SOUTH Africa has become hatchback territory, that’s for certain. Whether this is a result of the buying-down trend brought on by financial considerations, an improvement in cheaper vehicles’ general comfort, refinement and dynamic ability, our market’s closer alignment with European product line-ups since the Nineties or the fact that premium brands have usurped the family saloon segment, there’s no doubt that South Africans prefer the practicality and style of a hatch over booted versions.
There was a time when no one would have expected to see these five cars in the same group test … Surely two Koreans and a Frenchie are no match for the German duo of Volkswagen and Opel? But the game has moved on significantly in the last few decades and the strides made by Eastern manufacturers, as well as continuing improvements from the French marques, have made the selection of a particular compact hatchback quite difficult.
With a price limit of R250 000, there are a plethora of options from a multitude of manufacturers. We narrowed the list to include some of the top sellers and, even though we did not manage to source every vehicle we would have liked, what we have here are five very capable competitors.
Kia’s Cerato is the youngest of this bunch. The upstart from the East arrives hot on the heels of its stylish saloon and coupé siblings. It has oodles of showroom appeal and looks like a real winner in this shade of metallic blue.
From essentially the same stable comes the Hyundai i30. Conceived and designed in Germany, the i30 was developed to compete directly with European rivals in this class.
Renault’s Mégane is no stranger to our shores. We’ve seen a few generations of this model since the French maker’s reintroduction into South Africa. Only the company’s less-than-sterling after-sales record prevents its products from being a more common sight. But the local subsidiary has been hard at work to change the poor perception in this regard.
Opel has experienced mixed fortunes with its hatchback offerings. From the huge popularity of Kadetts in the 1990s, to the lacklustre previous-generation Astra models, the company has slumped in the compact hatchback market. However, this all-new Astra has stepped up its game to a whole new level, which Opel hopes will return its hatch offering to former glory.
Volkswagen’s Golf is no stranger to anyone in South Africa. From the first iteration in the late 1970s to the latest sixth-generation model, the Wolfsburg-based brand has enjoyed immense success in our market.
Each of these cars has various merits and vices. So, the question is, which one is strong enough to see off the challenge of the others?
Judging appearances is a tricky task. One man’s Cameron Diaz may be another man’s Roseanne Barr and unfortunately for the i30, our test team agreed it’s the leastimpressive looking of this bunch. With a droopy nose and less-thanexciting grey paint, it has to rely on polished alloys and a Euro-look rear-end to set it apart.
By contrast, we consider the Kia a tasty proposition. It boasts the same corporate nose as the Cerato saloon and coupé, but the rump is the defining feature. The stylish rear-end features bold lamps and the metallic blue paintwork is set off nicely by silver 17-inch alloys and chrome-look trim.
The Europeans are more middle of the road in their respective stylistic executions. Many consider the Golf 6 a mere facelift of the previous generation, but this assumption is unfair. It wears the hallmarks of contemporary VW products, such as bold trapezoidal headlamps, strong shoulders and oversized, squared-off tail-lamps, rather well.
Opinion on the Renault is divided. It is an improvement on its acquired-taste predecessor and is far more svelte and sleek. And however opinion-splitting it might be, there’s no arguing it has the curviest shape of the lot.
Opel’s latest Astra is probably the most striking car here. Apart from the fact that it is fairly new and therefore not a common sight on our roads, it is also a far cry from the model it replaces. Apart from being stylish, it also looks very grown-up in appearance. It has a smart front end and pronounced haunches that lend it an air of muscle.
Our preferences aside, your choice will probably not be based solely on looks.
Turning our attention from outside to in, the Renault has the least likable interior. Perceived quality of the materials is not in question, with soft-touch, tactile surfaces used for the facia as well as certain contact points, such as the door trim. However, ergonomically, the Renault does not find favour with our team. From the bright digital speedometer to the counter intuitive controls of the radio and navigation system, the latter which can’t be tucked away when not in use, we were left wondering whether a more conservative approach may have worked better.
