Audi A3 VS Hyundai i30
- Sedan styling looks superb
- Quattro all-wheel drive on highest grade
- AEB on all grades
- Plain standard interior
- Limited rear legroom
- Low on standard features
- Excellent engineering throughout
- Sharp pricing
- Diesels are heavy
- Diesels are also slow
- AEB not standard across the range
Audi’s A3 is one of the most affordable ways into this prestige German brand. But like some amusement park mirror maze you’ll find with so many A3 variations there are numerous, seemingly identical ways into the model.
Which one do you choose? There’s a sedan, a hatch, and a convertible with four different engines, not to mention front- or all-wheel drive.
That’s why this range review is here – to guide you through the A3 hall of mirrors, and identify the right model for you.
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
Hyundai's first i30 launched to quiet praise in 2007. Hyundai had just come off a rough patch of making pretty ordinary cars with only a few exceptions. At some point in the preceding few years, the Korean giant realised that dull, middle-of-the-road machinery was not going to turn it into the next Toyota. Instead, it was in danger of fading into a pale imitation of the great white-goods maker.
That first i30 was the moment Hyundai set off on its own path, with a few key positions filled by industry veterans from around the globe. Kia did the same, almost in parallel, and look where it is today.
The third-generation i30 was an instant hit. Building on the success of the first and second generations, the car had built a reputation as dependable, solid and, as the years went by, good to drive. Excellent value has been a core competency for Hyundai since day dot, but adding all that other stuff took a while.
|Engine Type||1.6L turbo|
The Audi A3 is now five years into this current generation and it’s beginning to show its age in terms of tech and styling in the cabin, despite updates adding new equipment. It’s expensive compared to most small cars but is spot-on for a prestige vehicle.
The Sedan is, in my view, the best looking small sedan on the planet and offers the biggest boot space in the A3 range. The Sportback, however, is arguably more practical, with better legroom, headroom and cargo carrying ability (with the rear seats down). The Cabriolet has the same perfect proportions as the sedan, but like all good convertibles doesn’t make practicality a priority.
The sweet spot of the range would have to be the Sportback 2.0 TFSI quattro S Line with its $50,000 list price making it the most affordable but most 'specced up' A3 in the entire range.
You have $50,000. Do you buy an entry-grade Audi A3 Cabriolet, a 2.0 TFSI Sport Sedan or a Volkswagen Golf R? Tell us what you think in the comments below.
The third-generation i30 was a hugely impressive car when it launched last year and continues to impress now. The added halo if the i30 N has rapidly solidifed Hyundai's reputation as a quality car maker.
With the Smart Sense pack fitted, either as an option on lower-spec cars or as standard from the SR up, the i30 is well in front of its rivals as a total package, even if it misses out on some details.
If you had to pick the best of the range, it would have to be the SR, with its bigger wheels and sportier tune, the 1.6 turbo and a cabin full of gadgets (while retaining the better cloth trim), it's sharply-priced and better again than just about anything in the segment or at this price point. It is, quite simply, a car that will make everyone happy.
And if it's outright performance you're after, you can't go past the i30 N.
Is the Hyundai i30 on your small car radar? Tell us what you think in the comments below.
The A3 comes in three body styles: a five-door hatch, which Audi calls the Sportback; the four-door Sedan, and a two-door convertible which it refers to as the Cabriolet. It may not surprise you to learn they're all different sizes, too.
The Sportback doesn’t look like the shortest of the three but at 4313mm end-to-end it’s 145mm shy of the Sedan and 110mm shorter than the Cabriolet. But those exterior dimensions don’t tell the whole story on interior space. So, which one is more practical? We’ll get to that.
But first, the looks. The Sportback has a wagon-like appearance with its large (for a hatch) rear quarter windows. If you think it looks longer than a regular hatchback, you’re right: a Volkswagen Golf is 50mm shorter even though it shares the same platform as the A3.
However, unlike the Golf, there’s something about the Sportback’s proportions which doesn’t seem balanced.
Then there’s the A3 sedan. Now this is a perfectly proportioned car. Looking like a miniature version of the A8 limo, the A3 is one of the only tiny sedans on the planet that looks fantastic.
The Cabriolet is based on the Sedan, and it too looks beautifully proportioned. Soft tops, when they’re up, never do much for a car’s profile. Be it a Bentley or an A3, they always look better down. When the roof is down the A3 appears lower, sleeker, and tougher.
