Buying a used Hyundai i30 (2007-12)

People who bought Hyundais in the past had a good idea that the car they were getting would be cheap, fairly reliable and not especially interesting.

That changed in 2007 when the i30 brought significant confusion to the Small Car market segment.

The i30 came with a trendy shape and value pricing but what really turned buyer heads was a peppy and affordable turbo-diesel version. Awards recognising the advances made by the i30 would follow, as did massive sales growth.

By 2012 when an updated i30 arrived, the model was swelling Hyundai’s Australian sales by 30,000 annually.

Prejudice was something Hyundai knew it had to overcome when challenging for a top spot in the combative Small Car sales category. Already entrenched were quality contenders like the Mazda3 and Toyota’s class-leading Corolla and Holden’s local Cruze was coming.

However, Hyundai was happy to shock the sceptics with a design that wasn’t merely a makeover and deliver a turbo-diesel for only $2000 more than the petrol version.

The i30 shape, different in so many ways from anything previously aligned with Hyundai, came from the company’s Design & Technical Centre in Germany. Combining a range of visual influences could have created a stylistic disaster in the manner of Nissan’s Tiida but the result was a well-balanced and quite attractive shape.

The first i30s came to Australia during the final weeks of 2007 in a range consisting of SX, SLX and SR versions. All at that stage came with a five-door hatchback body and most had the 2.0-litre mechanicals from the previous Elantra.

At the bottom of the i30 pile lay the 2.0-litre, five-speed manual S. Fitted with air-conditioning, dual air-bags, ABS, power windows and remote locking, it arrived in the market costing $18,990, plus $2000 for automatic transmission. 

The base model had driver and passenger air-bags and ABS but for an additional $1700 the full quota of side bags, stability and traction control (as found in the SR) could be fitted. By 2010 all models had the full complement of airbags and electronic aids included and it qualified for a ‘Five Star’ safety rating.

Jumping to $29,000 put buyers into an SR automatic, which with 105kW and no diesel option boasted the same performance as the cheaper SX but with lots more gear. 

Designated CRDi and sold in SX or SLX trim levels, the 1.6-litre turbo-diesel delivered 85kW and fuel economy that took the fight right to Hyundai’s Euro-sourced rivals. Diesel versions of the i30 were priced from a sensational $20,990 and made the SX manual Australia’s lowest-priced diesel passenger car. Within weeks of launch the manual cars were supplemented by a four-speed automatic.

Awards that flowed Hyundai’s way included several for ‘Best Small Car’ and others that recognised the diesel version’s ‘green’ credentials. The company eventually realised that a wall-full of plaques made a good marketing opportunity and in 2010 released a ‘Trophy’ edition of the SX with 16-inch alloy wheels, a new air-dam, cruise control and leather-rim steering wheel.

Supplementing the range in a more practical way was the i30 wagon. It arrived on Australian roads in early 2009 and sold in petrol or diesel form. Petrol versions came in SX, SLX or Sportswagon trim but diesel buyers had to be happy with an SX or auto-only SLX. 

ON THE ROAD
From behind the wheel it’s apparent that the i30 is not hugely different from the Elantra it replaced. The 2.0-litre petrol engine is unchanged and attempting to push a little more weight but there’s a more modern and friendly feel to the car.

With 105kW and its torque developed at almost 5000rpm, the 2.0-litre petrol motor needs to be revved pretty hard to deliver maximum performance.

The transmission isn’t exceptionally responsive so rapid overtaking is best achieved by manually downshifting instead of flooring the throttle and waiting for kick-down to respond.

Cornering pace is limited by the prevalent understeer which loads up the electrically-assisted steering. This can happen at relatively modest speeds and makes the Hyundai feel less secure than others of similar size, including the Mazda3.

Wet weather driving was reportedly nerve-wracking, with most blame levelled at the original Kumho tyres. They received blasts from testers who found they not only delivered poor grip but lots of road rumble as well.

Early cars should now be at least one set of replacement tyres away from the originals and owners hopefully spent some extra on respectable rubber.

Except for the tyre rumble Hyundai’s engineers did a decent job of insulating occupants from mechanical and road noise. Once underway even the diesel isn’t rowdy and both cars maintain freeway speed with minimal fuss.

Rougher rural roads are not the i30’s favourite environment. Braking into bumpy bends the rear end can wander as the torsion beam struggles to keep wheels in equal contact with the surface. The longer Tourer with its multi-link rear end and uprated carrying capacity was praised for dealing better with bumps than the standard hatch.

The boot is a reasonable size and can be extended by folding the seats. However the shape of objects that can be easily loaded is affected by the curved access port.

If economy is a priority then the diesel models must come top of any small car buyer’s list. Tests returned figures in the 6.5-7.0L/00km range but owners of manual CRDi models report easily beating 6L/100km and getting into the low 5s if they concentrate on economy.

Peak power in the diesel arrives at 4000rpm but by that time torque has gone off the boil. Upshifting at 3500rpm seems not to harm economy but helps keep the engine in its torque curve.

Brutal straight-line acceleration probably isn’t why you’re considering an i30, so learning that a five-speed 2.0-litre car takes around 10.3 seconds to hit 100km/h from a standstill shouldn’t be a disappointment. More important is good mid-range response available from both the petrol and diesel that makes for safe overtaking.

According to carfacts, the average sale price for a 2007 Hyundai i30 SX just over $11,000. Buyers paying in the ballpark of this money are most likely to come across cars with approximately 139,000 kilometres on the clock.

Newer 2010 i30s in the limited edition “Trophy” specification are currently fetching a mean price of around $15,900 with an average odometer reading of 41,000 kilometres.

Those who are shopping around for an i30 that is around 12 months old should be able to pick up a base SX version for about $16,500 and for this sort of money and age cars will have travelled 22,000 kilometres.

CHECK POINTS
>> Complaints have been raised concerning diesel i30s that may cut out without warning or not start. The cause has been attributed to contaminants clogging fuel filters and the lift-pump. A car that doesn’t idle smoothly or stutters under acceleration is best left alone.
>> Accelerate at full throttle in automatic cars to ensure up-changes are smooth. Also check there’s no surging at constant speeds. Reverse, except when the car is cold, should engage almost instantly so more than a second’s delay can indicate a problem.
>> Interior quality is an issue made worse by owner neglect. Plastic surfaces are easily scuffed and sections around the console work loose and rattle. Check seat trims for wear at points where fabric is tight around the frame and also rubber door seals for splits.
>> Hyundais seem worse than other brands for premature failure of their rear hatch struts. Check that the struts will hold the panel’s weight then jiggle it slightly to ensure the struts don’t sag. New struts aren’t expensive but a concussion might be.
>> Inspect the horizontal panels and body creases for signs on the clear-coat that defects are developing. These can appear as tiny pin-holes or discoloured patches where the coating is beginning to lift. 

ALSO CONSIDER: Ford Focus, Toyota Corolla, Holden Cruze