2021 Hyundai Palisade Highlander Diesel: Private Fleet Car Review

Hyundai have finally, for the Australian market, released their Palisade. U.S. based and sourcing the name from the States, the Palisade is the step up from the Santa Fe. There’s a choice of seven or eight seats with no price difference between the two, a petrol at 3.8L or diesel at 2.2L, and the same driveline being petrol/front wheel drive or diesel/all wheel drive with torque split on demand.Pricing starts at $65K for the petrol FWD Palisade, $69,200 for the diesel version, $77,150 for the Highlander seven/eight seater with petrol and $81,350 for the diesel. Transmission is a standard eight speed auto for both engines.

It’s the diesel that should be the preferred choice if using the Palisade for its intended purpose. 147kW and 440Nm are the numbers from the 2.2L unit, and the torque is between 1,750 rpm to 2,750 rpm. Opt for the petrol and there’s 217kW and 355Nm. That, though, is at 5,200 rpm. Kerb weights nudge two tonnes, and makes economy an equation. We finished on 9.0L/100km on a 70/30 urban/highway mix, with Hyundai’s official combined figure saying 7.3L/100km for the diesel. For the petrol, it’s 10.7L, but use it on the school runs, 14.9L/100km is what should be expected. Towing? 2,200kg, says Hyundai, for both.To fit in seven or eight people and not have knees around ears, the Palisade rolls on a wheelbase of 2,900mm. Length is 4,980mm, and for shoulder room, it’s 1,975mm wide. headroom? Even with two sunroofs, it’s 1,750mm tall overall, and has 203mm ground clearance. This is for when the off-road dial in the centre console is used to switch between tarmac and off-road when Snow, Mud, and Sand get into the 245/50/20 rubber from Bridgestone’s Dueler range.Legroom in row three is 798mm, with 959mm of headroom. Shoulder room is 1,402mm. Centre row measurements are 1,077mm/1,019mm/1545mm. Up front and leg room is 1,120mm, with head and shoulder space at 1,060mm and 1,555mm. The driver’s space sees a floating centre console, with a small amount of storage space and a couple of charge points, with a storage bin on top also housing a charge point or two. On the inner section of the front seats are a USB point each. There’s a sliding cover ahead of the console storage and a wireless charge pad, complete with an outline for any handset that’s placed there. For the centre row there’s an extra 12V socket and for the third row a pair of USB ports and four cupholders.Palisade offers a kind of crossover between Santa Fe and the Genesis with a feature in the driver’s display. Although the main dials are analogue, there is a centrally located screen of 7.0 inches in size. This takes a camera feed from either left or right when indicating. There’s a hint of Kona EV as well, with the actual drive engagement via four press buttons at the upper end of the console, rather than a dial or a lever.Both middle and third row seats are manual in movement, and in the Palisade we were supplied by Hyundai Au, the third row was folded flat and there is a separate cover to protect the rear of the seats, and simultaneously provide a large cargo bay. 704L is the measurement with the third row folded and a still goodish 311L with the third row up. The exterior is noticeably yet not overtly American. There’s the Hyundai signature grille with a solid surround and a split level look for the very distinctive driving lights. They’re a pair of C shaped units that run from the bonnet to the bottom of the headlights that are situated in their own housing. It’s an impressive look and one that went from “hmmmm” to “that’s all right” very quickly. It’s also a look that caught the attention of many, with more than a few people sidling up to either eyeball the body or ask questions.There is a C motif at the rear but not quite as visible as the front end. Roofline-wise there’s a straight line from the A-pillar to the rear ‘gate, with a thick C-pillar not unlike that of the Carnival from Kia. There is chromework that provides a visual delineation too, with the rearmost window almost a separate insert and hints at the mooted ute from Hyundai. The overall proportions are pleasing and nicely balanced visually.

