Holden Astra VS Hyundai i30
- Sedan's comfy and composed ride
- Hatch's beautiful styling
- Aussie tuning for sedan and hatch
- No AEB in sedan
- Hatch's storage could be better
- Sedan's rear headroom limited
- Well-equipped, even in cheapest trim
- Plenty of tech in top-spec cars
- Ride and handling balance on point
- Engine can feel lethargic...
- ...and harsh in the cabin
- Cheaper cars feel... cheaper
There are two types of people in this world*. Those who like hatchbacks, and those who prefer sedans.
We're not making any judgments. If you're a sedan fancier, it's your business, and hatchbacks have their leagues of loyalists, too. Whichever way you lean, Holden hopes it has something to please you with hatch and sedan versions of its Astra small car.
This is the mothership of Astra reviews, taking both the hatch and sedan into account to help you make a better decision.
|Engine Type||1.4L turbo|
|Fuel Type||Regular Unleaded Petrol|
The Hyundai i30 Sedan is the artist formerly known as the Elantra, with the brand renaming its small-car sedan to make a little more sense in its line-up.
But it's more than an Elantra with a new name. The all-new i30 Sedan rides on a new platform, wears a new design, carries new technology and new safety equipment, and falls under a new - and more expensive - price structure.
Is that enough to put sedans back on the small-car map? Or is it destined to play second fiddle the i30 hatch? Let's find out.
|Fuel Type||Regular Unleaded Petrol|
The Astra sedan is a different car to the hatch – but then it's really aimed at different people, perhaps more mature ones. I mean, one of the sedan's paint colours, 'Old Blue Eyes', isn't available on the hatch. This could be a hint.
Either way, the sedan could be a better pick for you because of its more comfortable ride, extra rear legroom and bigger boot.
The hatch is a much better looking car. It's also more refined and stylish inside and out. The hatch comes with a more powerful engine and better handling, but its ride is not as comfortable as the sedan's.
As for the sweet spots for each range. For the sedan it's the LS+ with its great safety equipment at a good price. For the hatch line-up, it's the RS because it comes with the larger 1.6-litre engine, advanced safety equipment, and many of the features on the top-spec RS-V, which is $4500 more.
*But wait, there really are more than just two types of people in this world. There are wagon people, too. And Holden will soon have that covered when the Astra Sportwagon arrives by the end of the year. And that one looks a lot like the hatch.
Are you a hatch or sedan person? Lets us know what you think in the comments section below.
Holden has performed cosmetic surgery to bring them closer together, but they still look like distant cousins at best.
Let's focus on the hatch first. This seventh-generation car looks damn good, but it's near impossible to identify the different levels. The easiest way is to look at the wheels (design and size), while the RS has shiny metal blades on the grille, and the RS-V gets that, plus the same trim around the windows for a posher look.
The cabin is also good looking, but regardless of grade, doesn't have the premium feeling the car's exterior looks suggest. Don't get me wrong, the RS-V's interior is cool and stylish, but the use of glossy plastics and a lack of contrasting colour cheapens the vibe.
All Astra hatches have the same dimensions - 4386mm long, 1807mm wide and a height of 1485mm, which is a smidge longer than the Corolla and a bit shorter than the Mazda3. The RS-V auto is the heaviest at 1363kg.
Now the sedan. Holden has styled the front to look more like the hatch but I don't think it's fooling anybody.
The sedan's cabin is also different to the hatch's. We're talking completely different, from the steering wheel to the temperature controls. I'm more of a fan of the hatch's interior styling than the sedan's relatively basic look.
The sedan is 30cm longer than the hatch at 4665mm end-to-end, it's shorter in height though, standing 1457mm tall (-28mm), but is exactly the same width at 1807mm across.
The i30 Sedan continues Hyundai's adventurous Sensuous Sportiness design language, though CarsGuide opinions are a little split on how successfully it's been applied here.
The front-end looks sharp and shapely, with a cat-clawed bonnet split by two swept-back headlights. The bonnet points down towards the tarmac, with these angular inverts on either side that, in Elite models, house deep-set fog lights.
The body, too, is a collection of sharp lines and angles, but both it and the front-on view look accomplished and premium, in our humble opinion.
It's the rear, though, that raises the questions, with the lip of the boot jutting out dramatically before angling in sharply before jutting back out again, a little little a pyramid laying on its side. It's adventurous, no doubt, but it might not be to everyone's taste.
