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.

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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.

While there’s no arguing the midsized sedan is an endangered species at risk of disappearing in the next decade or so, two standout specimens are still clinging on to life with encouraging numbers.

The Toyota Camry and Mazda6 can both be sighted out in the wild in decent numbers, with promising signs that the segment is not completely dead, yet. And now, Hyundai is doing its part in conserving what was once the dominant species in the automotive landscape with the latest generation 2021 Sonata.

The Hyundai Sonata has been a mainstay in Australia for nearly 25 years stretching back seven-generations, but in order to survive in the harsh climate, for the eighth-generation the company has brought in only the range-topping, sports-infused, Sonata N Line to Australia.

Unlike its conservatively styled forebears, the new Sonata is anything but dull, carrying a daring and rather flamboyant design tasked with pushing the once humble mainstream sedan into the small contingent of so-called ‘semi-premiums’, populated by the likes of Volkswagen Passat R-Line and Mazda6 Atenza.

Price and value

The sole model in Australia, the fully-loaded Sonata N Line carries a price tag of $50,990 before on-road costs with the only option being the $595 metallic or Mica paint, although our tester’s White Cream Mica is a no cost option.

In comparison, you’ll need at least $14,000 more to get into the Passat R-Line while the Mazda6 is nearly line ball at $50,090.

At the premium end of the market, the Audi A4 35 TFSI opens at $55,900. And while it carries a more desirable badge, you will get a lot less standard equipment compared to the Sonata.

Things like LED lighting, power-folding and heated door mirrors, front and rear camera, panoramic sunroof, alloy pedals, 19-inch alloy wheels and sports body kit are all standard on the Sonata N Line.

Inside, the wonderfully modern cabin features suede and soft Nappa leather seating, with cooling up front and heating on all outboard positions, while the driver also gets 12-way electric seat adjustment with 2-position memory.

Straight ahead, there’s a sharp 12.3-inch digital instrument cluster and crisp head-up display with a myriad of information projected onto the windscreen, including speed limits, sat-nav directions and blind-spot monitoring.

On the infotainment side, the Sonata N Line comes equipped with a cinematic 10.25-inch, high resolution touchscreen display with in-built sat-nav, digital radio, Bluetooth, Apple CarPlay and Android Auto connectivity, wireless smartphone charging and an awesome 12-speaker Bose sound system.

The sound system is also used for the car’s Active Sounds Design which enhances engine note and cancels unwanted noise.

Let’s talk styling

The eighth-generation Sonata is longer and lower than the superseded model, measuring 4.9m in length and 1.45m in height.

Described as a ‘four-door coupe’, the new Sonata’s sleek profile gives it an almost Audi A7-esque silhouette, with distinctive in-built boot spoiler framed by a unique H motif LED light signature.

Its unconventional styling continues up front, where the upswept LED daytime running lights stretch almost halfway up the bonnet crease to join the chrome strips that link up to the side windows.

Together with a prominent Hyundai grille and gaping N Line air intakes, the Sonata certainly looks great and standout – both during the day and at night.

What’s it like on the inside?

If the exterior styling is a little out there, it’s a bit more restraint inside though no less adventurous.

Like lots of modern cars, the giant infotainment screen dominates the fresh, low-rise dashboard with slimline air vents. It’s also good to see Hyundai has resisted the urge to banish all knobs and buttons known to men in the name of design and simplicity, especially those for the climate control.

Cabin materials are generally up there with Volkswagen and Mazda, too, although the centre console wouldn’t go astray with a padded driver’s knee pad.

Most touch points are nicely textured and soft to the touch except for some hard plastic around on the lower part of the centre console. What we like however, is the piano black trim on the centre console which reduces glare under the harsh Australian sun as opposed to chrome material increasingly favoured by car manufacturers.

The digital instrument is classy and wonderfully crisp with a variety of skins that changes with the drive modes. Mind, it isn’t as customisable as the Volkswagen’s but it’s arguably one of the best on a mainstream car.

The N-branded genuine suede/Nappa leather covered sports seats are both great to look at and comfortable to sit in. They are 12-way adjustable on the driver’s side and come with Volvo-inspired adjustment graphics on the infotainment screen.