Get it on road and here the big Palisade impresses. It’s been said that Hyundai haven’t put the Palisade through an Aussie tuning process. It turns out that the setup is just fine as it is thank you very much. It’s an incredibly nimble thing, the Palisade, with more of a mid-sized car feel than it deserves. The steering, for example, is set to be just under three turns from side to side. This endows the Palisade with precision unexpected in a near five metre long SUV. Handling is superb thanks to a suspension setup that is compliant as needed, hard and sporting as needed, and comfortable across the board. It’s startling that it’s so right out of the box. It’s the same with the brakes; they’re intuitive to a T, with that instinctive knowledge of where the pedal is and the force needed for the appropriate stopping distance.If there is a “room for improvement” suggestion it would be for the engine. As good a unit the 440Nm 2.2L diesel is, the Palisade is designed to carry seven or eight people and it IS a bigger machine than the Santa Fe. We noticed that with four up and a bit of extra weight, the performance level dropped. Given the intent of the Palisade, something between the 2.2L and the larger powerplants available in the Genesis range, a unit with more torque wouldn’t be a bad idea.

One aboard and there is some good performance to be had though. The eight speed autos are as slick as they come, and the 2.2L diesel pulls well enough. It’s reasonably moveable but potentially not as quick as it could be, and brings the equation back to a bigger engine or a hybrid addition for torque.

Naturally there is no shortage of safety items on board, including the camera views when indicating. These can be set to soft-touch flash at three, five, or seven intervals. Or it can be turned off. AWT feels that in the interests of safety and to follow the legal requirements in regards to providing sufficient indication, the setting should be seven only.

Rain sensing wipers are standard, the rear wiper engages automatically on reverse, and driver aids like Trailer Sway Control and Hill Descent Assist as standard add extra peace of mind. Hyundai load up with the SafetySense suite, and it’s extensive.Blind-Spot Collision-Avoidance Assist – Rear, Blind-Spot View Monitor, Driver Attention Warning, Forward Collision-Avoidance Assist with camera and radar type and including Car/Pedestrian/Cyclist detection at City/Urban/Interurban operational speeds, High Beam Assist, Lane Keeping Assist – Line/Road-Edge, Leading Vehicle Departure Alert, Lane Following Assist, Rear Cross-Traffic Collision-Avoidance Assist, Rear Occupant Alert – Advanced, Safe Exit Assist, Smart Cruise Control with Stop & Go. Phew.Warranty is five years, with unlimited kilometres, and servicing is a capped price situation that can be found via your local dealer. Hyundai also offer a pre-paid service plan.

At The End Of The Drive. The Palisade Highlander is an absolute delight to drive, and absolutely family friendly. Where it’s positioned is a strange one, in one respect. Genesis. That brand is set up as a luxury aimed market, and the diesels are bigger in size and numbers for torque. Where the Palisade wins is on price and features, and space in comparison to the slightly smaller Santa Fe. In any case, it’s an impressive vehicle and will battle only prejudice against the Korean brands in its efforts to find a place in driveways.

Hyundai Kona Steps Further For 2021

Hyundai’s quirky Kona has been taken extra steps to continue its appeal. There’s some exterior refreshing, and the addition of the N Line name to the range. The 2021 Kona is the third new SUV in Hyundai’s ‘18 models in 18 months’ product rollout which includes the new Palisade and updated Santa Fe. There will also be a new Kona EV and a performance oriented Kona N.

Hyundai Kona 2021

“In three short years on the market, the versatile Kona has grown to become a top-seller in the class and one of our most popular models.” Hyundai Motor Company Australia Chief Executive Officer, Jun Heo said. “New 2021 Kona builds on the qualities that have drawn small-SUV buyers to the model, with an eye-catching new look, new N Line sports variants, and additional standard comfort, convenience, technology and SmartSenseTM safety features.”

The line-up introduces Kona N Line and N Line Premium, with power coming from a new engine. It’s a 146kW SmartStream 1.6 turbo unit. It drives all four corners via a DCT transmission and rides on a sports-tuned chassis with a multi-link rear suspension.

There are four models; Kona, Kona Active, Elite, and Highlander They’ll have a new SmartStream 2.0-litre petrol engine and CVT automatic pairing which will drive the front wheels. Economy is quoted as 6.2L/100km on the official combined cycle. Base Kona has 16 inch alloys. Entry level safety starts with Forward Collision Avoidance, Lane Following Assist, Smart Cruise Control, and Rear Occupant Alert. Lane Keep Assist and a Driver Attention Warning system will also be standard from the entry level up.

