BMW 1 series VS Hyundai i30
BMW 1 series
- Rear-wheel drive
- Great engines
- Fun to drive
- Low on standard features
- Run-flat tyres
- Limited rear legroom
- Excellent engineering throughout
- Sharp pricing
- Diesels are heavy
- Diesels are also slow
- AEB not standard across the range
BMW 1 series
If you think it’s a Mercedes-Benz A-Class you want or maybe an Audi A3 Sportback or even a Volkswagen Golf, then stop and read this first before making a purchase.
The BMW 1 Series alternative isn’t just another prestige little car, because there are some fundamental differences between this 1 and those others, and they could cause you to totally rethink your decision.
If you’re already keen on getting a 1 Series then you need to read this, too, not only to help you find the right one, but also to alert you to what might be a couple of uncomfortable truths.
|Engine Type||1.5L 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|
BMW 1 series7.5/10
I’m the first to say the 1 Series is kind of the ugly duckling of the BMW family, but those looks grow on you, especially when you consider that this is exactly what a BMW hatch should look like. That this is one of the only rear-wheel-drive hatches left on the planet makes it even more special – and of course engaging to pilot. The downside is the price and the lack of value from a features perspective, plus safety could be bolstered with more technology. Still, anybody who likes to drive will commend you on your choice of a BMW.
Is the BMW 1 Series better at doing the small prestige hatch thing than the A-Class or A3 Sportback? 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.
BMW 1 series8/10
The 1 Series looks exactly how a BMW hatchback should. I know that sounds silly but what I mean is BMW could easily have designed something that was proportioned more like other hatches; that popular sort of bubble on wheels.
Instead, what you have is a hatch that retains BMW’s traditional attributes – there’s the long nose, the cabin set back, the high sides and the wheels placed almost at the very corners.
Seriously, look at the image of the orange 1 Series side on, now hold your out your hand and use it to cover just the windows – see, it looks just like a BMW 2 Series convertible. Does it look good? To me it does, right up until you get to the hatchback, and then it looks a bit awkward. But I do admire BMW’s designers for creating something unique looking.
That orange 120i ('Sunset Orange' is the official colour) is the most recent 1 Series I’ve tested. Those wheels aren’t standard, they’re 18-inch M ones and they are part of the optional 'M Sport Package', which also includes the body kit, complete with side skirts and the lower grille in gloss black.
The 1 Series is as affordable as BMWs get, but it’s still a real BMW. The cabin, for example, looks much like every BMW, only smaller.
There’s the large, slab-like dash with the display sitting atop, below are the air vents and below that is the radio and then the climate-control dials. It’s a stack that’s kept its familiar order and shape on nearly all BMWs for what seems like forever.
The centre console has a similar layout as the one in a 3 Series or 5 Series or any Series, with the shifter and rotating media controller. Even the doors have the same design as those cars higher up in the BMW family, with the big moulded pockets and large pull handles.
That steering wheel is part of the M-Package too, but the leather upholstery is a separate option.
The signs that this isn’t a more expensive BMW are the manual handbrake, the compact instrument cluster with analogue dials, the small dash-top display and the fact that there’s a lot less real estate to be covered by trim pieces and material, which doesn’t have the same high-quality feel as those fancier models.
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.
BMW 1 series7/10
The 1 Series’ boot has a cargo capacity of 360 litres, which is more than the boot space of the Audi A3 Sportback (340 litres) but less than the new Mercedes-Benz A-Class’s 370 litres of luggage room.
What does that mean in real-world terms? It’s not a lot of space, and you might struggle to get a pram in, so check that beforehand if you have small ones. That said, there was enough room for two carry-on sized bags, a computer bag and a scooter when my wife and I went on a weekend away with our four year old.
Space in the second row is also limited. Headroom isn’t too bad, but at 191cm tall I can’t sit behind my driving position without my knees digging into the seatback. I can just fit back there in the A3 and I have even more room for my knees in the A-Class.
Room up front is good with plenty of shoulder, head and elbow room for somebody my size.
Storage could be better: you’ll only find cup holders up front (two of them), the centre-console storage bin is small and so are the door pockets in the rear, but all is not lost because the door bottle holders in the front are massive, the glove box is a decent size and there are nets on the backs of the front seats.