While all A3’s have the same grille and headlight design the rear treatment of the Sedan and Cabriolet is more refined with their blade-like tail-lights and boot lid lip, than the Sportback, even if it does have a roof-top spoiler.
Interiors are identical across each A3 grade, the cabin benefiting from excellent fit and finish and the use of high-quality materials. But if you like bling-tastic cockpits, maybe you should be looking at a Benz A-Class because even the fanciest A3 money can buy, the RS3, comes with a small display screen and a rather low-key interior design.
As for rivals, the new A-Class (which I’ve just reviewed) is a glitzy competitor in hatch form, with a soon-to-arrive sedan going head-to-head with the little Audi as well.
The i30's basic shape is very clean and far more grown up than the previous generation. While that car had all sorts of interesting surfaces and big headlights, this newer look is more restrained. The segment is starting to converge on a more conservative, pan-European look, with even the new Focus calming down. The i30 puts me in mind of the Peugeot 308, with elements of the VW Golf.
As you move up the range, you'll see chrome, which suggests more gadgets inside. On the SR sports pack, a mild body kit includes a rear spoiler and side skirts but stops short of a rear diffuser. Even the performance version, the N, is reasonably subtle, so the philosophy is common across the entire range, and it looks the business.
Speaking of the N, it's reasonably easy to spot with its big 19-inch wheels, red flashes here and there, N badging and grille and, if you're listening, a poppy-bangy exhaust note from its chunky twin exhausts.
Interior photos show a light and airy space, with all that glass letting in the light. The light leather option on the Premium was bright, even on an overcast day. It's a well-constructed and designed space, with sensible choices all through the cabin and Hyundai's habit of nailing the driving position continues. Some of the materials are a bit ho-hum and in the Go and Active, the plastic steering wheel is pretty dire, but the quality look and feel of the switchgear and the tangible quality feel of including a big screen makes up for that.
The Sportback and Sedan have five seats, while the Cabriolet has four. Leg and headroom in the back row for all body styles is limited. The Sportback will give you the most rear legroom, while the sedan has a few millimetres more space for your knees than the Cabriolet.
At 191cm tall I can sit behind my driving position in the Sportback with a pinkie finger’s space, while my knees brush the seatback in the Sedan, and the Cabriolet won’t accommodate my long legs back there at all.
Rear headroom in the Sportback isn’t bad with enough room for my big head to clear the ceiling thanks to that tall(-ish) flat roofline while the sedan is a tighter fit but I just make it under. The Cabriolet’s low fabric roof means only small adults or kids will be able to sit up straight back there – unless the top is down and then you have literally unlimited headroom.
Boot space varies obviously depending on the body style. The Sedan has biggest cargo capacity with 425 litres, the Sportback offers up 340 litres, but fold those rear seats down and you have 1180 litres at your disposal, plus a bigger aperture to fit stuff in. The Cabriolet’s folding roof eats into the boot space, but you’re still left with 320 litres even when it’s down.
The folding roof is automatic and can be raised or lowered at up to 50km/h, but it’s slow - I’ve timed it and it takes about 20 seconds to open or shut.
Storage throughout the cabin is limited, too. There are two cupholders up front in all cars, while the Cabriolet is the only A3 to have two cupholders in the back (they’re between the rear seats). If you want cupholders in the rear of the Sedan and Sportback you’ll have to option the $450 fold-down armrest which houses them.
All grades above the 1.0 TFSI come with storage nets in the seatback and front passenger footwell, 12-volt sockets in the rear centre console and boot, plus cargo nets back there, too. There’s a USB jack in the centre console of all A3s.
The i30's footprint contains a car with good interior dimensions. Passengers front and rear have plenty of headroom. Those in the back will fit easily if they're under 185cm, although the centre rear passenger might not be so happy if they're that tall.
Storage space varies between the models. Owners of the entry-level Go can expect just two cupholders but four bottle holders. There are also two bag hooks in the 395 litre boot and four tie-down hooks. The boot space dimensions are near the top of the class, easily wiping out the Mazda3 and Golf hatches' much smaller boots.
Step up to the Active and you get another two cupholders for a total of four.
Drop the 60/40 split-fold seats and the luggage capacity jumps to 1301 litres, meaning objects of a decent size will fit from your flat-pack furniture adventures. The Elite, Premium and SR Premium also pick up a luggage net.
Its external dimensions are reasonably compact and the turning circle is 10.6m. Ground clearance is 140mm when unladen.