Rear seat accommodation is equally good with ample legroom topped by an airy ambience enhanced by the large, gaping sunroof. However, taller rear seat passengers might find the plunging roofline eating into their headroom. The pronounced centre hump also means the middle seat passenger will be sitting legs splayed.

The rear retractable side window blinds are a nice touch to keep the sun, too.

Elsewhere, there are bottle holders on all four doors, along with two cupholders up front, while the handsfree bootlid opens to reveal an enormous 510 litres of boot space that can be further expanded via the 40:60 split-fold rear seats.

What lets the interior down slightly is the shift-by-wire transmission buttons which is less intuitive to use than a normal P-R-N-D selector, especially when performing a 3-point turn. For an aspiring premium model, ambient LED lighting are also curiously missing.

How safe is the Sonata N-Line?

In addition to the six airbags, the 2021 Sonata features Hyundai’s comprehensive suite of SmartSense technologies that includes:

• Forward Collision-Avoidance Assist with pedestrian/cyclist detection and Junction Turning
• Lane Keeping Assist System
• Lane Following Assist
• Smart Cruise Control with Stop & Go
• Blind-Spot Collision-Avoidance Assist
• Safe Exit Assist
• High Beam Assist
• Rear Cross-Traffic Collision-Avoidance Assist
• Driver Attention Warning

What’s underneath the bonnet?

The 2021 Sonata is the first Hyundai model to feature the brand’s all-new 2.5-litre turbocharged four-cylinder petrol.

It produces a healthy 213kW at 5,800rpm and a stout 422Nm of torque between 1,650-4,000rpm.

According to Hyundai, the Smartstream petrol features a number of clever technologies to improve engine performance and reduce emissions (it’s Euro 5 compliant) as well as fuel consumption. These include:

• Variable separate cooling of the cylinder block and head
• Integrated exhaust manifold in the cylinder head
• Electronically controlled continuously variable-capacity oil pump
• Water-to-air intercooler
• Active Air Flap for the radiator

The engine is married to a ‘wet’ eight-speed dual-clutch transmission rather than the dry-clutch set-up in smaller N Line models. Hyundai says one of the reasons for this is the wet system’s higher torque rating, as well as its more refine shift calibration.

How does the Sonata N Line drive?

While it might be sports-infused with some verve from the N division, the Sonata isn’t an all-out sports sedan but rather a very competent GT cruiser.

The engine is muscular off the mark and responsive enough to not have to constantly hunt the redline. There’s always plenty in reserve for overtaking or a quick dash into a gap in the traffic.

There’s even launch control for those who want to test the Sonata’s not too shabby 0-100km/h claim of 6.2 seconds, as well as paddle shifters for the eight-speed dual-clutch gearbox.

Drivers can also choose from four different Drive Modes, including Normal, Sport, Sport+ and Custom, the latter which allows you to further customise the engine and transmission characteristics to suit your taste.

In Sport+, the transmission will rev-match on downshifts for that extra dose of sportiness and driver engagement, too. However, regardless of which mode you’re in, the transmission is well calibrated to take advantage of the chubby torque curve on offer.

In fact, you’d rarely find the need to slip into Sport+ as the drivetrain is so beautifully responsive and kick-down without much coercion with a quick dab of the throttle.

However, sending 420Nm of torque to just the front wheels can occasionally overwhelm the front 245mm Contis, especially in the wet. It’s a pity it’s not available with all-wheel drive.

Like most electric steering, the Sonata’s tiller is accurate though not as communicative as we’d like.

Ride quality is on the firm side but it’s by no means uncomfortable. The trade of is the Sonata feels sure footed around the bends and is capable of carrying decent speeds through corners.

We also like the Active Sound Design which injects a bit of aural drama to the proceedings while also doing its bit to cancel out undesirable noises when cruising along on a freeway or urban road.

On the safety front, the driving assistance system generally works well, with special mention for the Adaptive Cruise Control system which deals well with turning vehicles without the hard braking of some other makes. It’s self-steering system is also not as intrusive as earlier iterations of the system.