It’s good to see directional air vents in the second row and a 12V power outlet, but there aren’t any USB ports back there – if you want to plug in a device there’s only one and it’s up front, along with another 12-volt outlet.
The rear doors appear large from the outside but the aperture to get in and out isn’t huge – again look at the images to see what I’m on about.
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
BMW 1 series7/10
So, it’s a little BMW, does that mean the price is little? Nope. It’s like asking if a little Rolex is cheap. it might be cheap for a Rolex, but not for a watch in general, and it's the same for the 1 Series.
The 1 Series range starts at $39,990 for the petrol 118i, while its 118d diesel twin is $44,990. Both come with the standard Sport Line package, which adds 16-inch light alloy wheels and LED headlights, while in the cabin it brings cloth upholstery, sports seats and a leather sports steering wheel, high-gloss black trim and BMW scuff plates. Other standard features include a 6.5-inch display, with sat nav, reversing camera, six-speaker stereo, a digital radio and air-conditioning.
For another $7000 you can get into the 120i grade, which lists for $46,990 and comes standard with the Urban Line package, which fits 17-inch alloy wheels in the double-spoke style, adds front and rear bumpers with matt finish air intakes, plus dual chrome tail pipes, while the cockpit gets leather upholstery, and gloss-black and pearl-effect trim.
Along with the Urban Line gear, the 120i has all of the 118i’s standard features and adds more of its own, including front and rear parking sensors, LED fog lights, dual-zone climate control, the interior lights package, plus smart phone connectivity with voice control.
The 125i is only a tempting $3000 above the 120i at $49,990 and it comes standard with the M Sport Package, which is what our most recent test car was fitted with (see the images of the orange 120i). The M Sport pack adds 18-inch light-alloy wheels and the tough body kit, the M Sport steering wheel and aluminium trim to the interior.
Apart from the M Sport package, also standard is an 8.8-inch screen with a DVD player and, somewhat disappointingly, cloth and Alcantara seats. Sure, they look nice, but how did the 120i get real leather and the 125i didn’t?
Still the 125i comes with more impressive performance hardware than the grades below, such as sports suspension, variable steering, M Sport brakes (inner vented rear discs) and blue calipers.
At the top of the 1 Series range is the M140i and while it’s getting into pricey territory at $59,990 (don’t forget that’s not including the on-road costs), you are getting what I’m predicting will be a sought after car in years to come. And possibly even a collector's item.
The M140i isn’t a fully fledged M car – it’s a diet version from the M Performance section of BMW, which gives cars a bit of a taste of the hardcore world of beasties like the M2 and M3, without costing as much or being quite as brutal to drive.
I’ll talk about the high-performance parts more in the sections on driving and engines, but briefly, you might like to know the M140 gets adaptive suspension and a six-cylinder turbo petrol engine – yes in a tiny hatch. Powerful.
The M140i also has the standard features of the 125i and adds its own, such as the 18-inch alloy wheels, black chrome tail pipe, adaptive LED headlights, leather upholstery, keyless entry, power front seats and a Harmon/Kardon 12-speaker stereo.
So, is the 1 Series good value? The price is bang-on compared to rivals such as the new Mercedes-Benz A-Class and Audi A3 (click those to see my reviews of them, too), but the 1 Series gets less in standard features compared to the Benz (such as Apple CarPlay) and about the same level of equipment as the A3.
If you’re a fan of black and white, you might be relieved to know these are the only two colours you won’t have to pay for. The rest, including Sunset Orange (see the images), Seaside Blue, Melbourne Red, Glacial Silver and Mineral Grey cost $1190.
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
BMW 1 series8/10
As you step up through the grades the engines become more powerful. The entry-grade 118i has a 1.5-litre three-cylinder turbo-petrol making 100kW of power and 220Nm of torque, while its diesel twin has a 2.0-litre turbo-four making 110kW and much more torque at 320Nm.
The 120i has a 2.0-litre turbo-petrol four-cylinder and an output of 135kW and 270Nm. Then above that is the 125i, which is getting into performance territory with its 2.0-litre turbo four petrol making 165kW and 310Nm.
