Buying a used Hyundai i30 (2016-20)

In 2006, Hyundai sidelined the Elantra as its frontline economy model and took a new approach to the ever-popular small car segment.

The all-new Hyundai i30 was marketed not so much as a challenger to the Japanese mainstream but to evocative European models. No surprise that the concept came from Hyundai’s German development studio or that it echoed Ford, Mazda and Renault in aspects of its design.

Early i30 models followed European tradition by offering petrol and diesel engines in various capacities, but Australia initially saw just the 2.0-litre petrol and 1.6-litre turbo-diesel.

Four years passed before the need emerged for an updated design. The new shape brought with the second-generation i30 had curves where none had been before and headlight pods that sliced deep vees into each mudguard.

Engine changes delivered more power from a smaller, more fuel-efficient petrol engine, with six-speed automatic or manual transmissions.

By the time Hyundai was ready to launch its third-generation i30 to Australia in 2017, the model was posing a serious threat to the likes of the Toyota Corolla and Mazda3.

Its predecessor had lifted the i30’s annual sales to more than 37,000 by 2016, elevating the Korean brand’s small car into third place outright in the Australian market behind the Toyota HiLux and Corolla.

Premiering at the Paris motor show in September 2016, the third-gen i30 came to Australia in 2017 with pricing geared to vigorously challenge for supremacy in passenger car market, while also bringing the advantages of diesel motoring to buyers in the sub-$25,000 small car segment.

• Infotainment system connectivity isn’t always reliable.
• Front-end clunks, possibly shock absorber wear on higher-kilometre cars.
• Inner edge damage to alloy wheels, especially where low-profile tyres are fitted.

Hyundai’s third dip into the i30 pond proved to be its most successful. Launching the car to European buyers in 2016, Hyundai described the shape as “a sculpted body to create a timeless and confident appearance”.

They seem to have succeeded in their attempt, creating strong demand and sustained prices for third-generation cars on global used-car markets.

Least expensive of the new Australian versions was the Active GDi. It came in 2.0-litre petrol form, with the cheapest petrol cars being six-speed manual versions listed at $20,950 plus on-road costs. These were just $2500 cheaper than the GRDi turbo-diesel, with 1.6 litres, 100kW, 280Nm of torque and a manual transmission.

Those numbers were up 6kW and 20Nm respectively on the previous diesel, while the new 2.0-litre petrol (120kW/203Nm) produced 13kW more than the 1.8-litre it replaced.

Popular as a used car is the fleet/rental version of the Active, with six-speed automatic transmission plus a very decent list of inclusions.

These began as expected with excellent air-conditioning, power windows all round, a six-speaker sound system and 16-inch alloy wheels with a full-size spare.

The dash display was easy to see and use and delivered a good range of information, including onboard GPS guidance and Smart device control.

Not so common on a car of this price were the daytime running lights, tyre pressure monitoring, front/rear park assistance, rear camera, sensor headlights and heated/folding door mirrors.

Two further diesel-fed versions of the i30 were available, with seven-speed semi-automatic transmission and no manual alternative.

Cheapest of these was the i30 Elite, which at $28,990 plus ORCs offered dual-zone air-conditioning, simulated leather seat trim, a roof spoiler, push-button start and 17-inch alloys.

Better equipped and most expensive of the early Gen 3 cars was the i30 Premium. These came with turbo-diesel or turbo-petrol engines, were priced from $33,950 and came with an enticing list of additions including driver assistance sensors and systems – alerts for lane departure, cross traffic, blind spot hazard and forward collision avoidance, plus a park distance display.

In common with all third-generation versions of the Hyundai i30, the Premium models easily qualified for a maximum five-star ANCAP safety rating.

The seats were still simulated leather but very comfortable and the transmission included paddle shifters. Looking down on occupants was a massive two-piece glass sunroof.

Bargain of the early Gen 3 range had to be the 150kW 1.6-litre SR. These sat on bigger wheels than the Active, with contrast striping throughout the cabin, sports pedals and nicely bolstered seats. Six-speed manual versions started from $25,490, with the seven-speed sports auto still at less than $29,000.

