downshift which can be turned off, but you’d want to leave it on as the pedal positioning is not that ideal for heel and toe shifting.

The raw, angry and always-on persona of the GR engine reminds us of the WRXs of yesteryears. Yup, the latest WRX has lost a lot of character in the process of maturing up. There’s a lack of theatric from the turbocharged four-cylinder boxer engine, which has also not made much progress in terms of output. At 202kW and 350Nm, it’s the weakest mill here. Granted, peak torque is spread over a wide rev range of 2000-5200rpm, making the WRX the easiest car here to roll off the line and get up to speeds. But it’s 0-100km/h time of 6 seconds is 0.1s slower than the front-drive i30 N. As the biggest and heaviest car here (1516kg), that’s not a surprise, despite the WRX being AWD.

The WRX’ six-speed manual doesn’t feel quite as sporty and precise as the other cars here, but the pedal placement is the best for heel and toe shifting. It’s no wonder Subaru couldn’t be bothered with auto rev matching – the only car here without it.

When we first drove the i30 N, we thought what a complete hoot it was. It still is. There’s just constant entertainment from the turbocharged 2.0-litre four-cylinder engine which punches out a healthy 206kW and 392Nm, the latter available from 2100-4700rpm. In N drive mode, this thing burps and pops on overrun.

With all of that power going only to the front axle, don’t expect a clean launch from standstill. The i30 N will spin the front wheels frantically coming off the line, but after the initial struggle the engine will then punch through to the limiter hard. It’s got the thickest low to midrange torque of all cars here, making it the most effortless to poke around once on the move.

The six-speed manual is a joy to use. Auto rev matching is available if you fancy, though heel and toe shifting is quite easily executable.

The Civic Type R is the most powerful car here. It’s turbocharged 2.0-litre four-cylinder engine serves up 235kW and 420Nm, the latter on tap from 2600-4000rpm. It may not be the angriest sounding mill here – the GR Corolla and i30 N share this space – but let’s just say it’s different. The Honda engine feels like it’s been honed to perfection with no rough edges. And it sounds that way – racy and sporty not just for the sake but in a very purposeful and refined way.

Being front-wheel driven like the i30 N, front wheel spin and a little torque steer are part of every hard launch. But once that’s dealt with (quite effortlessly) strap in and hold tight because this thing goes like the clappers. From about 2800rpm right through to the limiter, there’s absolutely no stopping it. It nudges 100km/h in 5.4 seconds in second gear and continues to pull hard even in third.

No doubt, the Civic Type R is the hardest revving car here with the most savage rolling acceleration. It’s six-speed manual gearbox, shifter and pedal spacing are all perfect. Rev matching is available but in a car as precise as the Civic Type R, you’d get more joy DIY’ing.

Here’s how they rank on performance (best on top):

1. Toyota GR Corolla
2. Honda Civic Type R
3. Hyundai i30 N Drive-N Limited Edition
4. Subaru WRX

On the road

There really isn’t much that separates these four sports cars when it comes to handling. These are some of the most capable cars you could buy today, not just in this segment but overall.

The WRX is a no fuss sharpshooter. Decades of rally-bred AWD prowess endow the WRX with unrivalled traction dry or wet, on sweeping bends or tight switchbacks. The planted, secured handling of the WRX makes it feel almost too easy to drive fast. Full throttle mid-corner, no dramas.

Turn-in is aided by the sharpest steering in this company, though there isn’t much feedback. The ride from the fixed dampers is firm but settles considerably at high speeds. To get adaptive suspension you’d need to go the range-topping tS model.

While the WRX’ AWD hardware still feels a little more resolved than that of the GR Corolla, the latter is better in almost everything else. It feels lighter, more agile and better balanced. The brakes are stronger, too. But the best comes from that cracking little engine, which packs so much performance allowing you to slingshot the hot hatch from one corner to another. It’s a thoroughly engaging drive, every time.

As mentioned earlier, the GR Corolla does not switch off. It’s loud and the fixed dampers give a firm ride – all the time. It’s very much track honed. But oddly it doesn’t feel all that racy on the inside. The upshift indicator is too subtle, there’s a lack of performance gauges, and the digital instrument cluster isn’t all that sporty in Sport mode.

The i30 N driving impression is a straightforward one. It’s an all-rounder. The variable dampers are most effective – smooth and compliant in normal setting, firm and taut in N mode. Grip is plenty around the corners, and despite being front-wheel drive the nose is beautifully locked down. In this car, you choose when to cruise, when to attack and when to be a complete hooligan. It’s so versatile.

The customisable N mode – offering the most customisation amongst its competitors here – makes this all possible. You can mix and match settings, and program each of the two red buttons on the steering for specific function. Have everything in Sport+ and the dampers in Normal are ideal for less smooth back roads, or you can set everything to Normal leaving the exhaust in N to cruise around without losing the soundtrack.

Driving into the first few corners in the Civic Type R, it becomes immediately obvious this is a very different car to the other three. It’s an out-and-out driving machine. From the responsiveness of the throttle to the progressiveness of the brakes, from the weight of the steering wheel to the travel of the shifter, everything is tuned to perfection. Think of it as a Porsche 911 GT3 RS in hot hatch form.

Then comes the rest of the package. The tyres – the widest here – afford virtually unbreakable traction. It may be FWD, but its cornering speeds are higher than the WRX and right up there with the GR Corolla. It’s fantastically well balanced as well. The GR Corolla may have the best engine here, but the Civic Type R definitely has the best handling.

The adaptive dampers are brilliant. In the softest setting the ride is compliant enough for the daily drive, yet road feel is maintained. R+ stiffens up considerably for track use. Speaking of which, the car comes with a lap timer operated through the touchscreen. You can even select which track you’re at and the timer takes care of the rest. Also through the touchscreen is a full handbook on track driving principles for you to self-coach. How cool is that?

Here’s how they rank on driving impression (best on top, but not much in between):

1. Honda Civic Type R
2. Toyota GR Corolla
3. Hyundai i30 N Drive-N Limited Edition
4. Subaru WRX

Verdict

It’s been one hell of a close shootout, with all four cars proving to be solid performers designed for sporty driving. But if we must rank, here’s how they fare.

Fourth Place:
The WRX has bucket loads of performance to offer. However, it feels as though the potential is hidden under that plush layer of refinement, comfort and maturity. The Rex needs to stop growing up and be a Rex again. And for that it came in last in this shootout.

Third Place:
The i30 N is a hot hatch for the masses. Fast, capable and engaging yet so easy to live with. But the i30 N on test was the Drive-N Limited Edition and it ought to feel a bit more special, even a slight power or chassis upgrade would be good to justify the extra premium in price.

Runner Up:
Cheers for Toyota. The GR Corolla still gives us goosebumps. That engine is small in size but massive in performance. Coupled with that brilliant AWD and non-stop fireworks, the GR Corolla will keep you grinning for the whole drive.

