Hyundai Venue VS Subaru XV
- Great looks
- Good to drive
- Roomy for its size
- Engine buzzy under load
- Dodgy tyres and steel wheels
- Plastic steering wheel
- Great ride and handling
- High-quality feeling cabin
- Good advanced safety on most grades
- No AEB on base-spec car
- Small boot
- CVT auto
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|
Subaru’s XV is weird. It’s classed as small but is much bigger than the others in its segment; it’s a city SUV but promises impressive off-road skills, and then there are those, um, unique looks.
Now the second-generation MY18 XV has arrived, looking just like the previous one, but so much has changed that you can’t see. But is it for the better?
We were among the first to drive the top-of-the-range 2.0i-S grade at its Australian launch.
|Fuel Type||Regular 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.
Yes, Subaru’s XV is weird, but it’s good weird. The new generation has improved the ride and handling, the cabin is refined and quiet, while the off-road capability is impressive for a city SUV. If only the transmission wasn’t a CVT, and if only there was a bit more oomph from the engine. Still, these are really the only drawbacks of an excellent package.
The sweet spot in the XV range would have to be the 2.0i-L. This grade comes with the EyeSight safety system, the larger 8.0-inch screen and dual zone climate control for about $2000 more than the base car's price.
Would you pick a Subaru XV over a Forester and why? Tell us what you think in the comments below.
Check out Tim Robson's video from the XV's international launch here:
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.
Despite sharing no visible elements with the old model, the new XV looks a lot like the old one. To tell them apart, look for the rear tail-lights because the latest gen’s now extend into the tailgate. At the front, the new car has a darker grille and sleeker headlights.
Unless you pull the XV apart you’re not going to see the biggest change, but you’ll feel it when you drive it. Like the new Impreza it's based on, the SUV is built on a brand new platform. The new XV’s dimensions reveal a 30mm increase in wheelbase to 2635mm, and a 20mm increase in width to 1800mm. It’s the same height at 1615mm, and it’s 15mm longer at 4465mm. Ground clearance stays the same at a high-for-the-class 220mm.
The XV is a small SUV but not as small as a Mazda CX-3 which is tiny at 4275mm end-to-end. The Honda HR-V is also smaller at 4294mm long, and the ASX is 1mm longer. The XV is pushing into the segment above it to compete with SUVs such as the Kia Sportage which is 4480mm in length.
So the XV lives in the nether region between the small and mid-sized SUV segments. Its closest size rivals would be the Nissan Qashqai at 4377mm in length, and the Jeep Compass which is the same length. You could even throw its Subaru Forester sibling in there, at 4595mm long.
The XV is ugly, in a rugged, cute way, from the gaping-grilled snout to the rear spoiler. Then there's that tough, body kit with its black plastic protection under the front and rear bumpers and over wheel arches. The 2.0i-S we drove on the launch looked like a Halloween pumpkin with its 'Sunshine Orange' paint. We half expected a purple, or bright yellow example to jump out of the shadows.
But you don't have to have your XV in blazing orange, or boring beige for that matter. Other colours include 'Crystal Black Silica', 'Dark Grey Metallic', 'Pure Red', 'Ice Silver Metallic' and 'Quartz Blue Pearl'.
The exterior may not have changed much but the cabin has been seriously revamped, bringing more accommodating seats, a different centre console, a smaller steering wheel, more air vents, a new electric handbrake, and lots of stitching. This is a refined and high quality feeling cockpit.
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.
Smallish boot, biggish cabin. That sums it up really. The luggage capacity of the XV hasn’t changed, at 310 litres, but the opening is 9mm wider at 1039mm (at its widest point) and 100mm wider at the lower edge, at 1039mm, while the space between the wheelarches is 20mm wider at 1090mm. Measure your pram to see if it fits or better still take it to the dealership and try to put it in to be sure.
The increase in wheelbase means more legroom in the back row. I’m 191cm and can sit behind my driving position with about 40mm to spare between my knees and the seat back. Headroom is also good throughout the cabin.
Apart from the smallish boot dimensions, storage space through the cabin is great with two cupholders in the second row and two up front, while the doors have room for two small bottles each.
The centre console storage bin is now bigger thanks to the manual handbrake being given the flick for an electronic one, which takes up almost no space.
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.
If you're wondering how much an XV costs, it depends on which XV you mean, because there are four different types. The new Australian XV is no longer available with a manual gearbox, and so the range now kicks off at $27,990 for the 2.0i (with an auto). While that means the entry price is $1250 higher, the 2.0i auto’s list price (RRP) has been reduced by $1200. No drive away price quoted at this stage.
The 2.0i comes with smart key-style keyless entry, a 6.5-inch touchscreen (the upper specs get an 8.0-inch display) with Apple CarPlay for iPhones and Android Auto, a 6.3-inch multi function display, Bluetooth connectivity, a six-speaker sound system with AM/FM (but not digital DAB) radio, CD player, cruise control, climate control, engine stop-start system, 'X-Mode' traction system, tinted rear glass, rear spoiler, 17-inch alloy wheels, two 12-volt power jacks, hill start assist, two USB ports, push-button ignition, cloth seats, black carpet trim and halogen headlights (not HID xenon headlights). This base-spec car doesn't come with parking sensors.
Stepping up to the $30,340 2.0i-L will get you all of the 2.0i’s features, plus an 8.0-inch touchscreen, dual-zone climate control, and premium cloth trim. All models, including the 2.0i-L up, come with Subaru’s 'EyeSight' safety system which brings AEB. You can read more about this in the safety section below.