Price and features
The A3 isn’t great value for a small car, generally speaking, because while you are getting a high-quality prestige vehicle, it doesn’t come with a mountain of equipment that you might find on a more affordable little hatch or sedan.
Look at it this way: take $40 into a fish and chip shop and you’ll walk out with your arms full of food, take the same amount into a Michelin-starred restaurant and you’ll be lucky to get an entrée. Same with buying a prestige car – and the A3 really is a starter on the Audi menu.
Coming standard on the entry-grade $36,200 1.0 TFSI Sportback are xenon headlights with LED running lights, cloth upholstery, dual-zone climate control, a 7.0-inch touchscreen with sat nav, reversing camera, multimedia system with voice control, eight-speaker stereo, Bluetooth connectivity, CD player, front and rear parking sensors, rear view camera and 16-inch alloy wheels.
Only the Sportback comes in this 1.0 TFSI grade. The rest of the body styles start with the 1.4 TFSI ($40,300 for the Sportback; $41,900 for Sedan; $49,400 for Cabriolet) which comes with the 1.0 TFSI’s equipment but swaps the cloth seats for leather upholstery and adds paddles shifters, aluminium-look interior elements and 17-inch alloy wheels.
Stepping up to the 2.0 TFSI Sport ($46,400 for Sportback; $48,000 for Sedan; $55,500 for the Cabriolet) adds leather sports front seats, aluminium door sills, Apple CarPlay and Android Auto, and 17-inch alloys with a different design.
The 2.0 TFSI quattro S line ($50,000 for the Sportback; $51,600 for Sedan and $59,100 for the Cabriolet) brings in lowered sports suspension, 18-inch alloys and LED headlights.
Each grade also attains more safety equipment, which we’ll cover further on.
I’ve also reviewed Mercedes-Benz’s new A200, which is a good model comparison for the A3. At a list price of $48,200 the 1.3-litre four-cylinder A200 is pricier than the 1.4 TFSI, but offers better value than the A3 2.0TFSI with more equipment, including two 10.25-inch display screens.
As for paint colours, only 'Brilliant Black' and 'Ibis White' won't cost you a cent more. Optional colours include 'Cosmos Blue', 'Tango Red' and 'Monsoon Grey'.
There are six distinct trim levels in the i30 range. Our price guide is purely based on rrp - how much you pay will depend on drive-away deals and the cost of any options and accessories.
Our model comparison takes you through each of the specifications to help you find which one suits you best.
The price list opens with the bargain basement Go. The manual petrol kicks off at $19,990m with the twin-clutch auto diesel weighing in at $24,990, via a manual diesel and petrol auto.
Standard features include 16-inch steel rims, air-conditioning, reverse camera, cloth trim, remote central locking, cruise control, trip computer, auto headlights, power windows front and rear, heated powered door mirrors (auto only) and a full-size spare tyre.
The sound system is the same in every i30. With six speakers, AM/FM radio, Bluetooth and USB at a minimum, the system is controlled via a dash-mounted 8.0-inch touch screen. iPhone and Android users will be pleased to know all i30s have Apple CarPlay and Android Auto, so if there's no GPS, you can use your phone for satellite navigation. There is no CD player or DVD player in any of the cars.
Tailored floor mats are available as part of the $320 interior-accessory pack which also includes a dash mat and fabric rear bumper protector.
Move on to the Active and you can get a 2.0-litre petrol manual ($20,950), auto ($23,250), diesel manual ($23,450) and twin clutch ($25,950). In addition to the Go's spec, you get 16-inch alloy wheels, rear parking sensors, LED daytime running lights, navigation system, park assist (a graphical display in the dash), folding heated mirrors and a full-size alloy spare.
The infotainment system also gains DAB radio.
The first of what you might call the sport editions is the SR manual and auto, starting at $25,590 for the six-speed manual and $28,950 for the seven-speed 'DCT' dual-clutch auto. Sporting the 1.6-litre turbo petrol, the SR has 18-inch alloys, dual-zone climate control, the advanced safety features of the Smart Sense pack including lane assist, active cruise control, a bit of chrome here and there and sports pedals,
Next up is the Elite for between $27,790 and $30,490. Added to the Active's spec are fake-leather seats, steering wheel and gear shifter and keyless entry via smart key technology. The Elite also has 17-inch alloy wheels.
The Premium Auto jumps to $32,790 for the auto petrol and $35,490 for the DCT diesel. This machine picks up further styling changes - including a lot of chrome detailing - front parking sensors, electric driver's seat, auto LED headlights, sunroof and electrochromatic rear vision mirror.
