Hyundai i30 VS Holden Barina
- Appealing design
- Excellent cabin upgrade
- Lively performance and handling
- Too much highway road-noise intrusion
- Misses out on i30 Elite’s top-drawer safety kit
- Firm ride and rack rattle over bumpy roads
- LT looks cool
- Good headroom
- Decent boot
- Not fun to drive
- Underwhelming engine
- Feeling its age
Since 2007, the i30 has consistently been Hyundai’s best model.
A car so focused on being an amiable Volkswagen Golf alternative, it’s even been co-developed in Germany. As such, over three distinct generations, there’s never been a dud version.
But does the i30 N-Line have the same impact in the non-full-fat, semi-skimmed warm-hatch category – you know, the sporty hatches that don’t cost the earth?
We drive the latest, 2021 i30 N-Line Premium to find out.
|Engine Type||1.6L turbo|
|Fuel Type||Regular Unleaded Petrol|
The Holden Barina is a nameplate that is arguably better known than many of the others in the company’s line-up. It has been around longer than Trax, Equinox, Colorado, Trailblazer, Spark… in fact, longer than everything but Astra and Commodore.
The current-generation Barina itself has been around for a while, too: it launched way back in 2012, and it’s fair to say the market has moved on a long way since then. But so has the Barina, following a refresh late in 2016 - and it remains one of the roomier offerings in the segment, and one of the keener-priced cars, too.
In fact, it managed to run eighth in terms of sales in the declining light-car segment in 2017… and yet, with nearly 4000 cars sold, there are still plenty of people interested in the Barina model.
So, does it still stack up?
|Fuel Type||Regular Unleaded Petrol|
Right now, the N-Line with the DCT is the fastest auto i30 you can buy, and that – plus all the luxuries and features that the Premium includes – makes it an attractive grand touring small car with sufficient speed and athleticism to entertain the keener driver.
But the manual i30 N at only around $5000 more significantly elevates the driving experience and thrills, while an auto is imminent. That’s what we’d save up for.
Still, as a fun and entertaining warm hatch, the i30 N-Line still offers enough consistency to warrant your attention. Easy to respect but hard to get really rapt over.
Would I recommend you buy a 2018 Holden Barina? In a word, no. There are better light cars out there for close to the money - cars that are more modern, more sophisticated, more refined, more efficient and better equipped.
At this point in time the Barina still has its place - if you just need a cheap set of wheels, I guarantee you will be able to score a good deal. But if it were me, and it was my money - but I had to buy a Holden - I’d be checking out the slightly smaller Spark (and saving a few bucks in the meantime) or trying to stretch the budget to the larger Astra.
Is the Barina due for replacement? Let us know in the comments section below.
For some people it’s what hasn’t changed that is the most interesting visual aspect about the 2021 i30 N-Line.
The “Sensuous Sportiness” nosecone found on all other i30s including the base grade does not apply here, for reasons which still aren’t clear, as most models bar the i30 N and Fastback are out of same South Korean factory. Yet even the latter (imported from the Czech Republic) are about to gain the fresh proboscis.
But is this a bad thing? Frankly, no, as the original front-end styling is arguably prettier than the fussy new visage.
Another thing is how well this pleasing 2017 design is ageing, with sober, elegant proportions and confident stance that reflect Hyundai’s desire to be classed as a credible Golf alternative. Plus, the N-Line body kit makes a statement without it being in your face. Listening, Honda Civic?
The Barina isn’t the most intriguing or attractive offering in the segment - that mostly has to do with the fact cars it competes against have changed quite a bit in the six years since the current-gen Holden launched.
There are more attractive rivals, but I think the update in late 2016 was definitely worthwhile. And in high-spec LT guise as you see here - with those stylish 17-inch alloy wheels standing out against the boxy silhouette of the Barina - it’s quite handsome. In fact, the LT for me is an 8/10, and the LS is a 6/10, so I’ve taken the average here.
The changes included new enclosed headlights with LED daytime running lights (DRLs) rather than the old ring-type headlights, a new grille, new front and rear bumpers, and revised tail-lights.
The interior isn’t quite as nice too look at, with loads of hard plastics of varying textures and qualities, while the ‘leather’ on the seats is unconvincing. It is pretty spacious, though..
Given the basic ingredients are shared with the i30 Active, the N-Line’s interior presentation is an impressive step up.
Not immediately obvious are small changes for MY21, including the 2.25-inch larger central touchscreen with its modernised graphics and repositioned and simplified access button. From the handsome steering and matte grey leather/vinyl upholstery to the red piping and stitching as well as brushed metallic accents, the look and ambience agrees with the N-Line Premium’s price positioning.
The new digital instrumentation, with its BMW-style (or is that Honda-like) hexagonal tacho and central speedo, provides enough differentiation from bread-and-butter i30s for it to feel a bit more special.