Between the two Koreans, the Cerato has the less-appealing interior treatment. It might not lack in terms of appearance or ergonomics and, if you had to view the interior through a side window, you will be impressed. However, step inside and poke around and you may come away feeling let down. Despite being the cheapest of the group, the Cerato boasts an all-leather interior. The seats may feel good, but the steering wheel needs softer grade leather for a more comfortable feel under the fingertips. The red illumination used for the instrument cluster is too bright and looks old school, and most of the surfaces are covered in hard, easily scratched plastic trim.
The Astra is another car that possesses an interior that looks better than it feels. The trim elements appear to be of a high quality until you start to run your hands over them. Hard plastics are used on several surfaces, which surprised us. That said, the facia and instruments – which feature snazzy chronograph markings on the main dials – look great.
The i30 came in for much praise for its cabin. Good-quality plastics and leather are found on most surfaces and, ergonomically, there is very little that we did not gel with. The instruments are even lit by a cool shade of blue that we found very soothing.
Somehow, the Golf feels and looks just right, generation after generation. It’s no secret that VW paid particular attention to the material quality and ergonomics, which has paid off. Despite the fact that it does not have leather trim on the seats – neither do the Opel or Renault – the chairs are very comfortable and supportive. The facia is simply laid out and clutter-free, and all controls are completely intuitive and do not require familiarisation.
Even though all these cars have the same basic layout, i.e. five doors and five seats, and similar external dimensions, there are differences when it comes to the use of space for passengers and luggage.
The VW is able to haul around the fewest of our standardised ISO measuring blocks, a total of a meagre 208 dm3. Rear accommodation is also at a premium as passengers have only 650 mm of space between the front and rear seats.
The Cerato and Mégane have the most commodious luggage areas at 328 dm3 but the Renault pays for that by compromising on rear-seat legroom, which measures a tight 600 mm. The Kia, however, has the largest rear passenger space at 890 mm. Gains in boot volume on both cars can probably be attributed to the use of torsionbeam rear suspension layouts.
The Astra and i30 fall between the two extremes, but closer to the 200 dm3 rather than the 300 dm3- mark. The Hyundai, especially, employs some clever packaging as it has a bulky independent rear suspension, similar to the VW, but with a larger boot than the German as well as more rear passenger space at 710 mm. The Astra is middle-of-the-pack with 686 mm.
Utility space is part of the appeal of a hatchback and all five cars have similar utility volumes that hover around the 1 000 dm3 figure.
All the cars have full-size spare tyres under their boot boards.
One of the most important factors for buyers of family hatches will be comfort levels when on the move. In this regard, the Golf has the measure of the others. Fully independent suspension all around, coupled with the comparatively high tyre profile of our Trendline model (Comfortline and Sportline models feature bigger wheels with lower-profile rubber) makes this the most comfortable car here. Not only is the ride pliant, but road noise is at a minimum to help create an unfussed environment in which to travel. Don’t be fooled by the soft ride, however: those 15-inch alloys do not hinder its ability to press on should you feel the need. A precise and wellweighted steering action and a planted stance inspire confidence even in extreme driving scenarios.
By comparison, the Cerato has the least plush ride of the assembled group. The torsionbeam rear suspension and low profile rubber create a fidgety ride, especially for rear-seat passengers. It seems to lack in sound-deadening materials, too, as the volume of road noise becomes intrusive in extended driving. Dynamically, the Cerato is a little, er, “playful” – on less than ideal surfaces, it feels twitchy and nervous, which isn’t helped by the oversensitive electric power steering. Sure, it can be entertaining and grip levels are decently high, but most buyers will probably not appreciate the lively rear end.
There is very little to choose between the Renault and Hyundai, but the effects of employing an independent rear suspension layout can be felt in the i30 when compared with the Cerato. The Hyundai’s comfort levels are good and easily match the Renault’s. The French car, however, uses a torsion-beam rear layout that, surprisingly, does not seem to lose it any points in the comfort department. Both cars offer absorbent ride qualities and are quiet enough inside the cabin, but neither is entertaining to drive (which is probably not a major consideration for the average buyer).
Both of these vehicles are slightly outdone by the Astra, which uses a torsion-beam rear suspension with a Watt’s linkage. It handles well and has good ride comfort that is comparable to that of the Golf. Dynamically, it feels a little on the soft side, which is to be expected.