The SR Premium auto goes back up to 18-inch alloys and again runs the 1.6-litre turbo petrol. The price is identical to the Premium diesel at $33,950 and is basically the same spec.
The final step is an important one - the i30 N. The N brand is Hyundai's performance arm and this is the first fully fledged performance car from Hyundai. The N has most of the same goodies as the SR Premium but rolls on 19-inch alloys, has bigger performance brakes, its own specification of Pirelli P-Zero tyres, an extra selectable drive mode known as N, dual-mode exhaust, sports front seats, mechanical limited slip diff, torque vectoring, auto rev matching and active dampers.
The N starts at $39,990 and you can add a 'Luxury Pack' for $3000, or a Luxury Pack with panoramic sunroof for $5000, both of which include keyless entry, auto wipers, electric heated fronts seats and front parking sensors.
Colours include 'Phantom Black', 'Intense Blue', 'Marina Blue', 'Iron Grey', 'Fiery Red', 'Platinum Silver', and 'Polar White'. All but the white attract an extra $495 cost. SR-badged cars score 'Sparkling Metal', 'Lava Orange' and 'Phoenix Orange' as extra colour options. The N also has its own colour schemes - 'Performance Blue', 'Clean Slate', 'Engine Red' and 'Micron Grey'. Brown is, sadly, off the menu.
Also off the menu are a self-parking function, bull bar, heated steering wheel, subwoofer, nudge bar, roof rails, design pack, xenon light bar or a launch edition (you're probably a bit late anyway).
Dealer accessories include things like tinted windows, roof racks, a cargo barrier, towbar and a cargo liner. No doubt they'll also try to saddle you with rust and paint protection.
Engine & trans
Now on to the engines. Yes, I’m doing this in what may seem a strange order, but trust me, it’s to guide you safely through the A3 range without anybody getting lost. We don’t leave anybody behind here, not on my watch.
The grades indicate the engines in the A3 line-up – the higher the grade, the more powerful the engine. So, the range starts with the 1.0 TFSI which has a 85kW/200Nm 1.0-litre three-cylinder engine, and steps up to the 1.4 TFSI which has a 110kW/250Nm 1.4-litre four-cylinder with cylinder on demand (COD) letting it run on two cylinders when not under load). Both are front-wheel drive (FWD) cars.
Next rung up is the 2.0 TFSI Sport and that has a 2.0-litre four making 140kW/320Nm with drive going to the front wheels. The top of the range is the 2.0 TFSI quattro S line which has the same engine but is all-wheel drive (AWD).
Those are all turbo-petrol engines – yes, no diesels and no manual gearbox option either. All have a seven-speed dual-clutch automatics shifting the gears.
If you’re after something more hardcore in the same package, there are two halo ‘models’ that sit above the A3 range: the S3 with a 213kW/380Nm 2.0-litre turbo-petrol four and the RS3 with its 2.5-litre five-cylinder turbo-petrol making 294kW/480Nm.
Engine specs vary across the range but all i30s are front-wheel drive.
The Go, Active Elite and Premium come with Hyundai's 2.0 GDi developing 120kW and 203Nm, driving the front wheels through either a six-speed manual or traditional automatic transmission. The 0-100km/h acceleration time for the Go and Active is around nine seconds.
The 1.6 CRDi diesel engine is available in the Go, Active, Elite and Premium with either a six-speed manual (Go and Active) or seven-speed twin-clutch automatic (all variants). The 1.6-litre turbo diesel produces an even 100kW and delivers 280Nm in the manual and 300Nm in the twin clutch. Performance figures appear leisurely - the race to 100km/h is a calm 10.2 seconds. Clearly it has less horspower and more weight, but once you're up and running, the in-gear acceleration is impressive. Emissions are kept in check with a diesel particulate filter.
The 1.6 turbo petrol is the same engine size as the diesel, spinning up 150kW and 265Nm. That engine is available in the SR and SR Premium along with a six-speed manual or the seven-speed DCT. The sprint to 100 is said to be around eight seconds, but independent testing has clocked it closer to seven.
The N's engine is a firecracker 2.0-litre turbo producing 202kW/353Nm, with 378Nm when the overboost function kicks in. That means a 0-100km/h time of 6.1 seconds, although it felt slightly quicker to me. In true Australian style, we don't get the lower-powered version of the N because we don't buy entry-level cars any more.
