Hyundai Venue VS Ford Escape
- Great looks
- Good to drive
- Roomy for its size
- Engine buzzy under load
- Dodgy tyres and steel wheels
- Plastic steering wheel
- Sharp steering
- Sporty accessories
- Peppy engine
- Dated controls
- Tight cabin
- Harsh ride
I'm sure someone else came up with the phrase micro SUV, because I'm not that original, but they're an intriguing idea. Far too tiny to even offer all-wheel drive as an option let alone a sensible engineering challenge, they're rapidly eating into the sales of lights cars.
Suzuki's Ignis strikes me as the first one to drop but Hyundai's Venue became the most high profile. And soon after its launch we learnt it would not only eat into Hyundai's ancient light car offering, the Accent, it would effectively take it out.
Any hitman will tell you the key to a successful assignment is getting a return for your efforts. I imagine these are the sorts of conversations these people have with their employers. While the Accent is cheap as chips, the Venue, even in the basic Go version, is not. A tick over twenty grand is not what you'd call entry-level...
|Fuel Type||Regular Unleaded Petrol|
Aussies are now favouring SUVs much more than sedans and hatchbacks, and no segment is more bountiful than for mainstream mid-sizers.
With cars such as the Mazda CX-5 and Toyota RAV4 finding success by combining practicality, tech and a high-seating position, for small families looking to haul the kids and some gear over long distances, Ford’s Escape should also be in contention.
However, sales of the Escape have slowly decreased this year (possibly due to a new-generation model around the corner), but is the soon-to-be-superseded model lacking any crucial ingredients that will keep it off your consideration list?
We’ve got the Ford Escape ST-Line to find out if it has what it takes to hang with the best in the mid-size SUV segment.
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
The Venue Go is probably the near future of entry-level cars. As the light car market continues to shrink in favour of SUVs (makes note to return to this statement annually to see how long it takes to be laughably wrong), cars like this will become commonplace.
The Venue Go's depth of engineering, half-decent equipment level and pretty reasonable dynamics mean that price aside, the bog-spec car is actually alright.
Ford’s Escape ST-Line still proves to be a competitive SUV player so late in its lifecycle due its strong foundations.
While the only area it really excels at is its handling performance, thanks to the variant-specific changes, not everyone wants, or even appreciates, a sharper handling family hauler.
Other big letdowns are the in-car controls and in-cabin tightness, which look like they will be smoothed out in a new-generation model due to launch mid-year. But for now the current Escape is still a solid all-rounder.
The Venue is a nice piece of design. In Elite form, which I drove a hundred years ago in 2019, it was bristling with cool detailing. The Go, being the taster for the rest of the range, is comparatively stripped back. The 15-inch steelies - while excellent for bashing around town with the expendable hubcaps - do look a bit ridiculous, but if you're not bothered, there's nothing wrong with them.
I quite like the black grille and the otherwise unadorned bodywork, though, and the basic chunky design survives and stands up nicely. Does it look like you've cheaped out? Apart from the wheels, no.
Aiming to put the ‘sports’ in ‘sports utility vehicle’ (SUV), the Ford Escape ST-Line at least tries to differentiate itself from the usual high-riding fare.
From the outside, the ST-Line scores a sports bodykit and lower suspension, giving this Escape variant a more road-hugging appearance.
Its road presence is also helped by blacked-out (18-inch) wheels, grille, fog light surrounds, roof rails and rear valance. But don’t expect the cosmetic changes to morph the mild-mannered mid-size SUV into a snarling supercar.
Next to its Ambiente and Trend siblings, there's no doubt the Escape ST-Line stands out, but we’ll leave you to decide if it's the right amount of sporty, or needlessly gawdy.
The sporty touches also apply to the interior, which gains leather and cloth upholstery, front sports seats, and red contrast stitching throughout.
We’re big fans of the interior changes, which elevate all the touch points such as the steering wheel, seats and shifter to feel extra special.
Functionally however, the Escape is starting to show its age, especially the multimedia system, but more on that next...
Let's start with the bad stuff. The back seats, while enough to fit two adults for short journeys (as long as the front seats passengers aren't too tall) are pretty sparsely equipped. No armrest, cupholders, air vents, nothing. Just the seats. The doors have bottle holders, to join the front pair for a total of four. Headroom is good, though.