Standard across the range will be smartphone compatibility and a wireless charge pad, reverse camera, Hyundai’s 4.2-inch TFT colour Supervision instrument cluster display, LED DRLs, and a touchscreen of 8.0 inches in the base Kona. Below is a tyre pressure monitoring system, above are roof rails. Active has leather appointed pews, leather wrapped steering wheel and drive selector knob, rear park assist, and exterior mirrors that are heated. There are also 17 inch alloys.

Hyundai Kona 2021

Elite’s touchscreen is 10.25 inches, with audio pumping from a Harman Kardon eight speaker system. Remote start from a smart key will be standard here along with front fog lights. Safety is enhanced with Blind-Spot Collision-Avoidance Assist, Rear Cross Traffic Collision-Avoidance Assist, and a Safe Exit Warning system. Exterior addons see a gloss black grille, tailgate and side garnishes, and cladding in a carbon grey.

Hyundai Kona 2021

Highlander gives the driver a 10.25 inch display and a HUD, vented and heated front seats plus powered driver’s seat, heating elements in the outboard sections of the rear seats and steering wheel, LED headlights and taillights, with 18 inch alloys and Continental rubber. Safety has a front park assist system and high beam assist added in. Beige leather is exclusive to Highlander and LED ambient lighting will feature as it will in N Line Premium.

Kona N Line has bespoke seating and cabin highlights such as red stitching and piping, plus alloy pedals.

Hyundai Kona 2021

The sporty Kona N Line introduces an all-new 146kW, 265Nm turbo engine along with a dual-clutch automatic transmission, all-wheel drive, a multi-link rear suspension arrangement and 18-inch sports alloy wheels wrapped in Continental tyres.

Building on the specification of Kona Elite, Kona N Line introduces N Line exterior additions and badging.

Inside, there are N Line sports front seats, and a unique cabin treatment featuring red stitching, piping and trim inserts, as well as alloy pedals. 2021 Kona N Line Premium brings, in addition, a 10.25-inch digital supervision instrument cluster, heated and air ventilated front seats, heated rear outboard seats and a heated steering wheel, and LED headlights, front indicators and taillights. Features found in the Highlander, a HUD, front park assist system, powered front seats, and a glass sunroof, will also be in the N Line Premium.

Hyundai Kona 2021

Outside will be a choice of seven colours: Atlas White, Dark Knight and Phantom Black, Surfy Blue and Dive in Jeju, and red shades called Ignite Flame and Pulse Red. A black roof option for Highlander and N Line Premium, with a sunroof deleted. The front end has been reshaped for the 2021 refresh, with a rounded upper leading edge, a new grille and bumper, and restyled lights.

Hyundai Kona 2021

Kona, Active, and Elite have projector headlights, with Highlander’s illuminators being multi-faceted reflector LED. The rear has a mild restyle. N Line has their own design features with a bespoke bumper, gloss black side mirror caps and, for N Line Premium, MFR LED headlights and rear lights.

2021 Kona N Line and N Line Premium are have exclusive black leather sports interior featuring red stitching and highlights.

Hyundai Kona 2021

Kona pricing is expected to start from $26,600 plus ORC. Active will start from $28,200, with Elite and Highlander from $31,600 and $38,000. $36,300 and $42,400 will be the starting prices for the N Line and N Line Premium plus ORC. Premium paint is $595, with the beige interior for Highlander a $295 option. Service intervals for the 2.0L will be 15,000km whilst the 1.6L is at every 10,000km.

Availability is currently from March 2021.

Hyundai Kona 2021

2021 Kia Stonic Readies For Release.

Kia’s curiously named Stonic is being advertised on Australian TV for sale. The brand’s answer to the Kona, Stonic will have sharp pricing, a choice of three models (Stonic S, Sport, and Stonic GT-Line) with sub-2.0L engines, and a seven speed DCT for the GT-Line. The base model has a six speed manual or auto.Pricing starts from $22,990 for the Stonic S in manual guise, with a $1,000 premium for the auto. Sport starts at $24,990 and $25,990 for manual and auto, with GT-Line from $29,990. All prices are drive-away.