Winner:
The most expensive car here is also the most impressive. The Civic Type R feels like a different league of car. It drives like a racing special yet so approachable and livable. As far as driving is concerned, it gives the purest experience. No doubt, it’s a collectible. We believe this latest generation model will be the last of its kind before it goes EV, which makes it even more special.

Price and Specification

The post 2023 Subaru WRX v Toyota GR Corolla v Honda Civic Type R v Hyundai i30 N Review appeared first on ForceGT.com.

In what could be one of the biggest transformations in the recent history of automotive design, the all-new 2024 Hyundai Santa Fe has taken on a completely new design theme. Bold, boxy and rugged, the fifth-generation Santa Fe heralds a new era for the company’s SUV design.

The radical transformation is guided by the latest trends surrounding SUV owners’ lifestyle and they way in which they use their SUVs. Versatility, space and style represent major importance for buyers of SUVs, hence the Santa Fe’s first full model change since 2018 prioritises interior spaces and cargo capacity, packaged in an adventurously styled exterior body.

The long wheelbase and wide tailgate are designed to maximise cabin space and practicality, which Hyundai claims is class-leading. Updated tech includes a panoramic curved display and dual wireless charging, while cabin refinement is dialled up by improved materials used on the seats and dashboard.

The new SUV also incorporates a number of sustainable materials. The suede headliner, car mats, and second- and third-row seatbacks are made from recycled plastic, while the crash pad and door trim covers are made from eco-friendly leatherette.

The all-new Hyundai Santa Fe will make its world premiere in August. Stay tuned for more information.

The post All-new Hyundai Santa Fe brings radical transformation appeared first on ForceGT.com.

Half of all new cars sold in Australia these days are mid-size SUVs. The segment is now literally where young families, couples and empty nesters shop for their main personal transportation. We line up two of the most popular models in this highly competitive segment to help you decide which one to park on the driveway.

The heavyweights

Toyota RAV4, the pioneer of the segment and a family favourite, remains a strong seller in its current fifth iteration. The range comprises petrol and petrol-electric hybrid variants, with two-wheel-drive and all-wheel drive options. Prices range from $34,400 to $52,700 plus on-road costs.

Direct rival Hyundai Tucson may not have such a long history as the RAV4, but in just the span of four generations it has gone from being irrelevant to a big household name in the segment. The line-up is a mix of petrol and diesel models, with two-wheel-drive or all-wheel drive on offer. Competitively priced against the RAV4, it costs between $39,400 and $52,400 plus on-road costs.

Fuel efficiency is high on the agenda for buyers in recent times, which is why we are pitting the RAV4 Edge Hybrid against the Tucson Highlander Diesel in this comparison review. Both are efficiency-focused variants which also happen to be range-topping models in their respective line-up.

Styling

Both the RAV4 and Tucson take on a very different design approach. The former is no doubt the more adventurous looking model while the latter is leaning towards a more premium and classy design.

Being the Edge model, the RAV4 features chunkier front bumper and wheel arch mouldings compared to the regular RAV4 models. The wheels, bespoke to the Edge variant, are also larger as well at 19 inches. All external lightings are LEDs.

The Tucson’s sharp lines and creases cut through the bonnet and sides of the car for a bold and confident yet sophisticated look. Like the RAV4 Edge, in top-spec guise the Tucson Highlander rides on 19-inch wheels and features all-LED lighting, including a very cool light bar that stretches the width of the tailgate.

Interior

The vibe can’t be any more different on the inside. Step into the RAV4 and it’s impossible to miss those orange highlights splattered across the dashboard, centre console and seats. Limited to the Edge variant, the bright trims add a vibrant touch to the interior for sure, but they are not everyone’s cup of tea, certainly not ours.

Another apparent attribute of the RAV4 interior is just how practical and ergonomically perfect it is. The steering wheel is of a good size, the buttons and knobs are all placed where you’d expect to find them and the central touchscreen is within an easy reach of your left arm.

If the RAV4 cabin is all about fit for purpose and usability, then the Tucson’s focus is on flair and premium ambience. The steering wheel feels upmarket and the wraparound dashboard is tastefully styled. The classy design is backed by noticeably higher quality materials and trim inserts compared to those in the RAV4, including a dark headlining adding further sophistication.

Practicality

Both SUVs offer seating for five with generous room for all occupants. With a slightly longer body the Tucson does have marginally more leg room in the back, but the RAV4’s higher and squarer roof line afford more headroom.

While both vehicles have plush seats, the RAV4’s seats are better contoured to the body, thus delivering better comfort and support. However for those who are of bigger build may find the slightly wider Tucson front seats accomodate better.

The RAV4 is also better at storage with compartments tucked at almost every corner of the cabin. In addition to the centre storage and cup holders, there are deep storage trays in the dashboard, large glove box and phone storage tray just fore of the gear lever. The door pockets are thicker than those in the Hyundai, though oddly, the back seat pocket is only found in the back of the passenger seat.

The Tucson may lack the RAV4’s dashboard tray but it’s made up for with a lower storage tray under the centre console. It may not be as easily accessible as the RAV4’s but it’s better at keeping things hidden away for a tidier look.

The RAV4’s boot space is now a capacious 542 litres, matched closely by the Tucson’s 539 litres of capacity. Drop the rear seats in both cars and the space expands to 1690 litres in the Toyota and 1860 litres in the Hyundai.

Tech and safety

Infotainment systems have always been a bug bear of Toyota and unfortunately the RAV4’s system is no exception. Compared to the Tucson’s system, the RAV4’s 8-inch touchscreen is small and the interface looks dated. Given that the RAV4 has had a mild refresh recently, it’s a missed opportunity that the infotainment wasn’t updated at the same time. Granted it’s still fairly intuitive and the physical buttons on either side of the screen are handy.

The Tucson’s 10.25 central touchscreen dispenses crisper, much higher resolution graphics, but it’s not without its problem. Certain buttons on the navigation screen are too small, making them a pain to operate while driving.

The Tucson also features a full digital instrumentation screen and head-up display (HUD), both of which are lacking in the RAV4.

Bluetooth connectivity, AM/FM/DAB+4 radio, Apple CarPlay and Android Auto are all featured in both vehicles, so is a wireless phone charging pad.

Both SUVs feature premium sound system, with the RAV4’s JBL 9-speaker system up against the Tucson’s 8-speaker Bose unit. Both are high performance audio systems but we feel the JBL is just better tuned in the RAV4, with solid bass and high clarity.

In terms of core safety, both cars are comprehensively equipped. Active cruise control, pre-collision safety system with autonomous emergency braking, lane departure alert, road-sign assist (speed sign only), auto high beam, front and rear parking sensors, blind spot monitor, rear-cross traffic alert, and surround view camera are all standard fitment.