What’s the running costs?

The Sonata officially consumes 8.1L/100km of 91RON but over our weeklong test, the trip computer shows a reading of 9.6L/100km on a mix of city, freeway and country road dash and without engine stop/start tech.

The Sonata needs a visit to the dealer every 12 months or 10,000km, with each visit capped at $350 each for the first five visits.

Verdict

2021 Hyundai Sonata N Line pricing and specification

Competitors: Mazda6 Atenza, Toyota Camry, Volkswagen Passat, Skoda Octavia RS, Honda Accord, Kia Stinger 220S

The post 2021 Hyundai Sonata N Line Review appeared first on ForceGT.com.

Hyundai says the all-new 2021 Tucson debuts the first application of the company’s ‘Sensuous Sportiness’ design language on an SUV for a “futuristic image”. It isn’t wrong.

In an amazingly saturated segment of the market that is the mid-sized SUV, the Tucson stands out. While styling is subjective, there’s no arguing its Parametric Hidden Lights is as unique as a giraffe with a short neck.

Still, arresting styling alone doesn’t tell the whole story as the new Tucson has a high-tech interior to match and accomplished dynamics to boot.

So, let’s take a close look to see if the Tucson has moved the segment forward.

Let’s talk styling

We have to give Hyundai’s design team where credit is due, for the new Tucson’s is daring with a huge cascading grille that reminds us a bit of the Mercedes-Benz EQC’s front. Embedded in each corner of the grille are LED daytime running lights that blend in nicely when they are off.

Around the rear, the broad taillight treatment is complemented by a new glass-type Hyundai emblem on the rear windscreen, with the rear wiper hidden underneath the rear spoiler for a cleaner look.

Bringing both front and back together are bold side character lines featuring a Z-shaped graphic which is said to give the Tucson a dynamic and aggressive appearance. Our mid-range Elite here rolls on relatively stylish 18-inch alloy wheels.

What’s it like on the inside?

If the exterior of the new Hyundai Tucson is a little polarising, the interior isn’t as controversial, but that’s a good thing. Otherwise, the climate controls would be hidden behind layers of digital menus.

No such problem here. And while we appreciate the physical buttons on the gloss black dual-zone climate control panel, the touch-capacitive buttons are flushed to the panel and still require taking your eyes off the road momentarily to adjust the temperature.

Still, we love the wonderful wrap around dashboard with ‘waterfall’ centre stack and large 10.25-inch touchscreen system with integrated sat-nav that is sharp and bright. The system is a marked improvement from the old car’s and is almost as responsive as your smartphone. Speaking of which, Apple CarPlay and Android Auto both comes standard, too, if you prefer to mirror your smartphone.

Strangely, wireless CarPlay and Android Auto are only available on the entry-level Tucson which comes with an 8.0-inch display, and not on the Elite and Highlander.

Also not as useful is the ambient noise feature. Should you be tired of your music or the digital radio or a podcast, you have a choice of a roaring fire, a hustling jungle, boots crunching through fresh snow or a busy café.

The driver is greeted by a quirky four-spoke steering that is deceivingly good to hold and comes with reach and rake adjustment. Its leather is nice and soft, too.

Sadly, the Elite misses out on the Highlander’s excellent 10.25-inch digital instrument cluster, instead making do with a pair of counter swing conventional dials along with a smallish 4.2-inch supervision cluster in the middle.

Back to the good news, the Elite comes with a conventional gear shift lever instead of the Highlander’s fiddly push button shift-by-wire system. There are also plenty of cubby holes to swallow the entire family’s various devices, including a large bin under the front central armrest, storage tray under the transmission and bottle holders on all four doors.

Overall, Hyundai has again outdone itself with the Tucson’s ambience and perceived quality. They are not only much better than its predecessor, but also surpasses some of the best in class. All touch points are padded and feel good to the touch and solid, while the seats (electric fronts) are comfortable and supportive.

The infotainment system is a cinch to use, with easy to navigate menus and logically layout user interface.

How roomy is the new Tucson?

