Hyundai i30: Old & New Review

Something old, something new…
As a previous-generation i30 owner, the chance to jump behind the wheel of Hyundai’s all-new (third-generation) small car is both a blessing and a curse. On one hand I have the opportunity to experience first-hand all that has matured and improved – a long list, I might add. On the other, I might just be tempted to upgrade.

Even before I first jumped behind the wheel of the latest PD-series i30, during an Australian outback engineering evaluation drive in 2016, it was obvious the once ‘cheap and cheerful’ hatch had evolved again. Each generation of i30 has grown ever more polished than its predecessor, especially where ride/handling balance, and chassis communication were concerned.

Knowing the new i30 would eventually face the same level of suspension tuning I’d witnessed the Elantra SR undertake reinforced my view that Hyundai’s chassis engineers would nail the brief. Even if the base-grade i30 misses out on the multi-link rear-end of the Elantra SR.

Our recent comparison against the Volkswagen Golf and Subaru Impreza confirmed that view as the i30 beat its more technologically-advanced German counterparts when sampled on local roads. The suspension feels honed to Aussie roads, especially when trekking beyond the well-kept blacktop of the inner city.

Of course the way a car rides and handles is just part of the story, and it’s encouraging to discover the driveline has also ripened. The more powerful 2.0-litre petrol engine adds a worthy 13kW/28Nm over the outgoing 1.8’s 107kW/175Nm, and a little more refinement.

Compared to its predecessor, the latest i30 doesn’t seem to work as hard to deliver the same performance, yet claimed fuel consumption is lineball (7.4L/100km current v 7.3 outgoing) – something we intend keeping an eye on over the course of this long-term test.

The new, three-grade i30 line-up offers three engine tunes and will eventually be offered in hatch, wagon and Fastback body-styles. There’s also a sporty ‘N’ variant slated for arrival later this year to take on the likes of Honda’s Civic Type R and Volkswagen’s Golf GTI Performance Edition.

For now, however, the entry-grade ‘Active’ model is tipped to carry the bulk of local i30 sales, which currently rank third behind Toyota’s Corolla and the evergreen Mazda 3.

Sizing up
It might look similar, but the new i30 is dimensionally larger in just about every measure. While the wheelbase remains unchanged at 2650mm, the body grows longer (+40mm to 4340mm), wider (+15mm to 1795mm), and heavier (+10kg to 1382kg). It is, however, not quite as tall at 1455mm (-15mm), and braked towing capacity remains unchanged at 1300kg.

Those gains are matched internally by an increase in boot space (+17 litres to 395), and modest upticks in front and rear seat passenger accommodation. On the downside, there’s less rear toe-room under the front seats, possibly as a result of packaging requirements resulting from the lower roofline.

At the Australian launch of the new i30, HMCA said there was a $2000-$5000 injection of added equipment, depending on variant.

Comparing like-for-like ‘Active’ grades, I’ve noticed 16-inch alloy wheels (with matching spare) replacing ‘steelies’ of the same size on my own, satellite navigation and digital radio reception as part of the larger, high-res 8.0-inch infotainment array, auto-folding wing mirrors, daytime running lights, dusk-sensing headlights, a rear-seat armrest, and a more detailed trip computer which now includes a digital speedo and tyre pressure monitoring.

In fact, the only omissions I could find in the new model are front fog lights and the seldom-used switchable steering weight function. Oh, and the reversing camera appears to have lost some resolution.

On the safety front, the new i30 retains the seven-airbag package of its predecessor and also includes three top-tether and two ISOFIX child-seat anchors, plus the full complement of electronic chassis aids.

However, autonomous emergency braking is not standard across the range. That feature is offered in conjunction with active cruise control, blind-spot monitoring, forward collision alert, and lane-change assist on SR automatic, Elite and Premium variants.

Like my car, the new i30 continues to offer Hyundai’s generous five-year/unlimited-kilometre warranty, lifetime capped-price servicing and ten-year roadside assistance plan.

Softer is better
One of the most common criticisms in reviews of the outgoing i30 is the proliferation of hard-touch cabin plastics. Pleasingly, and in spite of its monotone aesthetics, the new i30 features more soft-touch materials in the door card uppers and dash top, while the harder plastics gain a modest uptick in quality.

Driving back to back on identical road surfaces, the all-new ‘PD’ model is noticeably quieter; a little tyre thrum on coarse chip surfaces the only perceivable negative.

It’s a small thing, but the new i30 is also a little easier to get in and out of, especially from the back seat. The door apertures are marginally bigger, allowing rear-seat passengers smoother passage in and out of the car. There’s less need to ‘twist’ your body when getting out, the lower part of the door more readily accommodating of clumsy work-boot-clad feet.

Seating comfort and support feels virtually the same, however, the addition of an armrest in the back is welcomed on longer trips.

Visit motoring.com.au again soon for our next long-term update of the new Hyundai i30.

Long-Term Tests
motoring.com.au aims to make your choice of vehicle easier. Our Editorial section does this via our mix of news, international and local launch reviews, as well as our seven-day tests.

From time to time we also take the opportunity to spend even longer with a vehicle. These longer-term tests can be as short as a couple of weeks, but more recently we’ve settled on a three-month period as indicative of ‘normal’ ownership.

Long-term tests give our staff writers and contributors a chance to get to know a car as an owner would. While the car is with us, we pay for fuel, the servicing, and generally use and live with the car as a new owner would.

We believe long-term tests give car buyers a deeper insight into the vehicle on test, but also the qualities behind the brand and nameplate. The extended period also allows us to touch base with the dealer networks in question.

It comes as no surprise that manufacturers tend to have a love-hate relationship with long-term tests. Three months is plenty long enough to fall out of love with the latest and greatest, and start to nit-pick — just like real owners do.

2017 Hyundai i30 Active pricing and specifications:
Price: $23,745 (as tested, plus on-road costs)
Engine: 2.0-litre four-cylinder petrol
Output: 120kW/203Nm
Transmission: Six-speed automatic
Fuel: 7.4L/100km (ADR Combined) / 7.2L/100km (as tested)
CO2: 173g/km (ADR Combined)
Safety Rating: Five-star ANCAP

2015 Hyundai i30 Active pricing and specifications:
Price: $23,290 (when new, plus on-road costs)
Engine: 1.8-litre four-cylinder petrol
Output: 107kW/175Nm
Transmission: Six-speed automatic
Fuel: 7.3L/100km (ADR Combined) / 7.1L/100km (as tested)
CO2: 170g/km (ADR Combined)
Safety Rating: Five-star ANCAP

Also consider:
>> Ford Focus (from $23,390 plus ORCs)
>> Kia Cerato (from $19,990 plus ORCs)
>> Toyota Corolla (from $20,190 plus ORCs)

Related reading:
>> Hyundai i30 local pricing details
>> Hyundai i30 local launch review
>> Hyundai i30 v Subaru Impreza v Volkswagen Golf