Drivetrains

It’s a case of electric assistance against turbo power for these two. The RAV4 is powered a 2.5-litre four-cylinder petrol engine assisted by dual electric motors that together produce a total of 163kW and 221Nm, while the Tucson makes do with a 2.0-litre turbo diesel engine rated at 137kW and 416Nm.

The Toyota sends power through a CVT automatic, whereas the Hyundai pairs its engine with an eight-speed torque converter automatic. Both cars feature all-wheel drive, but unlike the Tucson, the RAV4’s rear axle has no mechanical linkage to the engine, rather it’s driven solely by the rear electric motor. Toyota calls it ‘e-four electric-AWD’.

Performance

With nearly double the amount of torque, the Tucson wins hands down in terms of outright grunt. Clearing the slight initial turbo lag, it pulls effortlessly all the way to the limiter. The eight-speed auto shifts smoothly, harvesting the thick torque band at every shift. The all-wheel drive serves up incredible traction, too, making the drive secure and safe across a variety of road conditions.

Don’t for a second think the RAV4 is a slouch though. Its hybrid powertrain is arguably one of the best in the business. Despite the large torque deficit compared to the Tucson, it’s still surprisingly swift getting off the line thanks to instant torque from the electric motors providing added push. The transition from electric drive to engine power is virtually imperceptible, and the power build up is smooth, linear and wonderfully refined. Toyota’s hybrid system has been fined tuned to perfection over the years and the RAV4’s system is the brand’s best yet.

Handling wise, both SUVs exhibit car-like handling with remarkable composure and grip around corners. The RAV4 delivers a slightly crisper response through a livelier steering, while the positioning of the its hybrid battery just fore of the rear axle helps distribute weight more evenly, resulting in a more neutral handling.

The chassis on both cars are some of the best in the segment. Their rigidity and well-judged suspension tuning mean ride and handling balance is as fined as it can get for a medium SUV.
Ride comfort around town for both cars is good. The RAV4 does ride a tad firmer than the Tucson at low speeds, settling considerably above 50km/h to match the Hyundai’s compliance.

Efficiency and ownership

Both the RAV4 and Tucson come with 5-year unlimited kilometre factory warranty which is pretty standard in the industry these days.

The service interval for both vehicles is identical at 15,000km or 12 months. Both cars are offered with capped price servicing, with the RAV4 costing $230 on average per service for the first 5 years or 75,000km, and the Tucson asking $375 on average for each dealer visit for the same period or distance travelled. This makes the Toyota the cheaper car to maintain in the long term.

The RAV4 will also yield more savings at the bowser, with the hybrid powertrain averaging just 6.0L/100km at the end of our week-long test, which is not far off the rated 4.8L/100km. It’s most efficient around town, where its electric drive gets used the most, lowering fuel use. On the freeway the engine runs more often to maintain high speeds and there’s also less chance for the battery to charge. The engine runs on regular RON 91 unleaded petrol.

In contrast, the Tucson is thriftier on open roads where its diesel engine hustles along effortlessly at low revs. It gets thirstier around town. Nevertheless, with a reported average of 6.5L/100km against the rated 6.4L/100km, the Tucson is still competitively efficient against the RAV4.

Verdict

It’s not easy to choose between the RAV4 Edge Hybrid and the Tucson Highlander Diesel. Both are spacious, up to date, efficient and well equipped mid-size family SUVs that will no doubt offer many years of rewarding ownership.

As we head towards an era of electrification though, the RAV4 hybrid may just be more future proof, while the Tucson diesel may slowly lose its relevancy. Until some sort of electrified Tucson comes along, for now the RAV4 hybrid takes the win.

 Pricing and Specification

The post 2022 Toyota RAV4 Edge Hybrid v Hyundai Tucson Highlander Diesel Review appeared first on ForceGT.com.

It’s hard not to be impressed with Hyundai. From a humble beginning, its products have continued to improve so much so it’s now one of the biggest and well respected car makers in the world.

And with the establishment of its high-performance N division, the company is now producing some rather desirable vehicles, too. You can say it’s truly come of age. Like the i30 N, the Kona N has undergone intensive rework in its transformation into the N division’s first hot-SUV.

If there’s anything the i30 N has taught us, it’s that the N division can make something truly special out of a regular vehicle.

Employing essentially the same recipe as the company’s first hot hatch, let’s see if the Kona N deserves to be called a Hot SUV.

How much is the Hyundai Kona N?

The Hyundai Kona N is priced from $49,200 plus on-road costs, which interestingly, is identical to the i30 N hatch with the same eight-speed dual-clutch transmission.

However, unlike the i30 N which could be ordered with a six-speed manual from $46,200, the Kona N is an auto only proposition.

There’s also a Kona N Premium which brings extra goodies like a sunroof, rain sensing wipers, suede covered heated and ventilated front seats and heated steering wheel, amongst others for an extra $3,000.

Colour options include Atlas White, Ignite Flame (shown here) or Performance Blue all of which are solid finishes and comes as standard; or you can pay $595 for the Cyber Grey metallic or Dark Knight or Phantom Black mica finishes. A matte paint called Gravity Gold is also available for an extra $1,000.

The Kona N plays in a niche field with not many rivals except for the imminent Volkswagen T-Roc R which arrives soon from $59,300 plus on-road costs.

What features does the Kona N have?

To justify the higher price tag compared to a regular Kona, the Kona N is stuffed full of fruits. While you still only get single- instead of dual-zone climate control, it comes with

• 10.25-inch digital instrument cluster
• 10.25-inch infotainment system
• Wired Apple CarPlay and Android Auto
• Satellite navigation
• DAB+ digital radio
• Eight-speaker sound system
• Wireless smartphone charger
• 19-inch alloy wheels
• Pirelli P Zero HN tyres developed specifically for Hyundai N
• Sports bucket seats
• Power-folding exterior mirrors
• Keyless entry and start

Kona N Premium gains:

• Head-up display
• Auto-dimming rear view mirror
• Front parking sensors
• Suede/leather interior trim
• Powered, heated and ventilated front seats
• Heated steering wheel
• Sunroof
• Ambient lighting

Visit Hyundai Australia Kona N‘s home page for full specification.

How safe is the Hyundai Kona N?

Like the wider Kona range, the Kona N has a five-star ANCAP safety rating. Standard safety gear includes:

• AEB with pedestrian/cyclist detection
• Adaptive cruise control
• Blind-spot assist
• Rear cross-traffic assist
• Auto high-beam
• Lane-keep assist
• Lane follow assist
• Safe exit warning

On the outside

You could be forgiven for mistaking the Kona N for the Kona N Line as they both look rather similar at first glance.

Get close and you’ll notice the sinister blacked-out badge on the front grille, along with a 10mm longer front lip.