The Tucson is longer and wider than ever before, with the rear passengers benefitting from an extra 26mm of extra legroom compared to its predecessor. Headroom is decent all round, too.

The rear seats can comfortably accommodate two full-sized adults, while a 3^rd smaller adult will fit nice in the middle.

Parents will find the outboard ISOFIX mounts and top tether points useful, and there’s a fold-down centre armrest with cupholders in the middle. Rear seat passengers also get air vents along with two USB-A charging points.

The Tucson’s bigger dimension also means a larger boot at the back, measuring a healthy 539L with the rear seats up and a massive 1860L when folded.

A rarity these days, there’s a full-size alloy spare wheel hidden under the boot floor.

How safe is the Tucson?

The 2021 Tucson features Hyundai’s comprehensive SmartSense driver assistance technologies.

Key safety features include:

• Autonomous emergency braking with pedestrian/cyclist detection and junction assist (camera + radar)
• Blind-Spot Collision-Avoidance Assist
• Rear Cross-Traffic Collision-Avoidance Assist
• Smart Cruise Control with Stop & Go and one-touch ‘on’
• Lane Following Assist
• Lane Keeping Assist System
• Rear Occupant Alert
• Multi-Collision Brake
• Leading Vehicle Departure Alert
• Safe Exit Assist
• High Beam Assist
• 7 airbags including front centre airbag

What’s under the bonnet?

Despite the all-new sheet metal and platform, the Tucson carries over its powertrains from the previous generation, albeit updated with some new technologies to improve efficiency and performance.

The 2.0-litre MPi naturally-aspirated four-cylinder petrol produces 115kW at 6,200rpm and 192Nm of torque at 4,500rpm and is connected to a six-speed automatic transmission that drives the front wheels. Hyundai no longer offers manual transmissions with the Tucson.

The updated unit comes with a new electronically-controlled continuously variable oil pump, which is said to improve fuel efficiency, as well as a move to multi-point injection from the old unit’s direct injection.

Hyundai claims it will return 8.1L/100km on the combined cycle but real world testing revealed it’s closer to 8.9L/100km with roughly 80 per cent city commute and B-roads drives.

How does it drive?

While 115kW and 192Nm might sound meagre, the reality is quite different. You never really feel under powered in the Tucson in most situations and the six-speed auto does a relatively good job of getting you into the power band quickly. It won’t win a street race but for most buyers who will most likely be pottering around the suburbs and doing school runs, it’s entirely adequate.

However, for those who likes to take the winding road home, there will be moments where you wish it had a bit more shove. It’s a similar story when you have a full load.

One interesting thing about the engine is that it drives better in Eco mode! That’s because in Normal mode, tip in is just a little too aggressive, making a smooth take off a bit of a challenge, especially in the wet.

Engine and cabin refinement are also good with engine noise kept at bay and little road or wind noise intruding into the cabin.

Back in town, the Tucson’s ride is on the firmer side but you never feel as though one of your vertebrates have popped out at the end of the journey. Unlike most of Hyundai’s wider range which has received bespoke Australian suspension tune, the 2021 Tucson features a global tune albeit with significant local input.

While it’s no i30 N sharp, its direct turn-in and accurate steering is confidence inspiring around the bends.

All round visibility is good and aided by a rear-view camera and front and rear parking sensors.

Most of the car’s active driving aids work as intended and are relatively non-intrusive. The only gripe being the adaptive cruise control has a tendency of leaving a very small gap with the car in front when stopped at traffic.

What is the running cost?

Like every model within Hyundai’s local range, the Tucson is covered by the company’s five-year, unlimited kilometre warranty with lifetime capped price servicing.

Service interval is every 12 months or 15,000km, whichever occurs first with each service costing $319 for the first five years.

Verdict

2021 Hyundai Tucson Elite pricing and specification

Competitors: Kia Sportage, Honda CR-V, Mazda CX-5, Mitsubishi Outlander, Nissan X-Trail, Peugeot 3008, Renault Koleos, Toyota RAV4, Subaru Forester, Volkswagen Tiguan, Skoda Kodiaq

The post 2021 Hyundai Tucson Elite 2.0L 2WD Review appeared first on ForceGT.com.

