Hyundai i30 VS Citroen C3
- Excellent engineering throughout
- Sharp pricing
- Diesels are heavy
- Diesels are also slow
- AEB not standard across the range
- Great design
- Unbelievable ride
- Terrific engine
- Awkward centre console design
- Servicing costs
- Upfront costs
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|
Really small cars aren't what they used to be, and there are a number of reasons for that. The first is that, compared to five years ago, nobody buys them. The world of small hatchbacks is a shadow of its former self, mostly because there's so much money sloshing around in Australia that we buy a class up and often an SUV rather hatch.
As usual, Citroen is taking the path less travelled. There's no getting away from the fact that the C3 hatch has always been an a brave choice - there are still a few of the original, arch-roofed version kicking around, a car I was very fond of, despite it not being very good.
For 2019 Citroen has addressed a couple of glaring issues with the C3, namely a lack of safety gear that contributed to a four-star ANCAP safety rating and a couple of little dramas that marred an otherwise impressive package.
|Engine Type||1.2L turbo|
|Fuel Type||Regular Unleaded Petrol|
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.
As you've probably gathered, the C3 is a fun little car with a proper personality. Obviously it's not cheap - Japanese, German and Korean competition are all cheaper - but none of them are as individual as the C3.
And that's probably its strength and weakness. The looks are polarising - you'll spend your entire time with the car explaining the Airbumps to perplexed onlookers. The updated safety package is a huge help to making the C3 more comeptitive at a specification level, but the price of entry is still high - Citroen knows its market.
Would I have one? Definitely, and I'd love to try one in manual, too.
Would you consider a C3 now that it's got better safety gear? Or is that whacky exterior too much for you?
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.
Little has changed in the looks department, and that's a good thing. While the C3 isn't to everybody's taste, it's certainly a Citroen. The car has drawn heavily from the bold-as-brass Cactus, which I genuinely think is one of the greatest pieces of automotive design, certainly for a mass-produced car. Funky and, as it turns out, quite influential - have a look at the Kona and Santa Fe. The only real differences are colour-coded door handles with chrome strips.
All present and correct are the rubber Airbumps down the lower portion of the doors, the stacked headlight and DRL arrangement that is the "wrong" way around. It's chunky and very much aimed at the compact SUV crowd.
The cabin is basically the same and still terrific. Again, lots of Cactus in here, which includes the two of the best front seats in the business. The dash design is a cool departure from the rest of the planet, with lots of round-edged rectangles and a consistency of design across the Cactus and other Citroens. The materials are mostly pretty good, but the central console is a bit awkward-looking and sparse.
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.
The weird French approach to cupholders lingers with the C3. Perhaps to match the name, there are three - two in the front and one in the back at the rear of the centre console. Each door will hold a mid-size bottle for a total of four.
Rear-seat room is acceptable, with good knee room for adults up to 180cm. I toured around in the back and was perfectly happy behind my lanky son's front-seat lounging position. Headroom is very good front and rear as it's quite upright.
The boot isn't bad for a car this size, starting at 300 litres with the seats in place and 922 litres with the seats folded down. There is quite a step in the floor with the seats down. The floor is also not level with the loading lip, but it does liberate a few litres, so it's not a huge deal.
Price and features
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.
Prospective C3 buyers will have to endure a solid price rise on the old car, which landed just over a year ago at $23,480 before on-roads. The 2019 car lists at $26,990 but does come with an overall uplift in spec.
As you did previously, you get cloth trim, reversing camera, auto headlights and wipers, leather steering wheel, trip computer, climate control, rear parking sensors, cruise control, power windows all around, speed-limit recognition and a space-saver spare.
The 7.0-inch touchscreen carries over unchanged and includes Apple CarPlay and Android Auto. These are welcome additions, although the basic software is okay on its own. Like other Citroens and sister Peugeots, the screen hosts much of the car's functionality, which makes sorting out the air-con a bit of a memory game.
Engine & trans
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 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.
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.
Three things work together to make the C3 (see what I did there?) an excellent small car.
The first is the brilliant 1.2-litre turbo triple cylinder. This is such a terrific engine. It's not the quietest or the smoothest, but once you've got things spinning, it's torquey and keeps you rolling very nicely indeed.
In my previous outings in the C3, I've noticed a propensity for the transmission to engage a little too enthusiastically, particularly after waking from stop-start. It now seems to have had a little calibration update that has smoothed things out remarkably. It honestly doesn't feel as slow as its 0-100km/h figure suggests.
Secondly, it's incredibly comfortable for a small car. Even at launch, riding on 17-inch wheels I was impressed, but now on 16-inch wheels with higher-profile tyres, it's even more relaxed. The C3 is no corner-hugging handler, with a bit of body roll and a comfort-biased spring and damper setting, but it's not an understeering duffer, either. Only sharp tranverse bumps upset the rear (nasty rubber shopping centre speed bumps, I'm looking at you) and most of time it feels like a much larger and generously-sprung car.
These two form the basis of a package that seems equally at home in the city and out on the freeway. It's quite something.
Third, it neatly straddles the line between compact SUV and small hatch. Accepted wisdom would suggest sticking to one lane, but the successful blurring of the lines means that you get much of the visual and practical elements of that class while also not paying for, say, the C3 Aircross, which is an out-and-out compact SUV. It's a weird marketing play, but the "What's that?" chats in the shopping centre car parks weren't of the heated kind.
Obviously, it's not perfect. It's reasonably sluggish once you're past about 60km/h and grip is at a premium. The cruise control still needs way too much attention to activate and the touchscreen has too many functions crammeed in, as well as being a bit slow. The lack of AM radio is fixed by the addition of DAB.
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.
There are also three top-tether restraints along with two ISOFIX points in the rear.
ANCAP awarded just four stars to the C3 in November 2017 and at the car's launch, the company expressed its frustation at the low score, which it believed was a result of the lack of 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.
Citroen provides a five-year/unlimited-kilometre warranty as well as five years of roadside assist. Your dealer expects a visit every 12 months or 15,000km.
Service pricing is capped as part of Citroen's Confidence program. You'll be confident of paying a fair bit, though. Servicing starts at $381 for the first service, climbing to $621 for the third and moving around until the fifth year.