As the European three aren’t the performance variants within their respective line-ups, there isn’t an abundance of power on tap. All three utilise turbocharged engines measuring 1,4 litres to aid fuel consumption and CO2 emissions.
The Koreans have yet to catch onto the current trend of smaller capacity, force-fed engines. As a result, both models use multi-valve 2,0-litre engines of differing outputs.
Power across the five models ranges from 90 to 115 kW. The VW may produce the least power but develops the most torque at 200 N.m (at a diesel-like 1 500 r/min).
We won’t concentrate on 0-to- 100 km/h times, but we were surprised to find less than a second covering all the cars’ times. More important is overtaking acceleration and speeding up safely from 80 to 120 km/h is of vital importance when trying to overtake another vehicle.
Using fifth gear in each car to cover this increment, the times are quite varied. The Hyundai is the slowest, taking 16,65 seconds. Both the Golf and Cerato take a shade under 12,5 seconds to cover the same speed increment, while the Mégane makes the best effort with a snappy 11,37 seconds. It seems our subjective feelings on the Astra’s weak delivery are reflected on the stopwatch and we suspect its time of nearly 14,0 seconds is due to long gearing.
Now, to one of the biggest deciding factors in choosing a C-segment hatch: price. The five test cars’ prices range from R205 000 to R250 000. Surprisingly, the least expensive model here – the Kia – happens to be the flagship in its range, where-as the most expensive, the Renault, is only one step up from the opening salvo in the Mégane line-up.
As expected of a range-topper, the Cerato 2,0 SX is chock-full of standard specification, including full-leather trim, iPod compatibility, climate control and rear parking sensors – the only one here that has this item as standard. Apart from nice-to-haves, such as a sunroof or navigation, there is nothing more one could ask for in a Cerato. In fact, the only optional equipment available is a towbar and metallic paint. A five-year/ 150 000 km manufacturer’s warranty and four-year/90 000 km service plan help further to keep running costs down. A claimed fuel-consumption figure of 7,6 litres/100 km makes it one of the thirstier engines here but this, together with its possibly weak resale value, can be forgotten to an extent if you factor in its incredibly low price of R205 995.
At R232 700, the Golf 1,4 TSI Trendline is surprisingly well priced. Standard fare may not be on par with the others, but all the necessities are in place, including a radio/CD player, air-conditioning and alloys. Some may not be im pressed by the cloth seats or lack of power windows on the rear doors. However, what you do get for the price you pay is the best perceived quality and this, together with the desirable VW badge, should see it maintain it’s value better than the rest. VW offers all Golfs with a three-year/120 000 km warranty and a five-year/90 000 km service plan. A claimed fuel consumption of 6,2 litres/100 km means that fill-ups should happen only every 740 km.
At R234 900, the i30 2,0 GLS is a good deal more expensive than the Kia. We suspect that a lot of the price is apportioned to a substantial research and development budget, as the i30 feels more solid and grown-up than the Cerato.
The model tested here includes full leather trim, an auto dimming rear-view mirror – the only car here that can boast such a device – those high-gloss alloy wheels, climate control and even a chilled glovebox and a sunroof. The warranty lasts for five years or 100 000 km and there is a service plan for five years/90 000 km. Despite the five-speed gearbox – versus the six-ratio item in the Cerato – the fuel consumption is quoted as 7,1 litres/100 km.
Opel launched the new Astra with standard specification that is very similar to that of the Golf, even though it costs R241 470. The 1,4T Enjoy model has manual aircon and cloth trim. However, the Astra goes one better than the VW and adds electric window lifts in the rear doors. However, the standard specification aside, the subjective feel of the interior does not match up to the Golf, so it’s diffi cult to justify the R10 000-odd price difference. Opel offers a five-year/120 000 km warranty and a service plan that is identical to the VW’s. Fuel consumption is the best of this group at a frugal 5,9 litres/100 km.