But all hail the M140i and its beautiful 3.0-litre six-cylinder turbo-petrol, with 250kW and 500Nm that it wants to share with you.
All cars are rear-wheel drive and all have an eight – hang on, that’s important: all cars are rear-wheel drive. Do you know how many other hatchbacks are rear-wheel drive? Try next to none – not the A-Class, not the A3, not the Golf. Rear-wheel drive is favoured for performance cars because it offers better balance and better acceleration thanks to the weight shift to the rear of the car. BMW has long claimed that RWD is one of the keys to its "sheer driving pleasure".
Now let me finish the sentence... all have an eight-speed automatic, and it’s a beauty – a little slow, but smoother for driving than a dual clutch, and way more fun than a CVT.
But wait, because there’s a manual gearbox, too. It’s a no-cost option and you can get it on any variant apart from the 125i.
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.
BMW 1 series8/10
The diesel unit in the 118d will use 4.2L/100km. Let that sink in for a moment – petrol engines are becoming so fuel efficient that they’re rivalling diesels, which have long been lauded for their frugality.
So don't just buy the diesel just because it’s more efficient, because you may never recoup the extra money you paid over the 118i.
Thirstier but still super-efficient is the 2.0-litre in the 120i. BMW’s claim is 5.9L/100km. During my week with the 120i I put 413km on the clock and used 15.57 litres doing so (measured at the pump), which comes to 7.7L/100km. The car’s computer said 7.8L/100km.
That’s great fuel economy, even if it is higher than the claimed figures. The 125i’s official fuel consumption is also 5.9L/100km.
It’s not surprising that the M140i, with its 3.0-litre six-cylinder turbo-petrol engine, is the least fuel efficient but its official figure of 7.1L/100km is still low.
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.
BMW 1 series8/10
If I could run into a showroom and take whichever 1 Series I wanted it’d be the M140i – and not just because it would give me the best chance of outrunning the police after they discovered the break-in, but because the thing is so much fun to drive.
It’s also the most expensive, of course, but it’s worth it for that screaming straight six and for its agility.
You’ll have fun, though, in every grade of the line-up – they’re all engaging to pilot with great driving positions, good pedal feel and that eight-speed auto is smooth in traffic yet will shift hard when you have your race face on.
You might find the 118i, with its three-cylinder, a little under powered, especially with five people and their bags on board. If you’re keen on this grade, then consider the diesel, which will give you more torque. Our 120i test car proved to have enough oomph for overtaking and moving quickly when needed.
The 125i is less tame, with its throatier exhaust note, firmer ride and better handling thanks to the M suspension.
If you plan on choosing the M Sport Package for, say, the 120i keep in mind that you’ll lose the comfortable ride these cars have on their standard tyres.
Our 120i had the pack and while the body kit looks tough, the 18-inch alloy wheels shod in low-profile rubber (225/40 R18 Bridgestone Potenza 5001s front and 245/35 R18 at the rear) meant the ride was overly jarring on bad roads.
Given that Sydney was my test bed for the 120i and its roads are shocking, the ride was less than comfy. The M-sport suspension will only make the ride less comfortable, but in return you’ll have a 120i with better handling.
Run-flat tyres are common on BMWs and you may have heard of a few issues surrounding noise and a harsher ride. While that can be true, it's the price you pay for having a tyre you won’t immediately have to change if you get a puncture. Only the 120i and the M140i don’t have run-flats as standard.
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.
BMW 1 series8/10
The BMW 1 Series has the maximum five-star ANCAP rating, but this was awarded in 2011 and a lot has changed since then – particularly expected levels of safety.
BMW has updated the advanced technology to keep up with AEB (city) with pedestrian detection and lane-departure warning standard on all grades. It would be good to see more safety tech in the form of blind-spot warning, rear cross traffic alert and lane-keeping assistance.
For child seats you’ll find two ISOFIX mounts and three top tether points across the rear row.
A spare tyre is not something you will find – all apart from the 120i and the M140i have run flats, while those two have puncture-repair kits.
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.
BMW 1 series6/10
BMW offers two service packages, which cover the car for five years/80,000km: the Basic is $1340 and the Plus costs $3550.
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.