Moving up front, you get two cupholders and a spot for your phone under the centre stack and some space for little bits and bobs.
The boot is an impressive 355 litres, clobbering just about everything in this class and many in the next size up. Hyundai's own Kona (one-size-up), has a 363-litre boot. The false floor in the boot means you can hide stuff under the boot floor, separate your goods or take it out completely for a bit more height.
Measuring 4524mm long, 1838mm wide, 1749mm tall and with a 2690mm wheelbase, the Ford Escape ST-Line offers enough space for either four adults or small families, but is slightly smaller in size than some of its key rivals.
Up front, there is plenty of leg, head, and shoulder room for passengers, but we couldn’t shake the feeling of the cabin closing in around us.
The door pockets are also thin and made up with scratchy hard plastic, though the storage bin between the diver and front passenger is generous and accommodating of larger items such as a big bag of chips.
The rear seats, while usable, suffer from the same failings as the front seats and feel a bit too snug.
Adults can comfortably sit in the two outboard pews, but the middle seat should be relegated to children or people you just don’t like very much.
Headroom is good, but legroom is somewhat lacking, and we had to reposition the front seats to be comfortable in the second row.
The boot offers 406 litres of volume with the all seats upright, expanding to 1603 with the rear seats folded flat. Both admirable figures that mean the Escape can comfortably fit a stroller, groceries, and more.
Price and features
Starting at $20,190 for the six-speed manual, adding an automatic transmission to the Venue Go lifts the price to $22,210. That's a decent wedge for a tiny car, especially when the larger i30 isn't that much more expensive. Leaves a bit of clear air for the next-size-up Kona, though.
Shipping in from South Korea, the Venue Go is kitted up with 15-inch steel wheels, a four-speaker stereo, air-conditioning, reversing camera, cruise control, automatic headlights with auto high beam, power door mirrors, power windows and a space-saver spare.
Priced at $39,990, before on-road costs, the ST-Line is available in exclusively with in petrol form, and sits below the petrol and diesel Titanium grade priced at $45,840 and $48,340 respectively.
Inside, sports seats replace the standard items. They're trimmed in a combination of leather (accent) and suede, with contrast red-stitching featured on the armrests, shifter boot and steering wheel.
While we love Ford’s Sync system, which is intuitive to use on the go thanks to its big, bright screen, implementation in the Escape leaves a little to be desired.
The screen is recessed to avoid unwanted glare, but the CD player (yes, you can get one in 2020!) nestled above is needlessly chunky and cumbersome.
The buttons found below the screen are also unnecessary when all functions can be handled by the touchscreen.
Further down the centre stack are the climate controls, which, while useable, feel spongey and are not well laid out.
The switchgear in the Escape ST-Line is average when the competition delivers polished and refined controls.
At least the steering wheel-mounted controls are quick and easy to use for the driver, including highly visible and clearly laid out cruise control functions.
Other standard equipment includes, push-button start, a gesture-operated powered tailgate, keyless entry, and automatic parallel parking. The auto parking function is easy to use, requiring only the push of a button and a dab of throttle.
Those after more advanced features however, such as adaptive cruise control, forward collision alert, tyre pressure monitoring and lane-keep assist will have to shell out another $800.
Engine & trans
A rocket it isn't, with Hyundai's 1.6-litre naturally aspirated four cylinder, with 90kW/151Nm to pull the 1225kg of kerb weight along. Hyundai's in-house six-speed auto supplies the power to the front wheels.
Similar to French rival Peugeot's 'Grip Control', the Venue has a range of settings for low grip situations as well as three on-road modes that seem to be a volume control for the engine.
Powered by a 2.0-litre turbo-petrol four-cylinder engine, the Escape ST-Line punches out 178kW/345Nm, making it one of the most potent mainstream mid-size SUVs on the market.
Drive is sent to all four wheels via a six-speed automatic transmission.
Though all this might sound mighty on paper, keep in mind the engine is working to haul a 1700kg-plus SUV, which does tend to dull straight-line performance a little.