The engines are a 1.4L non-turbo four, or a 1.0L three cylinder. Power and torque figures are 74kW and 133Nm for the four, 74kW and 172Nm for the turbo three. It’s front wheel drive for the four cylinder, AWD for the turbo three potter.

The standard equipment for the S includes six airbags, car/pedestrian/cyclist detection AEB, Lane Following Assist, reversing camera with dynamic parking guidelines, rear parking sensors, driver attention alert, cruise control, idle stop and go (also in Sport), wireless Apple Carplay and Android Auto (S trim only), multi-connection Bluetooth, 8-inch Multimedia touchscreen, 6-speaker sound system, 4.2-inch TFT LCD driver’s cluster, 15-inch steel wheels and auto headlights.

Step up to the Sport and there is 17-inch alloy wheels, smart key with push button start, 8-inch multimedia touchscreen with navigation, 10-year Mapcare updates with SUNA Traffic, electric folding mirrors and premium steering wheel and shifter.GT-Line adds in 17 inch alloys, idle-stop-and-go, a bespoke body package, MFR LED headlights, two tone colour or a sunroof, cloth and artificial leather seats, climate control air conditioning, privacy glass, and an electrochromic mirror.

Exterior colour choices are broad. There will be seven available for the 1.4L version, with Clear White, Silky Silver, Perennial Grey, Aurora Black Pearl, Signal Red, Mighty Yellow, and Sport Blue. The GT-Line has a choice of four exclusive two-tone treatments. There is Clear white with an Aurora Black Pearl roof, Mighty Yellow and Aurora Black Pearl roof, Sporty Blue with Aura Black Pearl Roof, and Signal Red with Aurora Black Pearl Roof. Silky Silver is not available on GT-Line. Premium paints have a $520 impost.Based on the Rio’s platform, the Stonic has had the gearbox moved forward by 28mm, and their is an increase of caster angle from 4.1 degrees to 4.6 degrees, Shock absorbers have been specified as the high performance RS-valve types. the rear shocks have been given a more upright stance, with 8.4 degrees off vertical, whilst Rio has 25 degrees.

Interior features include dual channel Bluetooth for two phones to connect for music streaming. The S has wireless connection for Apple CarPlay and Android Auto via the 8.0 inch however it’s not available on the Sport and GT-Line trims. Satnav has a 10-year Mapcare and SUNA traffic services support included.

Safety is high, of course, with camera and radar AEB across the three, with car, pedestrian, and cyclist recognition across an activation spread ranging from 5km/h to 180km/h for vehicles and 5km/h to 85km/h for pedestrian and cyclists. DAA or Driver Attention Alert is standard, along with Lane Keep Assist and Lane Following Assist. Parking Distance Warning connects to the rear sensors to monitor and alert for objects around the vehicle when reversing whilst the Rear Occupant Alert is a class leading inclusion which monitors rear door opening and closing to assist the driver about rear seat passengers when exiting the vehicle.Packaging has the Stonic at a length of 4140mm, width of 1760mm, height with roof racks 1520mm, wheelbase of 2580mm and minimum ground clearance of 165mm in S trim and 183mm for Sport and GT-Line, a maximum of 1,155L for the cargo, whilst towing is up to 1,000kg braked with the manual.

Check with your Kia dealer for a test drive.

2021 Hyundai i30 Elite v 2021 Toyota Corolla Ascent Sport: Private Fleet Car Review

This Car Review Is About: The two cars, in hatchback form, that dominate the market for their sector. We were lucky enough to have the 2021 Toyota Corolla Ascent Sport and 2021 Hyundai i30 Elite side by side. Five door bodies, automatics, revvy four cylinder engines, and decent tech for the average family are hallmarks of both. However, one of the two is not like the other, in that the i30 range was given a refresh late in 2020, with the sedan now replacing the Elantra, with Toyota’s offering always having a sedan available.

We back-to-back the pair in a not quite but close apples for apples comparison. The Elite is close to the top of the i30 range, the Ascent Sport is the entry level to a three tier range from Toyota.

