1000km Road Test - Hyundai i30 SX CRDi

Hyundai continues to improve its cars while maintaining its value for money appeal. The new i30 hatch is a good example, especially the diesel.

Value for money

Pricing

The i30 range opens with the 2.0 litre petrol manual SX at $18,990; the 1.6 litre turbodiesel manual SX CRDi is $21,490, making it by far the cheapest diesel in this class.

VW's Golf and the Ford Focus diesels, for example, cost $27,990; other brands are more expensive again.

It's also available in SLX grade for $25,990; the petrol equivalent is $23,490. The 2.0 petrol SR is $26,490.

Warranty

Five years/unlimited kilometres.

Standard equipment

SX includes 15 inch steel wheels with 195/65 tyres, airconditioning, ABS brakes, two front airbags, active head restraints, heated door mirrors, an alarm, iPod/MP3 connectivity with USB compatible CD/MP3/WMA audio system and power windows.

SLX adds side and curtain airbags, 16 inch alloy wheels with 205/55 tyres, cruise control (2.0 petrol only), automatic air, audio/cruise controls on the wheel (petrol only), trip computer and extra leather/alloy tizz.

The SR has 17 inch alloys with 245/45 tyres, stability control, body kit, leather trim and alloy pedals plus an in-dash six-stack CD player/premium audio.

Selected options: four speed automatic (petrol only) $2000; stability control/side and curtain airbags $1790 (SX); stability control $990 (SLX). 

Retained value

The i30 is a new model, with no history.

Design and function

Ergonomics

The i30's driving position is well sorted, with plenty of height and reach (the latter albeit requiring some effort to adjust) range on the steering wheel, adequate front seat travel and height adjustment and clear vision all round, with big side mirrors and wrap over head restraints on the rear seat affording a clear view out the back.

The dash shares basic styling with the Elantra sedan (from which the i30 is derived) but in keeping with Hyundai's purpose here - making a European hatch clone, particularly modelled on the VW Golf - it's more understated.

Wall to wall grey plastics in the base model feature clear white graphics on buttons and switches. The instrument graphics are a duller shade, and quite indistinct, especially if you're wearing polarising sunglasses, which also render the blue screen graphics on the centre audio display illegible. These are also difficult to read when in direct sunlight.

The trip computer display in the centre of the instruments is also lit in blue - another VW touch. Yet another is the flick-out key; even the graphics on the key fob are a direct copy of VW.

Technical details

• The i30 was designed at Hyundai's German studio 
• It's built on the same platform as the Elantra
• Weight is 1363-1399kg
• The 2.0 litre petrol engine produces 105kW of power at 6000rpm and 186Nm of torque at 4600rpm
• The 1.6 litre common rail direct injection turbodiesel has variable vane geometry. It produces 85kW at 4000rpm and 255Nm from 1900-2750rpm 
• A five speed manual is standard; the petrol engine has a four speed auto option. An auto will be available in 2008 for the 1.6 CRDi as well
• Suspension is MacPherson strut front/independent multilink rear
• Steering is electrically assisted
• Brakes are discs with ABS and floating twin piston front calipers
• Hyundai claims that the suspension and steering have been specifically calibrated for Australian (and NZ) conditions, particularly our rough roads.

Safety

The i30 scored four stars out of five for adult occupant protection, three stars out of five for child protection and two stars out of four for pedestrian protection.

Security

The i30 has not yet been rated by NRMA Insurance, but the Elantra scored 60 points out of a possible 120.

Comfort

The driver's seat is better than most at the cheap and cheerful end of this class. It's comfortable and supportive, with effective bolstering and attractive, soft touch cloth upholstery.

Space and practicality

The i30 has several features that make life easy and enjoyable for the driver. An auxiliary input jack is adjacent to a USB port in the centre console box so you can plug your iPod in and use the audio controls to operate it.

A 12 volt outlet is also provided.

Handy storage places include a split centre console bin, dash top bin and another under the airconditioning controls - all of which are covered. A sunglasses holder is provided and the door bins will hold a 750ml bottle.

The glovebox is chilled and has a penholder. Heated side mirrors are standard.

The back seat is positioned high, has a generously padded, supportive cushion and a backrest shaped for two. There's ample head room and leg room, three adjustable head restraints and child restraint anchors in the floor immediately behind the seat.