Moving to the sides, you get body colour wheel arches and 19-inch forged alloy wheels behind which hide a beefy set of stoppers measuring 360mm up front and 314 at the rear. There’s also N branded front callipers to remind you of the performance potential lurking underneath.

At the back, you get a pair of canon-sized exhaust pipes that pops and crackles, an aggressive roof-mounted spoiler and a massive rear diffuser all of which dials up the visual excitement from the get-go.

On the inside

While you get N specific gear like the grippy sports bucket seats, pale blue ‘N’ buttons and the attention grabbing red ‘NGS’ (for N ‘Grin’ Shift) button, the interior is largely carried over from the regular Kona.

That means hard plastics and a slightly dated dashboard. The digital instrument clusters are also familiar from up-spec Kona variants, albeit with a unique N Performance view when one of the Performance Blue N buttons is depressed.

There’s the addition of a ‘N’ Performance app on the infotainment screen which adds everything from a boost gauge, G-force meter, lap-timer and track maps for some of the countries well-known circuits.

Blue is the N division’s signature colour and you’ll find highlights of it throughout the cabin, including on the steering wheel, shifter, and seats.

While it doesn’t feel cramp, the Kona N isn’t a big SUV, either. There’s enough room for most to feel comfortable, both front and rear, as long as they are not overly lengthy. However, compared to the i30 N on which it is based, there’s slightly less head and shoulder room.

Lift the manually operated tailgate and you’ll find 361-litres of boot space, or 1,143-litres with the rear seats folded, making it suitable for weekend runs to the hardware shop or supermarket.

What’s under the bonnet?

The Kona N is powered by the same 2.0-litre four-cylinder turbocharged petrol engine from the 2022 i30 N. That means it also benefits from the stronger block and bigger turbo, producing a solid 206kW and 392Nm.

Pressing the little red NSG button on the steering wheel unleashes an additional 7kW of power, albeit for only 20 seconds with a dashboard timer counting down after its activation.

Disappointingly, despite wearing an SUV sheet metal the Kona is front driven only, although an electronically-controlled mechanical limited-slip differential helps put power down rather effectively in most situations.

Eschewing all-wheel drive has enabled the Kona N to keep weight at bay, with the small SUV tipping the scale at 1,569kg, or just 28kg heavier than the i30N.

0-100km/h is dispatched in a claimed 5.5 seconds, just 0.1 seconds behind the i30 N DCT.

In terms of fuel consumption, our test average of 9.1L/100km was impressively close to the official claim of 9.0L/100, comprising of a mix of inner-city and freeway driving.

How does it drive?

The initial disappointment with its front-wheel drive layout is quickly dismissed by the effectiveness of its electronically-controlled limited-slip differential and alert steering. Axle tramp is minimal in the dry and only really becomes an annoyance occasionally in the wet.

Changes of direction are quick and Hyundai has gone to great lengths to reinforce the chassis, countering the higher body roll inherent in SUVs for a more planted feel. The result is handling that is delightfully poised.

Thanks to the lighter front-wheel drive layout and shorter wheelbase, you would be forgiven for thinking you’re in a hot hatch until you realise you sit slightly higher than the car next to you at the lights.

We already know the 2.0-litre turbo four is a hoot from the i30 N and it’s similarly boisterous in the Kona N, especially when you hit the little red ‘NGS’ button which unleashes all sorts of theatrics from the tailpipe along with the above mentioned 7kW of extra oomph.

It’s paired wonderfully with Hyundai’s well-calibrated and rapid new eight-speed dual-clutch transmission. There’s hardly any needs to do-it-yourself via the paddle shifters and low speed hesitation is virtually non-existent.

Like any self-respecting high-performance machines these days, you can tinker with the car’s engine, steering, suspension, transmission, electronic limited-slip differential and stability control settings to suit your style via the ‘N’ menu on the touchscreen, but the Kona N’s basics are all very good.

There isn’t a great difference in ride comfort between the settings and regardless of which suspension settings you choose, the Kona N’s ride is firm but never crashy, even on rippled tarmac.

However, most will gravitate towards the Sport+ mode for exhaust sound which gives a bassier note, along with pops and crackles on downshifts.

There’s good steering feel its weighting also increases with the sportier settings though it doesn’t necessarily get more communicative.

Like the regular Kona, wind and tyre noise are on the high side, especially over coarse-chip bitumen.

Running costs

The Kona N comes with a five-year, unlimited kilometre warranty.

It requires a visit to the servicing department every 12 months or 10,000km, whichever comes first, with the first five services capped at $335 each – identical to the i30 N.

Verdict

2022 Hyundai Kona N pricing and specs

The post 2022 Hyundai Kona N Review – it’s a hoot! appeared first on ForceGT.com.

Let’s admit it, other than a limo the most stylish way to carry many people is still by using a seven-seater SUV. It’s become an essential part of life for many Australian families. From school runs and drive-throughs to road trips and bush trekking, the large SUV cannot be done without for growing, active families.

And here we compare the segment dominating Toyota Kluger against the up and rising Hyundai Palisade.

A household name for decades, the Kluger needs no introduction. It’s been the go-to model for no nonsense family transportation, thanks to its maker’s impeccable reputation for reliability, decent performance and strong resale value.

The Palisade is new to the segment, but thanks to Hyundai’s rising dominance, has no dramas penetrating the market. It’s the company’s largest SUV and from the outset it looks ready to take on the mighty Kluger.

On test were the mid-tier models from either camp. The Kluger is represented by the GXL Hybrid variant, while the Palisade is fronted by the Elite Diesel. Both vehicles have all-wheel drive and are more fuel-efficient alternatives to their thirsty V6 petrol-powered counterparts.

The Kluger GXL Hybrid eFour is priced from $63,650 while the Palisade Elite Diesel AWD asks for $66,200 (MY22 pricing). Both stickers exclude on-road costs.

Design

The Kluger gets its design inspiration from the least expected source within Toyota’s portfolio – the GR Supra. Yes, design cues from the sports car are everywhere on the Kluger. There are blacked out A pillars, pronounced rear haunches and stretched taillights. The lines and creases hide its girth pretty well. While you still wouldn’t describe the Kluger as sleek, it’s certainly one of the more stylish large SUVs out there.

In contrast to the Kluger, the Palisade design is more formal and conventional. The side profile has an apparent two-box design that looks bulkier than the Kluger. The blocky theme is adopted in the front with that large squared off grille and in the rear with those vertical taillights. Road presence is undoubtedly stronger in the Palisade.

The Kluger GXL rolls on 18-inch wheels, while the Palisade Elite has larger 20-inch items. The latter is also the larger vehicle, by some 14mm in length and 45mm in width.