The next grade up is the 2.0i Premium that costs $32,140 which adds an electric sunroof and GPS sat nav.
Above that is the top-of-range 2.0i-S which lists for $35,240 and has all of the Premium’s features, but adds the 'Vision Assist' package (read more about this in the safety section), leather seats, alloy pedals, auto LED headlights and daytime running lights, auto wipers, power driver’s seat, and 18-inch alloy wheels. You won't find a DVD player though, as the more high end brands sport these days.
I have to stay the new touchscreen is so much better than the previous version. This is a much more intuitive multimedia unit.
Subaru doesn't factory fit a nudge bar or bull bar to the XV as an accessory. Did you know though, that Subaru will fit STI Enkei alloy wheels to the XV? They cost a mimimum of $3000 but look much better than the standard rims.
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.
All XVs have the same engine size – it’s a 2.0-litre four-cylinder petrol which is an overhauled version of the previous model's, which makes 5kW more, for a total of 115kW, and the same 196Nm of torque. Not a major increase in horsepower here.
The manual gearbox has now been dropped from the XV line-up which means all now have a continuously variable transmission (CVT) automatic. I wasn’t a big fan of the previous XV's CVT, it just seemed to struggle to get the drive to the wheels with the same hard shift of a traditional torque converter. The good news is Subaru has improved the design and it seems to have far more prominent ‘shifting steps’ built-in for more of a kick as you accelerate. The bad news is it’s still a CVT, and the characteristic drone is still there, along with underwhelming acceleration.
All XVs are all-wheel drive (AWD) and now come with X-Mode – an off-road focused traction control mode which works to keep you from slipping on ice and mud at speed below 40km/h.
Braked towing capacity for all XVs is 1400kg. The Explorer tow bar kit costs $1591.20, including fitment.
The weight of the XV ranges from 1462kg for the 2.0i to 1484 for the 2.0i-S.
The same petrol engine and same transmission across the XV range means all variants consume fuel at the same combined rate of 7.0L/100km, according to Subaru.
The 2.0i-S I drove wasn’t far off, with the trip computer reporting an average fuel consumption of 8.1L/100km after 200km of country roads, about a quarter of which were dirt and gravel. That's not bad milage.
The XV's fuel tank capacity is 63 litres and you can feed it the cheaper 91RON petrol, too. There is no diesel or LPG XV alternative.
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.
We drove the top-of-the-range 2.0i-S at the new XV’s Australian launch which covered 220km of sealed and dirt roads from the Australian Alps to the NSW South Coast, with a quick off-road course somewhere in between.
I need to confess straight away that I wasn’t a major fan of the previous XV’s engine and transmission – well mainly the CVT transmission to be fair. CVTs all seem to have the same issue – underwhelming acceleration. Not all are bad – the Subaru Levorg’s is good… and so is the new XV’s CVT which has been given more prominent steps which add a feeling of gear changes a zippier speed.
Carmakers design launch test drives to show off the strengths of their new baby and the downhill run towards the coast could disguise any CVT weaknesses. So, I turned around and drove up it in the opposite direction. The result – the CVT still drones and the XV’s acceleration under load isn’t great, but it performed much better than the previous version. Going downhill the CVT now can now ‘hold a gear’ to brake the car, which impressed me too.
The new XV looks the same as the previous one, but it feels different to drive – good different. The new global platform this XV is built on has improved the ride and handling noticeably. The body of the car is up to twice as strong making it more rigid and that improves handling, too. Body roll in the corners has been reduced and the ride is comfortable and composed.
Better insulation thanks in part to thicker windows and door panels means the cabin is so much quieter, even on gravel roads where the sound of stones flicking up into the wheel arches was minimal.
The off-road component was a short loose-dirt course of steep ascents, descents and tight turns. The XV handled it easily making use of its 220mm of ground clearance and all-wheel drive system. X-Mode and hill decent were engage at all times and both systems worked well to ease the car downhill steadily without losing traction.
Top marks for the driving experience were brought down by the CVT, even if it is better than the previous one.
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.
This new-generation XV scored the maximum five-star ANCAP rating, and all the 'expected' passive safety features are there (ABS, ESP, etc, etc). What separates the XV from many others is the advanced safety equipment on board. All grades, apart from the entry-spec 2.0i come with Subaru’s 'Eyesight' camera system which among other skills can recognise brake lights, and will brake to avoid an accident, or spot you drifting out of your lane and steer you back between the lines.
Subaru says AEB will be activated at up to 145km/h, but will work best to bring to car to a halt at speeds under 45km/h.
The top-of-the-range 2.0i-S also comes standard with the 'Vision Assist' package which adds blind spot monitoring, rear cross traffic alert with AEB (that works when you’re reversing), adaptive high beams and lane changing assistance.
For child seats you’ll find two ISOFIX mounts and three top tether points across the back row.
All XVs come with dual front and dual front side airbags, a driver's knee airbag and curtain airbags.
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 new Subaru XV doesn’t have to be serviced as frequently as the old one with servicing now extended from six months/12,500km to 12 months/12,500km. Subaru told us this was due to the new CVT auto.
The XV is covered by Subaru’s three-year/37,500km servicing plan which caps prices at $348.30 for the first visit, $601.59 for the second, $348.30 for the third, $757.81 for the next and for the 60 month 62,500km service it’s back to $348.30.
The XV is covered by Subaru’s three-year/unlimited kilometre warranty.