Helping deal with those extra 30kW and making the SR more entertaining to drive was the inclusion of a multi-link rear suspension, plus 18-inch alloys with 40-profile tyres.

Accompanying a 2018 model upgrade was an extra version called the Go that pushed entry-level pricing below $20,000 (before on-road costs). A Go automatic was $2000 extra and the turbo-diesel manual started from $22,490.

Trimming the price didn’t limit equipment levels by much, however. Go buyers got steel in place of alloy road wheels and missed out on some body embellishments. Heated/folding mirrors and tyre pressure monitoring remained.

Most of the driver assist equipment was absent as well but could be slotted in via an option pack that added $1750.

Early 2018 saw the SR replaced by the even more enticing i30 N Line hatch as well as the seriously quick i30 N performance car with 202kW of power.

The i30 N was a car built for driving enthusiasts, hitting 100km/h from rest in a whisker above six seconds and mounting a serious challenge against stalwart hot hatch rivals from Europe and beyond. Depending on your point of view, it was either expensive or an outright bargain with a base price of $39,990 plus ORCs.

It was soon followed by an equally quick i30 Fastback N with a sportier liftback design.

The car that Hyundai i30 buyers will most likely choose is an Active with automatic transmission and the 120kW petrol engine.

But wait, there is an equally competent i30 that will save you money on fuel, so don’t let the odour of the diesel pump deter you from taking a CRDi for a lap of the dealer’s test drive loop.

Almost all of the diesel-engined Active models we found were automatic, and there’s nothing wrong with that, but if you drive a lot in rural settings or on the highway, try for a manual.

Not only are these usually cheaper to buy, but the combined-cycle fuel economy figure is 4.5L/100km with an almost unbelievable 3.7L/100km available when maintaining a steady pace on the highway.

Even basic versions offer excellent throttle response, tidy handling and great brakes.

If you like performance but can’t afford one of the 202kW i30 N rocketships, the 150kW SR Turbo as a manual still hits 100km/h from standstill in a claimed 7.4 seconds. They also average 10L/100km or less when subjected to a variety of driving conditions.

Seats are well shaped but those in the SR grip particularly well. In all versions, the overall cabin design gets a generally positive reaction. The windows are big, the pillars don’t intrude and those in the back still enjoy a decent view of the surroundings.

Loading the big boot can be a challenge, with heavy objects going up over the high lip then down below bumper level. The sloping roof of the fastback N also looks like it might take a fair chunk out of load area accessibility.

People with smaller passengers riding in the back will love the Hyundai i30, but may start looking for something with more room once those pre-teens sprout legs.

That still provides years of enjoyable i30 motoring and the joy, if you own one of the turbo versions, of hearing people at school pickup saying, “No way is that a Hyundai”.

The boot at 395 litres is big and the hatch won’t bash most people in the head when open. Fixing child seats using the overhead tether points isn’t a struggle and very junior passengers still get a decent view forward and to the sides while travelling.

• Check service history for any evidence of the car having suffered from engine manufacturing faults. These required the company to issue recalls for more than 15,000 cars sold in Australia and have triggered a class action legal case. Confirm via a Hyundai service department that any problems with affected cars have been rectified.
• The dual-clutch transmission in the i30 was said to be a vast improvement over the original version found in the Veloster, but be cautious of shuddering when accelerating from low speeds and hesitant downshifting when using the paddles.
• Front-end harshness isn’t inherent but has been occasionally reported. The condition is variously attributed to aggressive tyre patterns, fading dampers or worn bushings.
• Interior plastics in cars not kept undercover will fade and eventually crack. Regular treatment with a quality conditioner will slow deterioration.

RedBook Inspect mobile inspectors can take the guesswork out of buying a car with a comprehensive vehicle inspection.

Used vehicle grading for Hyundai i30 (2016-20)
Design & Function: 16/20
Safety: 16/20
Practicality: 15/20
Value for Money: 14/20
Wow Factor: 14/20 (N Fastback)
Score: 75/100

Also consider: Kia Cerato, Mazda3, Toyota Corolla, Volkswagen Golf