Interior

It’s not easy to match style with practicality but Toyota has managed just that in the Kluger interior. While it’s not exactly special inside, it’s clear that considerable effort has been made to ensure a pleasant and balanced design throughout, with heavy focus on functionality and usability. For instance, the large bottle holders in the doors have no obstructions around them so your bottle drops into place easily. Elsewhere, the trays in the dashboard not only serve to break up the chunkiness of the dashboard but also provide extra storage. The cup holders are of decent size and the storage compartment under the front centre armrest is just massive.

Like the exterior, the Palisade’s cabin carries a more serious, business-like vibe. It’s the more classy interior, but with that also comes a less effective use of space. The upper dashboard looks chunky with no real purpose, and while there’s a huge open storage space under the centre console, not everyone wants to leave things out in the open when the vehicle is parked and left unattended. Sure, there’s the enclosed centre storage but it isn’t as big as the Kluger’s. The front door bottle holders are okay but it’s a bit of a squeeze to get larger bottles through. However, the rear doors offer not just one but two cup holders each.

When it comes to cargo capacity, the Palisade completely triumphs the Kluger. With all seats up, there are 311 litres of boot space, and with them tumbled the space expands to 1,297 litres. In comparison, the Kluger measures 241 and 1,150 litres respectively.

Seating

The Palisade has a slightly larger interior space due to its longer dimension and more boxy design. While space in the first and second row seats is equally generous in both SUVs, the third row is less tight in the Palisade.

Being SUVs, the third row in both vehicles is, of course, not comparable to the space offered by people movers. However, adults will be able to stretch out just a little more in the back of the Palisade. There’s more headroom and legroom back there.

The Kluger does score better when it comes to seat comfort though. The seats are better contoured to the body and a little more breathable as well. While the Kluger has the conventional 2-3-2 seating arrangement, the Palisade’s seats are arranged in a 2-2-3 format, with the second row made up of the so called “captain seats”. They are essentially individual seat with armrests.

The Palisade does offer a conventional bench seat for the second row, creating a seating arrangement of 2-3-3 for a total of eight seats.

Third row access is equally good in both SUVs. In the Palisade, a press of a button at the second row seat base is all that’s needed to slide and fold the second row forward. In the Kluger, a pull of a lever does the same trick. The liberated passageway to the third row is fairly generous in both vehicles.

Technology

Technology is a close match between these two. Essential connectivity such as Bluetooth, Apple CarPlay and Android Auto phone mirroring, and USB ports front and rear are all featured in both vehicles. There are also DAB+ digital radio and built-in satellite navigation in both cars.

Where the Kluger trails the Palisade – massively – is in the infotainment touchscreen. Despite being a newer model, the Kluger still makes do with a relatively small 8-inch touchscreen. The dated looks of the graphical user interface aren’t helping either. The rows of physical buttons on either side of the screen are foolproof though.

The Palisade’s 10.25-inch touchscreen is larger, has better clarity and is more responsive to the touch. Its menu structure is also more intuitive. That said, some of the onscreen buttons are too small and, on the move, nowhere near as handy as the Kluger’s physical buttons.

Both vehicles take safety seriously. Essential safety features included on both vehicles are:

• Pre-Collision Safety system with pedestrian and cyclist detection
• Lane Departure Alert with steering assist
• Automatic High Beam
• Active Cruise Control
• Lane Trace Assist
• Blind spot monitor
• Rear Cross Traffic Alert
• Reverse view camera

The Kluger’s inclusion of a driver side knee airbag brings the total number of airbags to 7, one more than the Palisade. Real-time speed sign recognition is also only fitted on the Kluger.

Powertrain

Buyers have long wanted a more fuel economical Kluger variant to compliment the aging 3.5-litre V6 petrol model. So, for the first time ever, the Kluger hybrid answers that call. It’s powered by a 2.5-litre four-cylinder petrol engine driving solely the front wheels via a CVT automatic, backed by two electric motors – one at the front axle and another at the rear axle.

Toyota calls this all-wheel drive system the eFour, an on-demand system where the rear axle is powered only by the rear electric motor, eliminating a drive shaft. The electric motor engages during acceleration or when there is low traction.

The total combined output is rated at 184kW of power, with 242Nm of torque peaking at 4400rpm. While the figures may seem like a significant deficit over the V6, they only tell part of the story. The trick is that near instantaneous torque from those electric motors, giving the large SUV a good push rolling off before the engine kicks in to provide additional power.

With decades of hybrid experience, Toyota seems to have perfected the hybrid drivetrain. It remains the best hybrid system on the market. Driven normally, it feels almost like a full EV. The transition from electric to engine power is so discrete it’s hardly noticeable, and on braking or coasting the battery is effectively charged up.

The catch is that it demands premium unleaded fuel (95 RON). Still, with a rated combined fuel economy of just 5.6L/100km, there will be plenty of savings at the bowser in the long run compared to the thirsty V6.

The Palisade’s 2.2-litre four-cylinder turbo diesel engine has some good grunt down low, with it serving up a potent 440Nm of torque from 1750-2750 rpm. Peak power is rated at 147kW at 3800 rpm. The engine is paired with a mechanical all-wheel drive system with a drive shaft, clutch packs and stuff, and drives through an eight-speed automatic transmission.

Against the Kluger, the Palisade is more of a workhorse. Always keen to dig deep, it’s better at cresting hills or ploughing through a rough patch while hauling a full load.

The oil burner does make itself known when you pile on the revs, but for the most part it’s quiet. Of course, the Kluger hybrid is still the quieter SUV of the pair.

Combine fuel economy for the Palisade is rated at 7.3L/100km.

Driving

Despite being a large SUV, both the Kluger and Palisade are hardly a handful in the urban jungle. Their car-like demeanor makes them excellent daily driven family SUVs. That said, you will be constantly aware of their sheer size, especially around tight shopping mall car parks.

The Kluger does edge the Palisade a little when it comes to handling, with it having slightly better composure, better steering feel and smoother response to driver inputs. Make no mistake, the Palisade is also competent, but that numb steering and larger footprint dampen things a little around corners.

In the real world, the Palisade stays faithfully close to its rated fuel economy, recording 7.5L/100km on the combined average. At the other camp, the Kluger returns 6.6L/100km, making it the more fuel economical of the pair.

Verdict

With so many criteria to consider, choosing the right family SUV can involve quite a bit of thinking, and in the case of the Kluger and Palisade, it’s never straightforward to put one ahead of the other.

If you’re after more cargo space, a better infotainment system and larger towing capacity, the Palisade diesel might be the one to go for. But from design and refinement to handling and fuel economy, the Kluger managed to stay just that much more ahead.

 Pricing and Specification

The post 2022 Toyota Kluger Hybrid vs Hyundai Palisade Diesel Review appeared first on ForceGT.com.

The updated Hyundai Palisade flagship SUV was unveiled earlier this year at the New York International Auto Show, bringing revised interior and exterior design cues, new infotainment and safety features, and advanced driver assistance systems.