At near-on R250 000, the Renault Mégane 1,4 TCe is a full 20 per cent more expensive than the Cerato. If one assumes a similar percentage of depreciation, the Renault will be far more painful come sale time. Renault justifies the high price with a host of niceties that are usually optional items, even on more expensive luxury cars. As standard fitment, it boasts dual-zone climate control, automatic light and wipers, cruise control as well as an integrated satellite-navigation system. However, there is no leather covering on the seats or door trim, or heated seats. Like the Kia, it has a five-year/150 000 km mechanical warranty and a five-year/100 000 km items are user-unfriendly. service plan, which is the best on offer here. Fuel consumption lags the Opel and VW’s at a claimed 6,6 litres/100 km.
For a brand that aims to lure buyers away from established players and aggressively priced products from the East, Renault seems to have specified the Mégane too ambitiously.
One aspect that needs highlighting is that, if you have a little one who requires a baby seat, it is worth noting that there are no Isofix anchor points in either of the Korean cars. The VW, Astra and Renault have Isofix points on the outer rear seats.
TEST SUMMARY
If you’ve already glanced at the score sheet, you’d know which is our favourite car among this group. However, the numbers don’t tell the full story.
Kia has priced the Cerato very aggressively and, if budget considerations are at the top of your list, you can get a lot of car for your money. It has great showroom appeal and, if you opt for the top-of-the-range model, you should be satisfied. And at this price point, depreciation isn’t even such a big factor. That being said, its slightly crude nature counts against it, so it comes last here.
Considering the French firm’s track record in South Africa, Renault has priced the Mégane rather unrealistically. Yes, it does not perform poorly in any particular area, but neither does it excel in any field. It is no secret these cars fare notoriously poorly in terms of resale and the high specification is unlikely to prevent you from taking a fiscal dive when the time arrives to replace it.
Hyundai has made great strides since its local introduction. Even if we were surprised by the i30’s high placing in this test, its third place is well deserved. This is a quality product that deserves praise. Hyundai has not been overly keen in terms of pricing, but has countered with very good levels of specification. This Korean brand continues to grow and any questions over the future of the quality of its products are swiftly answered by this car.
We like the new Astra very much. It looks great, rides well and feels like a solid match for the others in the class. However, we don’t quite understand the price premium. Perhaps Opel overestimated the new model’s novelty factor, but the monthly Naamsa sales figures would suggest that buyers have not taken to the new Astra as GM would have hoped.
As you have probably worked out by now, the Golf takes top honours in this hatch match. VW continues to provide a quality product that is well-priced and shines in all the right departments. Surprisingly, it was the second cheapest car in this group test, had the best ride quality and a satisfactory level of specification. Resale is likely to be right up there, too. It is no surprise that the Golf is ubiquitous on our roads – buyers are obviously aware of the car’s many praiseworthy traits. We guess this segment is not called the “Golf class” for nothing .
| Price | 0-100 km/h | Power/Torque | Top speed | CAR fuel index | Taxable CO2 rating | Service plan | |
| Hyundai i30 | R 234 900 | 10,00 | 105 kW/186 N.m | 195 km/h | 8,50 L/100km | 170 g/km | 5 yr/90 000 km |
| Kia Cerato | R205 995 | 9,74 | 115 kW/194 N.m | 190 km/h | 9,12L/100km | 180 g/km | 4 yr/90 000 km |
| Opel Astra | R241 470 | 10,20 | 103 kW/200 N.m | 195 km/h | 7,08 L/100km | 138 g/km | 5 yr/90 000 km |
| Renault Mégane | R249 900 | 10,08 | 96 kW/190 N.m | 200 km/h | 7,92 L/100km | 145 g/km | 5 yr/100 000 km |
| VW Golf | R232 700 | 10,43 | 90 kW/200 N.m | 200 km/h | 7,44 L/100km | 144 g/km | 5 yr/90 000 km |
| Packaging/20 | Ride and comfort/20 | Dynamics/10 | Value for money/20 | Performance/10 | Fuel Efficiency/20 | Totoal/100 | |
| Hyundai i30 | 15 | 13 | 6 | 17 | 6 | 14 | 71 |
| Kia Cerato | 16 | 15 | 6 | 16 | 7 | 15 | 75 |
| Opel Astra | 15 | 16 | 7 | 15 | 6 | 17 | 76 |
| Renault Mégane | 16 | 18 | 8 | 17 | 8 | 16 | 83 |
| VW Golf | 14 | 16 | 6 | 14 | 6 | 15 | 71 |