The ambience in the cabin of the i30 Sedan depends on which one you're sitting in. The Elite models are lovely - all quality-feeling materials (save the hard plastics on the upper doors), including a vaguely denim-feeling fabric that trims the inner door panels, and those big twin screens that feel plenty tech savvy.
The Active model makes do without the niceties, though, feeling decidedly cheaper inside - a feeling not helped by the fact the smaller 8.0-inch touchscreen is housed in the same surround as the bigger 10.25-inch screen, meaning you're suddenly confronted by a lot of flat, black plastic.
This could be the clincher if you're wondering whether the hatch or sedan is roomier. And the answer may not be the one you expected.
So, in one sentence, the Astra sedan has more rear legroom, but less rear headroom than the hatch, while the sedan's boot is bigger, but I'd pick the hatch if I was using it to move house.
The first bit makes sense. The sedan has a longer wheelbase, meaning more legroom for passengers in the back. Even me, and I'm 191cm tall. In the sedan I still have about 5cm of space between my knees and the driver's seat set to my position, but I can only just squish my knees in when I'm in the hatch.
But in a cruel twist of design fate the roofline of the sedan is lower than the hatch's, and my head skims the ceiling.
The sedan's 445-litre boot is 85 litres bigger than the hatch's (360L), but I'd choose the latter to move house because it has a larger cargo opening. Fold the hatch's back seats down and you could slide a coffee table in, which is not going to happen in the sedan.
The sedan has better cabin storage areas, with four cupholders (two up front and two in the back), bottle holders in all the doors, and a decent-sized centre console storage bin. The hatch gets bottle holders in all the doors, and while there are two cupholders there aren't any in the back. The hatch's centre console bin is small, but there is a driver's side pull-out bin.
It's a small sedan, but it doesn't feel small. It's longer and more practical than the hatch, for example - at least in terms of seats-up boot space - and there's a surprising amount of room for rear-seat passengers, too.
This is a seriously spacious backseat - at least for those in the window seats - with a heap of room between my knees and my own 175cm driving position, and plenty of headroom, too. Yes, three adults across the back will prove a squeeze - this is a small car, after all - but two can ride in comfort.
The rear seat is split by a pulldown divider that's home to two cupholders, there's bottle storage in the doors, and two ISOFIX attachment points, too.
Upfront, the cabin feels plenty spacious, and the light-coloured, denim-look materials used in the Elite models add a sense of airiness not found in the cheaper, more plasticky Active models. Up front riders get cupholders, bottle holders in the doors, twin USB connection points, a power outlet, and wireless charging for phones.
Cubbies abound, too, including one at knee height under the dash, and more in the doors and centre console.
Hyundai says the i30 Sedan will swallow some 474 litres (VDA) of luggage, up from 395 litres in the hatch - with the rear seats in place - and around 1350L with the seats folded flat.
Price and features
Let's start with the hatchback. There are three grades of Astra hatch: the entry-level R lists for $21,990; then there's the mid-spec $26,490 RS, and at the top-of-the-range is the RS-V for $30,990. These are all prices with a manual transmission, and it's another $2200 on top if you want an automatic. There's a sort of bonus level, too – the 'R+' which is an R with advanced safety equipment, but costs $1250 more.
There are three grades to the Astra sedan range, too – but wait, they don't align with the hatch line-up, and even have different names.
The sedan kicks off with the LS spec at $20,490, if you opt for the manual gearbox, or $21,490 for the auto. Standard features at this level include 16-inch alloy wheels, auto headlights, a 7.0-inch touchscreen with reversing camera, Apple CarPlay and Android Auto support, as well as rear parking sensors.
There's an 'LS+' grade for another $1250 which adds advanced safety equipment, LED daytime running lights and a leather steering wheel.
The $25,790 LT gets all of the LS+ features and adds 17-inch alloys, an 8.0-inch touchscreen, proximity unlocking, auto parking, sat nav and rain-sensing wipers.
At the top of the pile, the $29,790 LTZ has all of the above, plus 18-inch alloy wheels, sunroof, climate control air con, and heated, leather-trimmed front seats.
Depending on the grade, the hatch costs $1000 to $2000 more than the sedan.