Across the rest of the range, the petrol vs diesel argument is fairly straightforward - the diesel is a happy, frugal cruiser while the petrols are a bit more rev-happy, particularly the turbo.
Oil capacity and type varies between the engines and it's all in the owner's manual if you need a top-up on the run. There are no 4x4/AWD/rear-wheel drive, LPG or plug-in hybrid versions.
Towing capacity for the 2.0-litre petrol is 600kg unbraked and 1300kg braked.
Fuel usage depends on the engine and body style, with weights varying across the range. The most fuel-efficient engine is the 1.0-litre which is only offered on the Sportback, and Audi says over a combination of urban and open roads you should see it use 4.8L/100km.
The 1.4 TFSI Sportback uses 5.0L/100km, while the Sedan uses 4.9L/100km, but the heavier Cabriolet drinks more at 5.1L/100km.
My most recent A3 test car was a 1.4 TFSI Sportback and the trip computer reported 7.6L/100km over a mix of city and country kays - not bad.
The 2.0 TFSI Sport Sportback uses 5.9L/100km, the Sedan needs 5.8L/100km, the Cabriolet a bit more at 6.0L/100km.
The 2.0 TFSI quattro S Line Sportback uses 6.2L/100km, while the Sedan will go through 6.1L/100km and the Cabriolet again is highest with 6.4L/100km.
That raises the question of how much more does the Cabriolet weigh? About 170kg more than the Sedan and Sportback thanks to the extra reinforcement needed to strengthen the body to compensate for the rigidity it loses by not having a fixed metal roof.
Fuel mileage depends on the capacity and gearbox and varies between the different combinations.
As always, the official fuel-economy figures are only a guide, but Hyundai's numbers seem closer to reality than other manufacturers, at least in my experience.
The 2.0-litre's petrol consumption is listed at 7.3L/100km for the manual and 7.4 for the six-speed automatic. My most recent experience with an automatic Active resulted in a figure of 8.2L/100km in mostly suburban running.
The 1.6 CRDi's diesel fuel consumption is listed at 4.5L/100km for the manual and 4.7L/100km for the seven speed.
Moving on to the 1.6 petrol, the combined cycle is listed at 7.5L/100km for the manual and the seven-speed DCT dual-clutch auto.
The N's 2.0-litre turbo has a claimed combined figure of 8.0L/100km and it's worth noting that it requires 95 RON fuel. If you drive it like I did, you'll find that the 50-litre tank is a little on the small side.
Fuel-tank size is 50 litres, whether diesel or petrol.
I’ve driven all A3 variants from the 1.0 TFSI to the 2.0 TFSI quattro S Line, plus the S3 and RS3, but most recently I tested the 1.4 TFSI Sportback, which I’ll focus on here.
Our car was fitted with two optional packages – the 'Style Package' which adds LED headlights, 18-inch alloys and sports suspension, and the 'Technik Package' which brings a virtual instrument cluster, an 8.3-inch display and sports steering wheel.
Those larger 18-inch alloys wearing low profile 225/40 Hankook Ventus S1 Evo2 tyres look great, but like thin-soled shoes you’ll feel every imperfection on the road giving a harsher texture to the ride, plus they can be noisy on course-chip bitumen.
I’d stick to the standard 16-inch wheels. Sure, they don’t look as racy, but the ride from those, on 55 profile tyres, is a lot more cushioned.
Despite that grittier feel from the tyres the sports suspension is excellent and manages to soften bigger bumps well. Handling is good too, thanks to that suspension keeping the body well controlled.
Good visibility, steering that’s light but offers decent feel, and a comfortable seating position make the A4 pleasant to pilot, but not hugely engaging. If you're after more of a driver’s car, the S3 and RS3 will deliver – trust me.
Acceleration isn’t bad from the 1.4-litre, with 0-100km/h claimed to be 8.2 seconds. That dual-clutch transmission is a quick shifter and smooth even in bumper-to-bumper traffic, but only if you turn off the stop-start engine system (jerky and hard to tolerate).
I’m also not a fan of the way the stop-start system switches the engine off as you coast to a stop at traffic lights and intersections. For me, that borders on a safety issue, particularly when needing to turn on an amber only to find you momentarily lack steering or power.
As mentioned in the engine/transmission section, the 1.4 TFSI Sportback is a FWD car. Put it on a steep hill, as I did on our test incline, and even in dry conditions it’ll lose traction under hard acceleration. Traction control reins the slippage in, but AWD 'quattro' cars won’t struggle for traction in the same circumstances.