How Much Do They Cost?: In basic Glacier White and auto form the Ascent Sport starts from $29,380 with metallics a no cost option but $500 on SX and ZR. For our location, Hyundai’s website priced the i30 Elite auto at $33,830 in Polar White. Clad in Intense Blue, as was our test car, that goes to $34,340. Both cars are on a drive-away price schedule. Under The Bonnet Is: A 2.0L GDI (Gasoline Direct Injection) engine for the contender in the Korean corner, and a same sized engine for the Japanese contender. The Hyundai runs a traditional torque converter auto with six ratios, the Toyota a CVT with ten preprogrammed steps. Both drive the front wheels and each have manual shifting. Power for the Korean is 120kW and peak torque is 203Nm, with 6,200rpm and 4,700rpm the required figures. Corolla has 125kW and 200Nm, however Toyota don’t appear to list the rev points.The i30’s overall economy finished on a creditable 7.2L/100km. We saw a best of 6.0L/100km, a very good figure considering it was loaded with four passengers and a reasonable amount of boot space filled. Corolla’s average hovered between 6.0L to 6.5L per 100km in a more urban oriented drive. Tank for the Ascent Sport is 50.0L, matched by the i30. Both are 91RON and E10 compatible.

On The Inside It’s: Black leather for the i30, with perforated squabs but no venting nor heating. The Ascent Sport has black cloth as befits an entry level vehicle. Both have DAB audio and a point of difference here. The Toyota’s layout is simple and intuitive barring the fact it’s a black and white 8.0 inch screen. The Corolla has voice recognition, a bonus at an entry level.It’s much easier to use whereas the Hyundai’s updated screen, even with the appeal of colour and in the Elite it’s 10.25 inches, isn’t as intuitive. We also found the sensitivity of the Korean’s tuner to be less than the Corolla’s. Ascent Sport has satnav as an option and includes a USB port in Ascent Sport trim. Smart apps are standard in both.The dash design for each stamps their mark; the Corolla’s has barely changed in some years and features the somewhat heavy and intrusive triple wave design that intrudes into the kneespace of driver and passenger. The Hyundai’s design has space between the plastic and the knees and in the i30 it’s a simple, single line from side to side that incorporates the piano black surrounds for the aircon. The Hyundai’s gear selector feels it has a shorter throw and the springing in the Corolla isn’t as tight as the Elite’s.Both have auto, dusk sensing headlights, with the Elite’s higher spec level adding in rain sensing wipers. It’s a key start for the Ascent Sport, push button for the i30. The Elite also has a 12V socket up front with a wireless charging pad. The Corolla’s dash display has the speedo front and centre, with the full colour 4.3inch info screen on far right. The Elite has a full colour TFT 7.0 inch display, shared across all models.One notable difference between the two is the Corolla’s much discussed cargo section. It’s not a high loading lip however the cargo section’s floor is level with it, and underneath is the spare wheel and associated equipment. The i30’s floor is below the lip and seems further from the rear seats too, making for a more family friendly usage. Also, the i30’s boot area is home to the bass driver for the audio system. The Corolla has 217L to 333L, a figure much commented on since the revamps, with the Hyundai starting from 395L and moving to 1,301L with the second row folded. Both have a full sized spare.994mm and 977mm are the head room front and rear measurements for the i30, 1073mm and 883mm leg room, with 1,427mm and 1,406mm shoulder room. The Toyota spec sheet doesn’t list them.

On The Outside It’s: A mild but noticeable update for the i30. Up front is a set of driving lights that have have expanded from a simple strip of LEDs to a more assertive looking set of triangular LEDs that fill out the insert, and double as indicators. The grille has morphed and moved to a broader design, and has a more flamboyant fan shaped styling. The rear lights have a slight restyle to match the very mild changes to the front lights.