The i30 Sedan range kicks off with the Active trim, available as a six-speed manual ($24,790) or a six-speed automatic ($26,790), before stepping up to the auto-only Elite trim at $30,790 - all about $3000 more than the hatch.
Before the end of the year they'll be joined by the sporty-flavoured N Line models, available in manual ($30,290) or seven-speed DCT automatic ($32,390), or the fancy-feeling N Line Premium, for $37,290.
Active cars get 17-inch alloy wheels, a leather-appointed interior, wireless smartphone charging, an 8.0-inch touchscreen with Apple CarPlay and Android Auto, as well as a comprehensive safety suite - which we'll circle back to under the Safety sub heading.
Elite cars add dual-zone climate control, twin 10.25-inch screens - one in the centre of the dash, the other in front of the driver - with satellite navigation, a BOSE eight-speaker stereo and DAB+ digital radio.
Finally, N Line cars will add a sportier engine, unique bodykit with new-look front and rear bumpers, and a new mesh grille. There's also twin exhaust tips, LED headlights and taillights, and 18-inch alloys, while the N Line Premium adds a sunroof, front parking sensors, 10-way power adjustable, heated and ventilated front seats and a heated steering wheel.
Engine & trans
The Astra hatch comes with a choice of two petrol engines. A 110kW/245Nm 1.4-litre four-cylinder turbo powers the R grade, and a 147kW/300Nm 1.6-litre turbo four sits in the RS and RS-V.
All Astra sedans come with just the 1.4-litre engine.
Buyers have a choice of a six-speed manual (when paired with the 1.4-litre engine torque is 240Nm) or six speed automatic.
CarsGuide test pilot Stephen Corby drove the Astra R grade and pointed out that Holden notes a 0-100km/h time for the base car of "n/a", which pretty much says it all, while our RS and RS-V hatch drivers, including me, found the 1.6-litre to have good acceleration (claimed 0-100km/h in 7.8s).
The six-speed auto in the RS-V hatch is slow and emotionless, while the six-speed manual's short gear ratios keep the turbo going hard.
When it comes to the sedan engine, that 1.4-litre, while competent, doesn't impress the socks off me. But (with socks still well and truly on) it does suit the nature of the sedan far more. The hatch needs a gruntier powerplant to suit its sporty styling and firmer suspension. Lucky there's a 1.6-litre that delivers more mumbo.
It's a pretty tried and true powertrain this, with the i30 Sedan Active and Elite both fitted with Hyundai's 2.0-litre petrol engine producing 117kW and 191Nm, pairing with a six-speed manual or a six-speed automatic.
The combo feels dependable, rather than exhilarating, but does produce enough grunt to get you humming along easily enough. Frustratingly, there are some super-clever hybrid-assisted powertrains available internationally, but we don't get them in Australia. At least, not yet.
First the hatch. Sure, the 1.4-litre engine is the least powerful but it also uses less fuel, with Holden's claimed combined cycle figure being 5.8L/100km in manual and automatic. The 1.4-litre also only requires cheaper 91 RON fuel. The 1.6-litre engine needs 95RON, and the official figure is 6.5L/100km in the manual and 6.3L/100km for the auto. You'll 52 litres of it to fill the tank.
These are low claims and the stop-start tech would help achieve those figures. Our own driving found real-world consumption is higher, with the RS recording 8.6L/100km on the dash computer, while the manual RS-V scored 7.1L/100km.
After 250km in the RS-V auto the trip computer was reporting 10.2L/100km. I also found the fuel gauge needle moved towards empty faster than rivals I've driven. I don't think the Astra's efficiency is the core issue here, more my driving style, and it could be down to the Astra's 48-litre fuel tank, which is three litres smaller than the Mazda3's, and two litres less than the Corolla and i30's.
The sedan returns similar mileage, with official (combined cycle) fuel consumption for the manual sitting at 5.8L/100km, and the auto at 6.1L/100km. The trip computer in our automatic LS reported 8.2L/100km after a little more than 100km of country road driving.
Three CarsGuide reviewers drove three different versions of the Astra, and it's pretty clear the R didn't impress in the same way the RS and RS-V did. While the chassis felt great, the issue was put down to the 1.4-litre engine, which had to work hard while the automatic droned on.
I took the RS-V on my 150km country road test loop and found the chassis to be taut and well balanced, and by the feel of the firm dampers, set-up for more sporty driving and handling rather than comfort.