One of the areas in which the i30 stands out is its dynamics, whether the bottom-of-the-range Go or the SR Premium warm hatch or the N. While you're probably bored witless of motoring journos mentioning Hyundai's crack team of local engineers, much of the praise must go to them for making the i30 the best in the segment and a standout car in its own right.
Front susenpsion is by MacPherson struts and the rear is a choice of a sophisticated multi-link setup (SR and SR Premium) or torsion beams (everything else). The torsion-beam cars are very well planted and mostly fitted with eco-style tyres. That means a pretty good ride and little in the way of road noise.
When you go for the warm SR hatch with its sportier tune and multi-link rear suspension, you really do notice the difference. While the other cars are excellent as they are, the SR's tune is a bit firmer but also lots of fun to drive.
The electric power steering is weighted just so, even when you switch out of the laughable Eco mode, which ruins the throttle response (who really uses that, anyone?).
At speed, the i30 is quiet and composed, the multimedia system barely ticking over to cover what little noise invades the cabin. It's equally at home in the city and on the open road, with the diesel making long highway drags even longer with its impressive fuel economy.
On the downside, the diesel does feel a little heavy and firm around town,so unless you're super-keen for an oil burner, the cheaper petrols are the go.
If you were to score the driving experience solely on the i30 N, the 8/10 would become a nine. Hyundai has entered a space previously unknown to the Korean carmaker by racing headlong into the hearts and minds of Golf GTi wannabes. Except, it isn't a wannabe, it's a genuine GTi-beater - cheaper, more powerful, better-equipped and even more fun to drive. The N sends a loud message that Hyundai is after VW's mantle.
Again, Hyundai's local team took a super-hard riding, Nurburgring suspension spec and made it suitable for our rubbish roads. While still no magic carpet, the N is more than liveable in Comfort mode but supremely capable in N mode. It's completely unflappable down a mountain road on a cold morning and able to do things the Veloster SR Turbo - the closest thing Hyundai previously had to a hot hatch - could only dream of. It's fast, it's fun and, like the rest of its range, it leads its market segment.
The A3 has a maximum five-star ANCAP rating from its 2013 crash test, which applies to the Sportback, Sedan and Cabriolet.
While the Sedan and Sportback have seven airbags, the Cabriolet has just five, missing out on the head-level curtain bags.
The amount of advanced safety equipment increases as you step up through the grades, but AEB is standard across the range. Lane keeping assistance, blind spot warning and rear cross traffic alert becomes standard from the 2.0 TFSI Sport upwards, while the lower grades can attain these with the optional $1500 'Assistance Package'.
For child seats there are two ISOFIX mounts and two top tether anchor points across the back seats in the Sedan, Sportback and Cabriolet.
The basic safety package on the Go and Active inludes seven airbags, stability and traction controls, ABS, brake assist, hill-start assist and brake-force distribiution.
As part of the 'Smart Sense' pack (auto and DCT cars only, $1150 extra), Go and Active owners pick up forward AEB, forward collision warning, blind-spot detection, lane-change assist, lane-keeping assist, rear cross traffic alert and active cruise. These features are standard on Eite, Premium, SR, SR Premium and N.
Two ISOFIX points take car of the baby car seat or you can use one of the three top-tether child seat anchor points.
All i30s carry a maximum five-star ANCAP safety rating, even without the advanced safety features. It's annoying that the basic safety package on the Go and Active doesn't have AEB, though, while natural sales rival the Mazda3 has both forward and rear AEB.
Hyundai offers a five-year/unlimited-kilometre warranty, which used to be the benchmark but is now slowly becoming the standard across the industry. The five-year warranty is accompanied by roadside assist for the first year. Capped-price servicing applies for the life of the vehicle and if you return to Hyundai for a service, you get another 12 months of roadside assist for flat battery or tyre incidents.
Resale value appears strong, as it has been for each version of the i30.
I'm often asked if the i30 engines use a timing belt or chain. All of Hyundai's engines use their own silent timing chain system, with the happy upside of lower service costs and no issues with snapping belts. The i30's reliability rating is impressive as a result.
As the car is still fairly new, no obvious six-speed automatic gearbox problems or seven-speed auto tranmission problems seem to have appeared. Gearbox issues have never really been a big problem with Hyundai and common diesel problems have long since been banished to history.
A quick search for any other common faults yielded nothing in the way of persistent problems or complaints.