The new Palisade is headed Down Under for a Q3, 2022 launch, but one model remains a question mark for the local market. Unveiled along with the standard Palisade variants was the new ‘semi-rugged’ model called Palisade XRT.

Joining the range for the first time, the Palisade XRT is a dark-themed, adventure focused model aimed at active families. Features exclusive to the XRT model include dark-finish, rugged-themed 20-inch alloy wheels, rugged-look front and rear fascia with skid plate design element, rugged-look lower door trim, dark-finish front grille, black roof rails, and black leatherette seating surfaces.

The US market XRT model pairs a 3.8-litre petrol V6 engine with an eight-speed automatic transmission and Hyundai’s HTRAC all-wheel drive system, the later features downhill brake control, AWD lock, and special Snow and Tow drive modes.

If introduced in Australia, the Palisade XRT is likely to swap the V6 for a 2.2-litre turbo diesel engine.

The post Will we get the semi-rugged Hyundai Palisade XRT? appeared first on ForceGT.com.

The Staria is Hyundai’s new people mover, replacing the previous iMax. The new name is not just a marketing exercise, it is coined to signal a new era for the mini van – one that does not have to be boring. I mean, just look at the thing. The clean, one-curve silhouette is devoid of clutter, the LED light bar at the front is space-age, and the huge glasshouse is larger than many home windows.

It is a refreshing take on the people mover concept. Drive it around town and it will even turn a few heads. Have you seen a people mover doing that?

The three-tier line-up starts with the base Staria at $48,500, progressing to the mid-spec Staria Elite at $56,500. The range-topping Staria Highlander has two versions: the rear-wheel drive model lands at $63,500, while the all-wheel drive variant adds $3,000 to the price bringing the final sticker to $66,500. All prices exclude on-road costs.

A look around the competition cues the Toyota Granvia which costs between $65k and $75k, the Kia Carnival asking between $51k and $72k, and the Volkswagen Multivan priced from $63k to $92k.

This means the Staria is the most affordable vehicle in the mainstream people mover segment. Not only that, it is also the only model in class that offers all-wheel drive, perfect for getting to those tricky camping spots.

If you are a commercial operator, the Staria-Load clears the passenger cell for a sizeable cargo bay. But for this review, the focus is on the Staria RWD and Highlander AWD, with which I spent a week each.

Is there any substance behind those bold looks? Hop on and the answer is apparent. The Staria’s cabin is huge. Not only is it capable of accommodating eight people across three rows of seats, but there is still space left for their luggage, water bottles, backpacks, tablets, smart phones and other odd items afforded by the myriad of storage compartments littered around the cabin.

This is a true eight-seater, which means every seat onboard is large enough for an adult and the headroom and legroom around each seat is spacious enough for its occupant to stretch and move about. All three row of seats get ample of natural lighting through those large windows. It’s no sweat on hot days, too, as the retractable window sunshades for the second and third row seats cover the entire window to keep the heat out. And if that’s not enough, the ceiling-mounted air-con vents do a pretty good job in keeping the cabin cool. The rear has its own dedicated climate controls which can be operated independently from the front row climate controls so peace is guaranteed.

Cabin comfort is stepped up a notch in the Highlander range-topper with heated and cooled front seats and heated steering wheel. Other niceties in the Highlander include a dual panel sunroof with powered rear sunblind, rear passenger view monitor through the centre touchscreen and a 10.25-inch digital instrumentation cluster.

If you have no need for those, the mid-spec Elite is already very well equipped. Leather seats, leather wrapped steering wheel, power adjustable driver’s seat and powered sliding rear doors are all fitted from Elite spec and up. So are a host of multimedia functions including DAB+ digital radio, Bluetooth connectivity, and a 10.25-inch infotainment touchscreen with built-in satellite navigation and support for wired Apple CarPlay and Android Auto (wireless connectivity is strangely only supported in the base model).

The list of safety and driving aids is exhaustive, too. All variants come equipped with High Beam Assist, Lane Following and Keeping Assist, Rear Cross-Traffic Alert, Forward and Reverse Collision Avoidance, Adaptive Cruise Control and Surround View Monitor.

For such a large vehicle though, you’d expect Blind-Spot Monitor to be fitted too, but to have that you’d need to step up to the top-spec Highlander. All variants do get 7 airbags and the maximum 5-star ANCAP rating.

With large sliding doors, getting in and out of the Staria is easy. Access to the third row is a two-step process, first by tumbling the second row seat back, followed by sliding the seat forward. The liberated passage way to the third row seats is one of the widest in class. Seven-seater SUVs can only dream of having such a fuss-free third row access.

Cargo space behind the third row is a cavernous 831 litres. Row three cushions can be flipped up vertically and the seats pushed forward for extra load space. However, they don’t fold away and neither are they designed to be easily removed. With the second and third rows tucked away the space expands to 1303 litres.

Two engine options are on offer – a petrol 3.5-litre normally aspirated V6 or a 2.2-litre turbodiesel four-cylinder. Both engines deliver good power at your disposal, with the petrol V6 churning out 200kW and 331Nm, and the turbodiesel producing 130kW and 430Nm. As expected, the V6 is the smoother, quieter and more responsive power plant, while the oil burner is inherently louder and lazier.

Both engines are up to the tasks of hauling a full load, however, the torquer diesel feels more effortless doing so thanks to peak torque arriving low in the rev range. If towing is on the agenda, the diesel is definitely the pick over the petrol. Stronger torque aside, the diesel mill can be paired with all-wheel drive, which makes all the difference when it comes to towing a hefty load.

As mentioned earlier, the variable, on-demand AWD will also come in handy when doing some light off-roading. Rear-wheel or front-wheel drive rivals offer nowhere near as good traction as the Staria AWD on loose or slippery surfaces.

Both engines are matched with an 8-speed automatic transmission, which, for the most part, operates discretely in the background without bringing attention to itself.

Being a large van, handling is unsurprisingly a bit of a handful, if you have gotten used to driving a car that is. For what it is, the drive is as car-like as it can get. The chassis is rigid and the suspension does a good job in maintaining composure, keeping everything fairly neat and tidy.

Ride comfort is generally good and on broken roads it fairs better than firmer-riding SUVs. The cabin is well insulated from road and engine noise, though wind noise can become apparent at highway speeds.

Every Staria comes with the standard warranty of 5 years with unlimited kilometres. Routine servicing schedule is at 15,000km or 12 months, whichever comes first.

Verdict

2022 Hyundai Staria Pricing and Specification

Competitors: Toyota Granvia, Kia Carnival, Volkswagen Multivan

The post 2022 Hyundai Staria Review appeared first on ForceGT.com.

There are proper full-size seven-seat SUVs and there are 5+2 ‘on-demand’ mid-size seven-seat SUVs. For those who think the former’s foot print is too big and the latter’s rear seats are too small, fortunately there is something in between. The Hyundai Santa Fe has been playing the game well for two generations now, appealing to those who are seeking a bridge between models like the larger Hyundai Palisade and smaller Hyundai Tucson.

