Hyundai Venue VS Nissan X-Trail
- Great looks
- Good to drive
- Roomy for its size
- Engine buzzy under load
- Dodgy tyres and steel wheels
- Plastic steering wheel
- No price penalty for new model
- Among the most versatile offerings in its segment
- Safety updates add plenty of appeal
- CVT auto a loud and intrusive annoyance
- No Apple CarPlay/Android Auto
- Not as dynamic as segment leaders
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|
If you're a fan of the old Nissan X-Trail - and plenty of you are, it was the brand's best-selling model here last year - then we've got good news for you: this 2017 Series II update is absolutely unchanged under the skin.
Better still, it costs the same as the old one. Or less. So is more of pretty much the same a good thing?
|Engine Type||2.0L turbo|
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.
It might not be an X-Trail blazer, but this nip-and-tuck has added some critical technology and safety extras to an already competent package. It's improved in the areas that matter and, CVT aside, is an easy-breezy drive from behind the wheel. For ours, the petrol-powered ST-L makes the most sense, no matter which configuration you opt for, scoring the best of the new stuff without breaking the bank.
Has this refresh put the Nissan X-Trail on your SUV shopping list? Tell us what you think in the comments below.
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.
It was and still is rather handsome, the X-Trail. It's not pushing any design boundaries, sure, but neither is it controversial or polarising - plus, it's bound to age well, given it hasn't really changed much since 2014, and it still doesn't look old.
This time around, though, Nissan has redesigned the grille, with a new shield that forms part of a now-jutting jawline. There's a new design for the alloy wheels, too, along with new rear lights and a flat-bottomed steering wheel.
Inside, you get what you pay for, with the cheap plastics that lower the tone in the entry-level model replaced with soft-touch and premium-feeling materials (along with a bigger multimedia screen) in the more expensive models.
In the entry-level ST, for example, the 5.0-inch screen is surrounded by a sea of rock-hard plastics, while the top-spec TI offers up a leather-wrapped and raised centre console, and a stitched leather panel lines the dash.
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.
Nissan refers to its X-Trail as the "Swiss-army knife of our range - the one-size-fits-all, family proof car", and so expect a useable, versatile cabin irrespective of whether you opt for a five or seven seater.
All trim levels offer two up-front cupholders and room for bottles in the doors, along with a USB connection and a 12 volt charge point in the centre console, and a second power source in the centre bin. The dials in the driver's binnacle are analogue, but they're separated by a digital screen that displays all the usual trip data.
The backseat (or second row) is hugely spacious for human-sized riders, even if you opt to go three across. But the aircon vents have no temperature controls and there's no power or USB connections points on offer. There is, however, room in the doors for bottles, and two extra cupholders hidden in the pull down divider that separates the rear seats.
Things do feel a bit squished in third row for the seven seat models, though, with the back row definitely reserved for children. It's tight in head and legroom, and adults (with the possible exception of Tattoo from Fantasy Island) will find the going tough.
Five seat models offer 565 litres of storage with the second row of seats in place, swelling to 945 litres with the second row folded flat. Opt for a seven seater, and you'll get a paltry 135 litres with all seating rows in place, growing to 445 litres with the third row folded flat, and maxing out at 825 litres with everything flattened.
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.
Good news for X-Trail shoppers: Series II prices, right across the board, are either identical to, or down slightly on, the 2016 sticker prices.
The range still kicks off with the petrol-powered ST - $27,990-$30,490, depending on your engine choice, $31,990 for the seven seater and $32,490 as a five seat, four-wheel drive (4WD), before climbing to the ST-L ($36,590 for the five-seater, $38,090 for the seven-seater, and $38,590 for the five seat-only 4WD version) before topping out with the 4WD-only Ti ($44,290).
There are still two diesel-powered options on offer (both of which are pencilled in for a mid-year or later arrival), the $35,490 TS, and $47,290 TL.
The ST and TS trims arrive with 17-inch alloy wheels, LED daytime running lights and taillights, along with powered mirrors, automatic headlights and some splashes of chrome, including the door handles. Inside, expect cloth seats, a flat-bottomed steering wheel, push-button start and climate control. A tiny-looking 5.0-inch touchscreen is mounted in the dash, which is paired with a six-speaker stereo, but there's no Apple CarPlay/Android Auto on offer anywhere in the range.