In a style and technology-led segment, the Hyundai Kona is one of the boldest small SUV you can get your hands on.

It also comes with plenty of choices, with the quirky little model offered in no less than 11 variants, including one of the cheapest electric SUVs in Australia, the Kona EV.

It’s not surprising then that the Kona is one of Hyundai’s best selling models and often found in podium position along with the hugely popular but elderly Mitsubishi ASX.

Refreshed for 2021 with styling, mechanical and technology updates throughout the four-tier range, the Kona is set to continue to cement its spot on the ladder.

Prices are up across the board and span from a pocket-friendly (still) $26,600 for the entry-level Kona, to a not insignificant $64,000 (before on-road costs) for the EV – though the latter is now actually cheaper than before, with Hyundai announcing a $2,000 price reduction recently to coincide with the launch of the ‘Standard Range’ model with a less powerful motor.

Bang right in the middle of the price range is the $36,300 Kona N-Line AWD – a new addition to the line-up and a preview to the full fat Kona N hot SUV. So, there should be a variant that will suit you no matter your price bracket or driving style, including eco-warriors.

In this review, we are testing the sporty turbocharged N-Line AWD auto and green Highlander EV.

What is the Hyundai Kona?

It’s a small SUV with the coveted high driving position that buyers these days are clamouring for and competes with the likes of the Mitsubishi ASX, Kia Seltos, Renault Kaptur, or in the case of the EV, the Tesla Model X.

The Kona is one of the first to be available as a fully electric vehicle in its segment, before the likes of MG ZS and Mazda MX-30 Electric joining the fray.

It’s also offered with a raft of big-car tech which are just as essential these days, including the all important cinematic 10.25-inch colour touchscreen infotainment system with smartphone mirroring, adaptive cruise control, and even lane-guidance with self-steering.

What’s new outside in 2021?

The Kona has received a comprehensive mid-life facelift and specification upgrades across the model line-up.

Starting with the 2021 Kona Electric, there’s a new-look closed grille that to my eyes, isn’t necessarily an improvement over the superseded model’s fake grille, which actually looked better.

There’s an asymmetric charging port at the front that announces you’re driving an eco-friendly vehicle.

Like the wider Kona range, what’s more appealing to the eyes are the new LED Daytime Running Lights (which doubles as indicators) and sharper headlights with multifaceted reflector technology (EV) that stretch around the side of the car to emphasise its wider stance.

The body colour wheel arch extension also gives the car a more premium and sophisticated look, and continues into the restyled front bumper that incorporates a widened cascading grille and front skid plate.

Around the rear, the EV’s new bumper design features a new upper and lower split lighting design, while the N Line gets a chunkier styling with rear diffuser and twin tailpipes.

Completing the exterior update are fresh machined-faced 17-inch alloy wheels for the Kona Electric, and handsome 18-inch wheels for the Kona N Line.

What’s new inside in 2021?

The new colour touchscreen is undoubtedly the standout upgrade to the Kona’s otherwise unchanged interior. Measuring 10.25-inch, it is one of the largest screens in its class and features a variety of user-selectable themes, split-screen capability, embedded sat-nav, as well as wireless Apple CarPlay and (wired) Android Auto.

The Kona Electric also scores a similar size digital instrument cluster that is familiar to drivers of the new Santa Fe, although the N Line continues on with conventional gauges.

Other omissions in the Kona N Line include the heated steering wheel, which comes in exceedingly handy in cold winter mornings, and head-up display.

Being the range-topper, buyers of the Highlander also get goodies such as an eight speakers Harman Kardon Premium Audio system, heated rear outboard seats, and ambient lighting with glowing cup holders and front foot wells.

Wireless smartphone charging is now standard across the range, while a new USB power outlet mounted to the rear of the console takes care of rear passengers’ power needs for their mobile devices.

Also new to the model is remote engine start which allows the driver to remotely start the engine via the smart key fob to pre-cool or pre-heat the cabin.

Elsewhere, the conventional hand brake lever has been replaced with an electronic park brake to free up some space and further de-clutter the cabin.