There are bigger boots around than this, but space is reasonable. The shallow floor has two smaller storage bins under and a full size spare. A solid load cover and two shopping bag hooks are provided.

The boot can be extended using the 60/40 split fold rear seat, but the floor is not flat. If you double fold the 60/40 split cushion as well to get a flat floor, you lose a lot of front seat travel. You can easily remove the cushion, which solves the problem - apart from what to do with them.

Build and finish quality

This is no longer an issue with Hyundai. Its quality, durability and reliability are better than most Australian, European and American cars, and comparable with good Japanese brands, as evidenced by its consistently high placings in recent years in independent quality and owner satisfaction surveys.

On the road

Fuel efficiency

European standard test averages for the CRDi are (man-auto): 5.7 litres/100 km-7.9 litres/100 km in the city and 4.1 litres/100 km-4.9 litres/100 km on the highway.

The 2.0 litre petrol returns 9.3 litres/100 km-10.3 litres/100 km in the city and 5.9 litres/100 km-6.1 litres/100 km on the highway

On the road, we averaged 6.6 litres/100 km in the manual CRDi over a 190 km section that involved a mix of speeds and driving conditions.

Respective CO2 emissions are 125-170g/km for the 2.0 petrol and 182 g/km for the manual CRDi.

All variants score three and a half stars in the Green Vehicle Guide.

Performance

You don't buy a modern turbodiesel just to save money on fuel. In fact given that diesel can cost 10 cents or more per litre than regular unleaded, any savings can be illusory in the short-medium term when you factor this in. In this class many 1.6-2.0 litre petrol engines can also return very good fuel figures.

The i30's 1.6 has the relaxed, punchy delivery of similar engines from European diesel specialists like Citroen and Peugeot. You don't need to rev it much past 3000 - it starts to struggle for breath from 4000rpm on anyway.

It's OK off boost, but the meat of its delivery starts at around 1800 rpm or so. It pulls the higher gears easily around the suburbs, and cruises like a big six on the highway.

Such is its bottom end torque that in first and second gear it will idle along, even up a gentle hill, without you having to press the accelerator.

The five speed manual is light and notchy in action; the gap between second and third is slightly too wide, but the higher gears have well spaced ratios. Like most turbodiesels, the Hyundai engine should work most efficiently with an automatic, so it may be worth waiting for that.

We also drove a petrol auto, which was competitive by class standards but unremarkable compared with the turbodiesel. It needed an extra ratio in the auto to maximise its efficiency and performance; refinement was also below the standards of the turbodiesel.

Handling and steering

Hyundai obviously had a good look at the Golf's suspension characteristics as well.

Dynamics are a step up for Hyundai in the class, which means that the i30 is average, and better than some, but not up with the leaders. The suspension feels firm and disciplined, up to a point - which, to be fair, includes everyday driving.

Push it harder, though, and you start to lose faith in the i30's predictability and controllability. It leans hard and early on the outside front wheel, with little feedback to the wheel in your hands. The front end can crash and bang on rough roads, which also generates some body flex.   

It would really benefit from a set of premium tyres. On the CRDi, the narrower Hankook tyres on 15 inch steel wheels started to stretch their low grip levels long before the suspension's limits were reached. The 2.0 petrol auto, fitted with 16 inch alloy wheels and wider Kuhmo tyres, had much better grip and also generated less road noise.

The steering is imprecise and lifeless. The CRDi's wheel also had an indecisive, notchy feeling just off centre, with excessive electronic assistance as well.

Ride

Excellent at low speeds around town and on well surfaced highways. Choppy surfaces can cause some lumpiness and harshness.

Braking

Only average.

Smoothness and quietness

As mentioned previously, the Hankooks on the CRDi generated some road noise, but its volume may have been exaggerated at highway speeds because the turbodiesel is so smooth and quiet.

Summary

If you're looking for 21st century diesel power, in a spacious, comfortable hatch at a bargain price, the Hyundai i30 CRDi should be the first car you drive.

Test by Bill McKinnon, December 2007.

The writer of this report does not necessarily represent the views of the NRMA and this report is provided for you as an alternative to our own NRMA car reviews.

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