Stepping up to the ST-L trim and you'll add fog lights, roof rails and heated mirrors outside, while your seats are now leather-trimmed, and heated in the front. You'll also score dual-zone climate control and a powered driver's seat. Your entertainment options are now controlled through a bigger 7.0-inch touchscreen, which is sat nav equipped.
The top-spec Ti (or TL, if you've opted for a diesel), gains 19-inch alloys, adaptive headlights and a sunroof outside, along with a boot that opens automatically when you wave your foot under it. Inside, you'll find a heated steering wheel, along with heated seats in the second row. You get a better stereo, too, now an eight-speaker Bose unit.
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.
There are two petrol engines on offer in the X-Trail range, with a revamped (and, on paper at least, significantly better) diesel engine scheduled to arrive closer to the middle of the year.
The smallest petrol - a 2.0-litre unit good for 106kW at 6000rpm and 200Nm at 4400rpm - is available only in the base model ST, and can only be partnered with a six-speed manual sending its power to the front wheels. Which is bound to make it as popular as curdled milk.
The big seller, then, will be a solid 2.5-litre petrol unit that will produce 126kW at 6000rpm and 226Nm at 4400rpm. It's partnered exclusively with a CVT auto, and can be had in two- or 4WD.
Finally, the late-to-the-party diesel is a fine-sounding 2.0-litre that will produce 130kW at 3750rpm and 380Nm at 2000rpm (significant increases on the outgoing 1.6-litre engine). It's also CVT only, and will only be offered in the 4WD configuration.
Nissan's holding out some hope for the diesel, too. Somewhere around 95 per cent of diesel sales in the segment are 4WDs partnered with an automatic transmission - a configuration missing from the current range.
The 2.0-litre petrol engine sips 8.2L/100km on the claimed/combined cycle, while emitting 190 grams per kilometre of C02. The bigger, 2.5-litre petrol is actually more efficient, needing 7.9 litres (8.1 in seven-seat models) to go the same distance, emitting 183 grams (188 grams if you opt for the third row) per kilometre. Predictably, ticking the 4WD box hurts economy a little, increasing that number to 8.3 litres and 192 grams per kilometre.
The incoming diesel sips a mere 6.0 or 6.1L/100km, depending on the trim level, and emits 158g/km of C02.
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.
Nissan clearly reckons it's onto a good thing with its X-Trail, and so hasn't messed with the formula too much. Or at all, for that matter.
In fact, except for the new diesel engine that's yet to hit our shores, nothing's changed under the skin at all.
But that's maybe not such a bad thing. We spent the majority of our time in the top-spec Ti model, equipped with the bigger 2.5-litre petrol engine and 4WD, and it's a hugely likeable set-up, delivering its power in a constant stream, while its confident suspension irons out all but the worst bumps in the road, and manages to dispose of most corners without transforming the X-Trail into a rollicking high-seas tall ship.
It's confident off-road, too, tackling gravel tracks with ease, while the steering, though weirdly light, is nicely predictable. Nothing there that needed too much updating, then.
But the CVT auto, for us at least, is harrowingly close to a deal-breaker: a whining, whirring disruption that makes smooth progress difficult, instead making you feel like you're constantly ebbing and flowing, surging forward with every light prod of the accelerator.
Elsewhere, though, the X-Trail is spacious and comfortable, and always easy to manoeuvre. And, in the top-spec models at least, it feels polished and premium in the cabin, though some cheaper plastics have crept in below the passengers' line of sight.
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.
Every X-Trail arrives with a commendable standard safety package, including six airbags (dual front, front-side and curtain bags), along with a reversing camera and forward collision warning with AEB.
Spring for the ST-L trim, and you'll add blind-spot warning, rear cross-traffic alert and a surround-view camera that detects motion, while the Ti or TL top-spec models score lane departure warning and pedestrian detection, while for reasons known only to Nissan, only the Ti gets Intelligent Lane Intervention, which will counter-steer if it senses you drifting out of the lane, along with active cruise control.
The X-Trail range scored the maximum five-star ANCAP safety rating when tested in 2014.
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.
The X-Trail is covered by a three-year/100,000km warranty, and will require a trip to the service centre every 12 months or 10,000km.
X-Trail falls under Nissan's menu-based servicing program, with owners able to verify what needs to be done and cost estimated ahead of each service.