What about safety?

In addition to the standard six airbags, the Kona’s 5-star ANCAP rating (tested in 2017) has been bolstered by Hyundai’s expanded SmartSense active safety technology.

Forward Collision-Avoidance Assist (FCA), or more generally known as Autonomous Emergency Braking (AEB), is now standard on the entire 2021 Kona range.

The Lane Keeping Assist system has been upgraded to include Lane Following Assist (LFA), which gently steers the vehicle back into its lane and is operational at speeds of up to 200km/h.

Blind Spot Collision Avoidance Assist also makes its debut on the Kona, along with Rear Cross-Traffic Collision Avoidance Assist, Safe Exit Warning and Rear Occupant Alert.

What is it like to live with?

Despite its compact size, head, shoulder, knee and toe room are all at comfortable levels front and rear. The heated leather seats are comfortable and there are plenty of stowage areas dotted throughout the cabin, including on the rear doors and backseat map pockets.

There are four cup holders (two up front and two in the rear), two USB ports and two 12 volt outlets.

The transmission tunnel isn’t overly intrusive, meaning you can carry five adults if required without too much complaint.

Further aback, cargo capacity is rated at 374 litres although the batteries in the Kona Electric reduce this to 332 litres. The rear seats fold flat and expand the load carrying volume to 1,156 and 1,114 litres, respectively.

There’s also a fake floor with compartments sandwiched between the space-saver spare tyre and the boot floor to hide valuables safely, while the cargo net keeps loose items from rolling around.

What’s not so user friendly is the annoyingly glitchy wireless Apple CarPlay which drops out rather frequently. This is similar to what I experienced in Hyundai’s sister brand Kia, which shares the same software.

The rear doors also don’t open wide enough either, making entry and exit to the back seats slightly difficult for those with little children.

What’s it like to drive?

The Kona N Line introduces an all-new 146kW/265Nm SmartStream 1.6-litre turbocharged four-cylinder petrol engine teamed with a 7-speed dual-clutch transmission and all-wheel drive.

While it has decent punch, with good get up and go and is relatively responsive, it’s no match for the pin-to-the-seat feel of the Kona Electric’s 150kW electric motor with its 395Nm of torque that is available almost immediately.

However, the N Line does distribute its power to the road better, thanks to its all-wheel drive system, as opposed to the EV which can easily overpower the front driven Michelin Primacy4 tyres if you are not gentle with the go pedal.

Like other electric cars, all you hear is a low frequency whirr from the electric motor plus some minor road and wind noise from the wing mirrors.

What I like about the Kona EV is its automatic regenerative braking which adjusts the level of regenerative braking automatically depending on your driving style. Should it defect a vehicle in front and anticipate you’re going to hit the brakes hard, the system dials up the regenerative braking to bring the car to a stop quicker while conserving electricity. Smart!

Both vehicles err a little on the firm side but are still comfortable around town, with the EV getting the edge thanks to its quieter ride and cushier suspension.

Out on the open roads, the N Line’s sportier suspension tune makes it a relatively enjoyable drive on country roads. It feels agile and its steering doesn’t feel too heavy.

And while the EV isn’t meant to be sporty, its low centre of gravity (thanks to its low mounted batteries) provides it with less vertical movement around corners compared to the N Line.

How much fuel or electrons do they consume?

Hyundai claims the N Line’s turbo engine is capable of returning 6.9L/100km in combined fuel consumption. Our real world test with 80 per cent urban commute saw 8.9L/100km on the trip computer.

Meanwhile, the Kona EV’s 64kWh lithium-ion battery saw an improvement is real world driving range, up from 400km in the pre-facelifted model to around 450km on test (against a claimed 484km), which is more than enough for daily driving. In fact, you don’t even have to charge the Kona EV daily.

Its energy consumption range from approximately 14.1kWh/100km (with heavy use of the adjustable regenerative braking) to 15.5kWh/100km and takes approximately 9 hours to charge when fully depleted.

Verdict

2021 Hyundai Kona Pricing and Specification

The post 2021 Hyundai Kona Electric & N Line Review appeared first on ForceGT.com.