THE CAR IN FACTS
Hyundai’s research says that design is the number one motivator for Hyundai buyers and, fittingly, this third generation car – the most important in the European line-up – is the best looking i30 yet.
Hyundai phased out the second generation i30 last year after more than 800,000 sales over nine years.
Wide, low and defined by sculpted, precise lines the new car is fronted by Hyundai’s new ‘Cascading Grille’ which embodies the design language of the coming generation of Hyundai vehicles in Europe.
The clean, spacious-feeling interior also impresses visually and in the comfort stakes, taking a leaf out of Volvo or VW group’s less-is-more approach and stepping away from the cluttered, swoopy lines of ● Price: £19,805 (as driven) ● Engine: 1.0-litre, threecylinder, turbo petrol ● Power: 120bhp ● Torque: 126lb/ft ● Top speed: 118mph ● 0-62mph: 11.1 seconds ● Economy: 56.5mpg ● C02 emissions:115 g/km the previous generation car. Cabin materials still lag behind those in competitors like VW and Ford, but a more sober approach means fewer low-quality contrast plastics than the old car and a definite step forward.
Cementing their place as a mass market, mid-sector manufacturer, Hyundai want the i30 to appeal to as wide an audience as possible. That’s reflected in the range of engines on offer. Three petrol options (1.4 100bhp, 1.0T 120bhp and 1.4T 140bhp) and a 1.6-litre diesel in three power outputs (95, 110 and 136bhp) offer something for the frugally minded and those looking for a bit more oomph.
I tested the 1.0T. The 120bhp power plant was refined and provided ample pull at high speed. The turbo lag in stop/ start city driving was noticeable, however, and the car felt slightly sluggish until I got used to the throttle. With combined miles per gallon of 56.5 (47 across my test) and emissions of 115 g/km it’s a decent compromise – plus the three-cylinder warble is surprisingly satisfying to hear when pushed.
The 1.4T, with an extra 20bhp under the skin ought to be a beating heart that proves an even better match to the sporty handling.
If you’re after something properly quick you’ll want to opt for i30n, the 275bhp hot hatch hitting forecourts as we speak, but sadly not yet tested by yours truly.
Even the standard i30 variants like our test car have been developed with fun driving dynamics in mind though.
A rigorous testing programme on European roads – including trials at the iconic Nurburgring Nordschleife – a lightweight architecture resulting in a chassis that’s 28kg lighter and 22 per cent stiffer than its predecessor, the motor-driven power steering Hyundai say is 10 per cent more direct and responds 15 milliseconds faster, plus multi-link rear suspension mean the i30 is a responsive, agile and composed car to drive.
It soaks up bumps in the road admirably but, while there’s plenty of grip it does retain a little bit of body roll through the corners – new suspension or not.
The airy-feeling cabin means plenty of space for driver and front passenger and the back seats can accommodate two children in car seats with little fuss (well, no more than usual).
The 395-litre boot beats the Volkswagen Golf, Ford Focus and Vauxhall Astra for space, but doesn’t quite match the gargantuan offering from the 477-litre Honda Civic.
The list of equipment on our test car – all of which is standard on the SE Nav trim level – is impressive and LED lights with smart high beam, lane departure and forward collision warning plus autonomous braking are features unthinkable in this class a few years ago.
“We have listened closely to customer needs, redefining our offer to create a car for everyone,” says Jochen Sengpiehl, vice president of marketing at Hyundai Motor Europe, adding “the new generation i30 is our DNA car in Europe”.
If the i30 is a sign of things to comefromhyundai’snewgeneration of cars, then combined with the reasonable pricing and five-year, unlimited mileage warranty it’s a compelling argumenttoconsiderhyundai up against more established mid-market manufacturers such as Ford or Vauxhall.