The RS-V's 18-inch rims, with low-profile 225/40 R18 92W Bridgestone Turanza rubber mean you'll feel almost every crack and bump in the road. Great grip, but the ride isn't comfortable.
The six-speed automatic doesn't match the 1.6-litre engine's perky personality, in that it's slow to change gears. Shift paddles on the steering wheel would add more connection to the driving experience.
Vani's RS-V was a six-speed manual and she loves how quickly that gearbox responds. All all our testers agree the steering is accurate, but artificial and light, although the sport mode gives it more weight, along with changing the throttle response to be sportier.
While the hatch has sporty styling and a firmer ride, Holden has tuned the placid-looking sedan's suspension to be comparatively supple. It's a far more comfortable drive.
I had seat time in each grade. The LS with the manual is the most enjoyable to drive - shifting is easy, the gear ratios are nicely spaced and I could get more out of that 1.4-litre engine.
Being tall and all arms and legs, I found I had to drive with the middle armrest up – my elbow kept bumping into it otherwise when shifting. The clutch also has a high return position.
The auto-only LT and LTZ ride just as comfortably as the LS manual. Steering on all grades has been tuned for Australian roads, and it feels accurate, well weighted and smooth. I've driven far fancier cars with steering that isn't anywhere near this good.
Cabin insulation is also impressive in the sedan – the hatch on the other hand has a fair bit of noise intrusion.
And that engine? Well, you're not going to win any drag races, but the comfortable ride and smooth steering, combined with looks that don't promise land speed records means it's far more suited to the sedan than the hatch.
Even with two well fed Holden employees and myself on board, the sedan didn't once feel like it was running out of puff, even on steeper hills.
The Astra sedan doesn't have the handling ability of its hatch sibling, it also has a ridiculously large turning circle of 11.9m (the Mazda3's is 10.6m), but it just skims in at seven out of 10 thanks to that great steering feel, and well-tuned suspension, keeping the ride comfortable and composed.
It's not an excitement machine, the i30 Sedan (the incoming N Line models with their turbocharged engines should better fulfil that role) but what it lacks in outright speed it makes up for with its road manners.
We came away impressed with its ride and handling balance, with the newest Hyundai feeling genuinely competent in corners - so much so that we were longing for more grunt - yet comfortable on the dodgy road surfaces of the city, too.
Part of that is likely down to Hyundai's local chassis tuning, but could also be down to the fact the Sedan rides on a new and different platform (the K3) to its hatch sibling. Either way, this i30 balances the dual roles of comfort and connection to the road below with aplomb.
There are some downsides, though. The engine, though providing enough shove to move you around fairly easily, lacks the urgency required for overtaking or for spirited take-offs. Instead, planting your right foot makes things get louder and more gruff in the cabin, without producing much in the way of extra performance. You're far better off treating it gently, and letting it do its thing without asking too much of it.
It's an easy, breezy, largely care-free drive. It won't get your heart beating any faster, but nor will it have you kung-fu-gripping the steering wheel in frustration. But we do wish Hyundai could have gotten its hands on those European mild-hybrid engines.
The R+ hatch adds a safety pack which includes such as AEB and lane keeping assistance.
The LS+ sedan is $1250 more than the LS and comes with suite of safety gear including lane keeping assistance, lane departure warning and forward distance indicator.
You'll find two ISOFIX mounts and three top tether points for child seats across the back row in the sedan and hatch.
Safety is an interesting one, given Hyundai won't be submitting this vehicle for ANCAP testing. Recent changes to the testing regime require the addition of a central airbag to qualify for a full five-star rating, and the i30 Sedan doesn't have one, meaning it would likely max out at four stars.
Does that mean it's unsafe? Nope. Just that ANCAP's testing requirements are moving quickly, and not all cars have managed to keep up.
You'll find six airbags, along with the usual braking and traction aids, before the tech steps up to the active safety stuff, like AEB with pedestrian and cyclist detection, as well as junction detection, plus lane keep assist, lane following assist and active cruise - all in the Active model. The Elite trim then adds blind-spot monitoring, rear cross-traffic alert and rear parking sensors.
The Astra hatch and sedan are covered by Holden's three-year/100,000km warranty.
Servicing is recommended every 15,000km or annually. The Astra also comes with Holden's life-time capped-price servicing. You'll pay $229 for each of the first four services, then $289 each for the next three before stepping up higher as the car ages.