Overall, the Escape ST-Line’s engine is a punchy little unit that will happily rev out to its 6500rpm redline, even if it doesn’t produce the most sonorous noise at the top end.
The automatic transmission is also a good, if not great, one, that quickly up-shifts and manages slow-speed around-town duties just fine.
You will be able to catch it out when applying more throttle, though, with the six-speeder unsure when to change down and slow to do so when it makes up its mind.
And if you aren’t happy leaving the Escape ST-Line in automatic mode, there are always the steering wheel-mounted paddle shifters to play with.
Our two weeks with the Escape ST-Line returned a fuel consumption average of 11.7 litres per 100km, while official figures peg the mid-size SUV at 8.2L/100km.
To be fair, we drove the Escape ST-Line exclusively in inner-city conditions, often during peak hour through Melbourne’s CBD.
This will either make you laugh or scratch you head. Driving the Venue Go reminded me of our (now written-off) Volkswagen Up, a car you can't buy anymore for reasons that are too silly to recount.
Adherents of that car will tell you that it is one of the most over-engineered small cars ever made. It had a great ride and handling compromise, characterful engine and made you smile.
While the Venue's buzzy 1.6 may not match the VW's 1.0-litre triple (or its colossal service costs), everything else about the way the Go drives is very Uppity. If that makes sense.
The plastic steering wheel may not feel all that nice in your hand, but it responds well to your inputs, despite doughy 185/65 tyres on steel wheels, hilariously cartoonish in 2020. This kind of response is unexpected as is the excellent ride for such a small car.
For city-dwellers, the only times these tyres will trouble you will be on greasy roads or if you head out of town on a long trip.
The Venue is perfectly fine when it's one or two up, but start loading in people and the engine starts to complain. Ignore the Sport mode, it just makes the engine buzz unpleasantly and doesn't offer anything the normal mode does. Eco is also a waste of time. Just don't touch that dial and all will be well.
The light steering is always going to be great for parking but is oddly communicative when you're shooting about the back streets. Again, the tyres don't do the change of direction any favours, but it's not a hot hatch, is it? And tyres are easily replaced, the suspension not so much.
Thanks to its lowered suspension, thicker anti-roll bars and sharper steering rack, the ST-Line doesn’t flounder and sag like other SUVs when introduced to a corner.
Don’t get us wrong though, the changes don’t turn the Escape into a hot-hatch-scaring corner carver, but the ST-Line certainly feels more planted and put together than the vast majority of mid-size SUVs.
In fact, we’d put it up there as one of the best steering mainstream SUVs on the market, alongside the direct and communicative Mazda CX-5.
The by-product though is that the Escape ST-Line is a bit firmer over bumps and uneven road surfaces.
Whilst its not enough to take away from its overall polished and likeable dynamics, buyers who have young families that may prioritise comfort over sportiness will be better off looking at other Escape variants.
There are also three top-tether anchor points and two ISOFIX points.
The Venue scored four out of a possible five ANCAP stars in December 2019, the fifth star eluding it due to the type of AEB.
Ford has kitted out the Escape ST-Line with all the safety equipment you would want in a new car in this class.
As previously mentioned, buyers can also option in adaptive cruise control, forward collision alert, lane-keep assist and a tyre pressure monitor for an additional $800.
With a long list of standard safety, the Ford Escape was awarded a maximum five-star ANCAP safety rating when it was assessed in early 2017, which also applies to the ST-Line that was introduced in mid-2018.
You need to service the Venue every 12 months or 15,000km and all Hyundais carry a lifetime service plan, so you know how much a service is going to cost you for the life of the vehicle.
The first five years costs $1575, for an average of $315 a year, which isn't bad at all.
Like all new Ford Australia models, the Escape ST-Line comes with a five-year/unlimited kilometre warranty, along with five-year anti-corrosion assurance.
Service intervals are every 12 months/15,000km, with the first service due in two months/3000km.
The first full service will cost $360, while the second is $495 due to a brake fluid replacement that needs to be done every two years.
Service number three is back at $360, but the fourth service jumps to $750.
The Escape’s service schedule repeats this pattern until the 150,000km/10-year service, which requires a drive belt and radiator coolant replacement, increasing the cost to $895.