Now there is a new challenger – well, sort of. The once mid-size Mitsubishi Outlander is now in its fourth generation, but it has grown so much in size over the years that it now plays in the medium-large SUV segment going up against the Santa Fe. Upsizing the Outlander was more of a strategy than coincidental, as it was part of Mitsubishi’s plan to make space for the Eclipse Cross – another ‘in-between’ SUV model bridging the Outlander and the compact ASX crossover.

While the Santa Fe is still a tickle larger than the Outlander (by a mere 75mm in length and 38mm in width, but 35mm lower), both cars have plenty of similarities. They are both seven seaters, available in either all-wheel drive or front-wheel drive forms, and powered by four-cylinder engines (V6 option is available in the Santa Fe).

Perhaps the biggest difference is in terms of price. The Santa Fe is priced from $45K to $66K, while the Outlander lands between $35K and $51K. This gives the Outlander a pretty good head start in this comparison.

For a fair shootout, we pitted the range topping Santa Fe Highlander diesel AWD against the high-spec Outlander Exceed AWD. We could have used the slightly pricier Outlander Exceed Tourer flagship but this model comes with massaging front seats amongst other goodies, which the Santa Fe Highlander lacks.

The Santa Fe Highlander diesel AWD is priced at $66,050, while the Outlander Exceed AWD asks $48,490. Both stickers exclude on-road costs.

On the outside

The fourth-gen Santa Fe has had a refresh in 2021, which gave the SUV a bold new front fascia with a wider grille that extends out to the headlamps. The front and rear bumpers have also been restyled, so did the taillights and wheels. Upper spec models like the Highlander have colour coded lower bumper and wheel arch cladding.

The Santa Fe has always looked the part with elegant lines, sculpted surfaces and classy details. The proportions are good, and the new split headlights and large grille lend it plenty of road presence. All exterior lightings are LEDs and the wheels are large 20-inch items.

If there was a prize for the biggest makeover of any recent new model, it would be certainly for the Outlander’s taking. Apart from the Mitsubishi corporate ‘Dynamic Shield’ front grille, the new Outlander has been totally redesigned from the ground up. And the result is stunning.

The new Outlander is a complete departure from its predecessor’s drab styling. There is now confidence and sophistication in its modern design. The front end really makes a statement with its heavy chrome highlight and a beefy bumper. The blacked-out A pillar is a neat touch and is no doubt a Nissan influence (stemming from Mitsubishi’s consolidation with the Nissan-Renault group). At the other end the floating roof styling continues the contemporary vibe, blending perfectly with the appropriately simplistic tailgate design.

LED lighting is used all around except for the turn indicators, and the 20-inch wheels are some of the best looking in an SUV from a mainstream brand.

Both the Santa Fe and Outlander are great looking SUVs, but the Mitsubishi design is undeniably the more striking of the pair.

On the inside

The Santa Fe’s interior has received several changes as part of the update. The most notable is the 12.3-inch full LCD instrument cluster, complemented by the upsized 10.25-inch widescreen infotainment touchscreen display on the dashboard. The centre console has also been revised, with the raised design mimicking that of its bigger brother, the Palisade. The redesigned steering wheel and door switches round up the changes.

Improved materials and lots of quilted Nappa leather give a whiff of luxury in the cabin, though we are not quite a fan of the tan leather for practical reasons. The contoured seats are wonderfully comfortable though, more so than those in the Outlander which are a bit square and less breathable.

In Highlander spec, the front seats have power adjustment, memory function, heating and cooling, while the rear outboard seats have heating. The steering wheel is also heated.

Like the exterior, the interior of the Outlander is a major step up from before. The design of the layered dashboard is clean, modern and functional. The materials are some of the best for a mainstream marque. There’s even textured diamond-shaped leather stitching on the seats and door cards, in a Mitsubishi!

For the first time, a full digital instrument cluster is employed in the Outlander. At 12.3-inch, it’s the same sized as that in the Santa Fe, though it serves up higher clarity graphics and is more customisable including a full map display in navigation mode.

The 9-inch infotainment touchscreen display is smaller than the Santa Fe’s, but it supports wireless CarPlay (wired only in the Santa Fe) which works fine if not a little laggy at times.

The Outlander Exceed matches the Santa Fe Highlander with leather appointed seats with power adjustment and memory function for the front seats. Seat cooling, heating for the rear outboard seats and heated steering wheel are not fitted though.

Both cars offer generous space for those seated in the front and second row seats. The third row seats are best left for kids or – if you must – adults for short trips. The Hyundai does afford more wiggle room in the back than the Mitsubishi, but it’s the latter that has a wider and easier access to the back seats.

With all seats up, the Outlander offers 163 litres of cargo space, more than the Santa Fe’s 130 litres. With the back seats folded, it’s the Santa Fe that carries more with 571 litres of space versus the Outlander’s 478 litres. The space can be further expanded in both SUVs by tumbling the second-row seats.

Both SUVs are closely matched in terms of safety. Essential features fitted include Lane Keep Assist, Blind Spot Monitoring, Rear Cross Traffic Alert, Forward and Reverse Collision Avoidance, Adaptive Cruise Control, Hill Start Assist and Automatic High Beam. Exclusive to the Hyundai is the Safe Exit Assist feature which warns the occupants of any approaching vehicle from behind when they attempt to open the door. Tow junkies will appreciate the Mitsubishi’s Trailer Stability Assist system.

Under the skin

Powering the Santa Fe Highlander is a 2.2-litre four-cylinder turbo diesel engine that produces 148kW at 3800rpm and 440Nm at 1750-2750rpm. Drive is channelled to the variable AWD system via an 8-speed dual-clutch automatic transmission.

This diesel engine has been around for a while now, but progressive updates over the years have improved its response, refinement and efficiency. On idle and when cruising, the oil burner is muted with barely a hint of clatter in the cabin. It only starts to get vocal at high revs.

But with that much torque low down in the rev range, there is hardly ever a need to work this thing, except when overtaking. The 8-speed DCT ensures quick gear changes with minimal power loss, further aiding power delivery of the strong diesel engine. And unlike some twin clutch boxes, the Hyundai wet friction DCT is not much of a fuss around slow-moving traffic, with no noticeable hesitation in first gear roll off. The ratios are well spaced to harvest the most out of the torquey diesel mill, too.

The Outlander range is solely motivated by a 2.5-litre four-cylinder normally aspirated petrol engine developing 135kW at 6000rpm and 245Nm at 3600rpm. It drives through an 8-stepped CVT automatic, with AWD models equipped with Mitsubishi’s touted and improved Super-All Wheel Control system (S-AWC).