Corolla was given its own do-over in 2018. It’s broader, sharper edged, and lower than the more bluff and upright standing i30. The flanks are more organic, curved, than the straight sides of the i30, and the rear has a more pronounced slope than its Korean counterpart. The LED DRLs are far more inboard and set inside the narrow headlight cluster.There’s notable differences between these two however there are similarities to other brands. The VW Golf is more akin to the squat and bluff i30, Subaru’s laid back Impreza hatch is closer to the Corolla.

i30’s length is 4,340mm, and stands 1,455mm tall. Width is 1,795mm and wheelbase is a decent 2,650mm. Corolla is 4375mm in length, with a 2640mm wheelbase. Height and width are 1,435mm and 1,790mm.

On The Road It’s: A definite difference in feeling. The Corolla’s steering is light in comparison to the i30 Elite’s but it’s also more twitchy. The Hyundai has some real weight, and it’s subtly but noticeably more front wheel drive. The lightness of the Ascent Sport means one can comfortably pootle around town with only one hand on the tiller but that twitchiness then demands both hands be in contact. The i30’s has a need for both, particularly because of the over-enthusiastic lane keep assist function. The Corolla’s is noticeable but nowhere near as “grabby”, a complaint well recognised about the Korean. The i30’s suspension is more sporting in tune, with the 225/45/17 Hankook Ventus Prime rubber gripping hard and well, and providing a little bit of absorption from the smaller sidewalls. The Ascent Sport has 205/55/16s from Dunlop’s Enasave range and the higher sideall is certainly noticeable in ride absorption. It also flexes just enough to put a bit of Sport into the Ascent Sport name. Highway and freeway ride quality certainly had the Ascent Sport in a slightly more wallowly mood, not quite as tied down nor quick to dampen, as the i30. In contrast, the i30 was a bit more bang thump.The i30 had a minor glitch in the engine under load. On the flat and and on uphill acceleration, there was a momentary “pinging”, a stutter in the otherwise smooth pull of the 2.0L. It has to be noted that we’ve not experienced anything like this in a modern car and Hyundai’s garage was made aware of it. The auto is smooth in changing and the electronics work with the throttle input and engine’s revs perfectly. Using the manual shift option makes fractionally quicker changes.For the CVT in the Ascent Sport, if a quick getaway is the required situation, manual shifting works wonders. There’s minor “slurring” on the changes but it’s preferable to the unenergetic normal sensation from the CVT on gentle to medium acceleration. A harder and heavier pedal extracts more from the 2.0L and CVT and even brings in mild torque-steer.

Braking in both is courtesy of well balanced, well modulated, discs front and rear. The pedal in the i30 has a heavier feel and in context matches the steering. The Corolla’s is lighter but not without feel. It’s also slightly quicker in the ratio, but not by much.

What About Safety?: Hyundai doesn’t skimp on the i30, with Blind Spot Collision, Rear Cross Traffic Alert, and Safe Exit warning missing only from the base i30 and Active. Otherwise the Safety Sense package adds in Driver Attention Warning, Forward Collision-Avoidance Assist (FCA) – City/Urban/Interurban/Pedestrian/Cyclist (camera & radar), Lane Following Assist and Lane Keeping Assist-Line.

Corolla matches this with Lane Trace Assist for the CVT equipped Ascent Sport, Lane Departure Alert with Steering Assist, and Pre-Collision Safety system with pedestrian (day and night) and cyclist (day) detection plus Road Sign Assist. Blind Spot Monitor and Rear Cross Traffic, like an entry level i30, is missing in the Ascent Sport. Both load up seven airbags including a kneebag for the driver.

What About Warranty And Service?: Toyota has a VIN based service structure online. Warranty is five years and unlimited kilometres. That’s the same for the i30 and Hyundai also uses a VIN based service quote system.

At The End Of The Drive. In honesty, there really isn’t a lot between them, even looking at putting the SX in the place of the Ascent Sport. It would be convenience factors such as the charge pad perhaps, the extra clearance of the dash in the i30 over the Corolla’s design, and the brilliant screen for the driver in the i30 against the slightly better economy in the Corolla and the more user friendly interface on the touchscreen.The driving experience is a user dependent one; for us the i30’s ride tune was preferable, however there is no doubt that the softer and more comfortable tune of the Corolla Ascent Sport has its adherents. There’s also that legendary Toyota sense of being bullet-proof and infallible. In essence, the gap isn’t as big as it could have been.