The newly developed 2.5L petrol engine might lack a turbo and is down on both power and torque figures compared to the Santa Fe, but at no point did it feel weak on test. It’s partly attributed to the Outlander’s weight, which at 1760kg at the kerb is quite a bit lighter than the 1943kg Santa Fe.

Being petrol, response is sharper than the Santa Fe’s diesel, but even more impressive is the near premium level of refinement. It’s no doubt one of the quietest and smoothest powertrains in class.

And before you punters write off the CVT, we are glad it uses one because that’s the trick in continuously keeping the engine operating at its optimum power band while maximising fuel efficiency. The Outlander’s CVT stands out in such a way that it hardly flares the revs (and hence minimal elastic feel). The ratios are locked and stepped under hard acceleration to give a feel of connectedness, akin to the feel of a conventional torque converter box. It’s a brilliant combo with the engine.

On the road

Both SUVs are large vehicles, but on the road the size is not as noticeable as you would expect. They both feel a lot smaller to drive thanks to tight body control delivering composed handling. The Outlander edges ahead a little in handling response and turn-in, thanks to S-AWC braking individual wheels to help the car rotate in corners.

Around town the Santa Fe’s suspension tune is slightly softer, better ironing out irregularities at low speed. The tauter Outlander still rides smoothly for the most part, but some low speed high frequency bumps can transmit into the cabin.

Both vehicles triumph as a long distance cruiser in equal measure, with road and wind noise hardly audible. As for parking, the Outlander’s 75mm shorter length and tighter turning circle will make life easier.

In the long run

The Santa Fe comes with the standard warranty of 5 years, while the Outlander tops that with a warranty of 10 years when all services are completed at a Mitsubishi dealership. That said the Santa Fe warranty has no cap on kilometres while the Outlander’s is capped at 100,000km.

Both cars have identical servicing schedule, at 15,000km or 12 months, whichever comes first.

Both cars are offered with capped price servicing, with the Santa Fe capped at $419 per service for the first 5 years or 75,000km, and the Outlander asking just $199 for each dealer visit for the same time period or mileage. This makes the Mitsubishi quite a lot cheaper to maintain in the long term.

In terms of average fuel economy, the diesel powered Santa Fe is hands down the winner, rated at just 6.1L/100km as compared with the Outlander’s official figure of 8.1L/100km. But in the real world the figures are more closely matched, with the Santa Fe’s tested average of 8.0L/100km only slightly ahead of the Outlander’s 8.5L/100km.

Verdict

The Hyundai Santa Fe remains one of the best seven-seat SUVs on the market today. A complete package with style, space and comfort, backed by a gutsy and efficient diesel engine, there is little to fault in the Santa Fe.

Despite that, the Mitsubishi Outlander still manages to edge ahead, although only by a whisker. Such big a step up the Outlander has undergone in this iteration, it now plays at the top of its game with attractive styling, up-to-the-minute technology and a very admirable driving experience.

The Outlander might lack the outright grunt of the Santa Fe, it’s made up for in superior refinement, smoothness and handling.

Then there’s the price. The high spec Outlander Exceed model comes with all the bells and whistles at a very sharp price of $48k. The Santa Fe Highlander has a few more comfort features, but at $66k it just can’t beat the value proposition of the Mitsubishi.

And for that, the Outlander gets the recommendation over the Santa Fe.

 Pricing and Specification

The post 2022 Hyundai Santa Fe vs Mitsubishi Outlander Comparison Review appeared first on ForceGT.com.

Hyundai’s unrelenting assault on the Australian performance market rounds out with the introduction of the 2022 i30 N Sedan.

On sale now from $49,000 before on-road costs, the single-spec offering brings a high-performance model to the i30 Sedan range for the first time, and joins Hyundai’s N Division’s existing line-up of i30 N hatch and Kona N SUV.

Powering the i30 N Sedan is Hyundai’s tried and tested 206kW/392Nm turbocharged 2.0-litre T-GDI four-cylinder petrol matched with an eight-speed, wet-type dual-clutch (DCT) transmission as standard. A six-speed manual is also available as a no cost option.

The sedan’s larger engine bay enabled the engineers to fit an improved airbox, designed with optimised duct diameter and airflow paths to improve the engine’s linear torque delivery.

Maximum torque arrives from 2,100 to 4,700rpm before maximum power takes over between 5,500 and 6,000rpm. Like its hatch counterpart, drive is sent to the front wheels via an electro-mechanical limited slip differential.

Hyundai claims the i30 Sedan N will sprint from 0-100km/h in 5.3 seconds when equipped with the DCT, or 5.8 seconds with the manual.

The model also debuts innovations learned from the N Division’s motorsport activities, including a new World Rally Championship-derived Integrated Drive Axle (IDA) front-end that is 55 per cent more rigid as well as shaving 1.7kg of unsprung mass per corner. Another new feature is the brake pre-fill function which reduces the caliper clearance gap in dynamic situations to improve braking response.

The car sits on locally-tuned Electronically Controlled Suspension (ECS), with front brakes measuring a sizable 355mm.

Key features include:

• LED headlights with daytime running lights
• LED taillights with light strip
• LED N triangle rear fog light
• Boot mounted wing-type spoiler
• 245-section Michelin Pilot Sport 4S ‘HN’ tyres specially developed for the model
• Active variable exhaust
• Performance brake package
• Rear stiffness bar
• N Corner carving differential E-LSD
• N Grin Control drive modes (Eco, Normal, Sport, N and N Custom)
• 25-inch N Supervision digital instrument cluster with N-specific cluster theme
• 25-inch infotainment screen
• Bose premium audio
• Apple CarPlay and Android Auto
• Track Maps function (with auto lap timer)
• N Performance driving display
• N Sports front seats
• 19-inch wheels

DCT models adds additional driver functions, including:

• Creep Off – disables ‘transmission creep’ inherent to gearboxes of this kind
• N Grin Shift (NGS) – releases maximum power for 20 seconds
• N Power Shift (NPS) – triggers by more than 90 per cent throttle application, it reduces torque drop-off between shifts to maximise acceleration
• N Track Sense Shift (NTS) – Intelligent self-shifting for the most dynamic of circumstances.

On the safety front, the six airbags are complimented by Hyundai’s SmartSense advanced safety suite which includes:

• Forward collision-avoidance assist – city/urban/pedestrian
• Blind-spot collision avoid assist
• Drive attention warning
• Lane keeping assist
• Lane following assist
• Rear cross-traffic collision avoidance assist

There are just two cost options for the i30 N Sedan – a sunroof ($2,000) and premium paint ($495)

Standard colours include Polar White and Performance Blue, while optional metallic includes Cyber Grey, Fluid Metal, Intense Blue, Phantom Black (mica), and Fiery Red (mica).

The post 2022 Hyundai i30 N Sedan pricing and specification appeared first on ForceGT.com.