As do the panoramic sunroof, thick-rimmed wheel, sports front seats, black trim, double stitching and red seat belts, while the MY21 multimedia update has fresh graphics that is easy and pleasurable to use.
But while there’s no missing the digital speedo, the instrumentation lacks the clarity and elegance of the previous, classically analogue iteration. And it cannot be configured like Audi’s Virtual Cockpit. Where’s the scope for personalisation? It feels like a wasted opportunity.
Otherwise it’s all normal-i30 inside, which means big doors for unimpeded entry/egress, sufficient space, loads of practicality, excellent ventilation and a first-class driving position, offering a welcoming, intuitive interface between car and driver. Vision out isn’t too bad, either, aided by that huge central touchscreen and big exterior mirrors.
The N-Line Premium’s heated and vented front seats are superb, with the driver’s offering a 10-way electrical adjustment including lumbar support. They ensconce their occupants in all the right areas, with bolsters that grip you in tight through tight turns, and immediately make you feel like you’re in a sporty hatch. Their accompanying red seatbelts look great too.
The rear seat area is a bit smaller than in many rival small cars nowadays, but it isn’t a disaster, as the back bench/backrest combo is firm yet supportive, promoting a comfy posture. Rear face-level air vents, a centre armrest, huge door pockets, overhead grab handles, coat hooks, individual reading lights and windows that drop almost all the way are further bonuses. But betraying the i30’s age is the lack of USB ports, with only a 12V outlet in the (huge) centre console between the front occupants.
Finally, the cargo area is big, deep and handy, with a huge space available and a low lip to negotiate heavier objects over. Under the floor is a space-saver spare. Capacity is rated at 395 litres, extending to 1301L with the rear backrests dropped.
Overall, then, with its racy yet classy trim, the i30’s cabin in N-Line Premium guise is as inviting as you’d wish for in a warm hatch.
The Barina has one of the larger interiors of the segment, thanks in large part to its high roofline. It measures a close-to-its-peers 4039mm long and 1735mm wide, but at 1517mm tall, it isn’t far off compact SUVs.
There is really good headroom front and rear, and the driver’s seat has height adjustment - meaning taller drivers can lower themselves in pretty nicely, but the passenger front seat doesn’t have height adjust, and it sits quite high.
The media system is a 7.0-inch touchscreen with two USB ports (one to connect, one to charge - both located in the top glovebox) and Bluetooth phone and audio streaming - and you get that system in both variants. The screen is supposed to have Apple CarPlay and Android Auto, but when I connected my iPhone it wouldn’t show up the mirroring screen… which was annoying, because there’s no sat nav.
The driver-info display may be a monochrome thing, but it is super handy to have a digital speed readout, and you can keep an eye on other key bits of info, like fuel use.
Back-seat legroom is adequate, but not exceptional - behind my own driving position (I’m 183cm tall) my knees were hard-up against the seat. You could fit two adults in the back pretty comfortably, but three would be hard work. If you tend to transport younger passengers, the dual ISOFIX and three top-tether child-seat anchors will come in handy.
Storage in the back is poor - there is no rear door storage at all, only one map pocket and no fold-down armrest. There’s just a single cup holder in front of the middle seat.
Up front there are two cupholders between the seats, and there are large pockets in the doors but they aren’t formed to hold bottles, so your fizzy might go flat from shifting around. The dashboard console is quite small, and there’s no covered armrest between the seats - but the driver gets a van-style armrest.
The biggest issue I have with the cabin is that the steering wheel is huge - like, it’s the same one used in the old Commodore, and it’s way too large for the Barina’s cabin - and the gear-shifter is oversized, too. Smaller features would make for a more spacious cockpit, and it’s a bit too easy to accidentally put it all the way down into M for manual mode, rather than D.
The boot of the Barina is fairly good for its size at 290 litres (VDA), and that expands to 653L with the back seats folded down in 60/40 formation - it’s a good cargo hold, albeit with a large, deep load lip, and there’s a space-saver spare under the floor.
There are some other little things that are good: the fact the electric windows have auto-down (and auto-up on the fronts). And some things that aren’t: the masses of hard, cheap-feeling plastics; the knobs and dials that don’t feel great to turn; and the seats are pretty uncomfortable.
Price and features
In October, 2020, Hyundai facelifted the PD-series i30 hatch.
Known as the PD4, most of the range gains a wide toothy grille with chrome bars and a sleeker shape to the front bumper as well as fresh lighting elements – but not the N-Line. Why? More on that later. You’ll also find a revised rear bumper and diffuser. The inevitable price rises have also struck, to the tune between $2400 and $3100 depending on grade.
However, there are plenty of new features for all MY21 i30s, including auto-folding side mirrors with heating, a 7.0-inch multifunction display and a restyled steering wheel and gear selector, while on the safety front all models include autonomous emergency braking (AEB) with pedestrian and cyclist detection, lane-keep and steering assist, lane following assist, adaptive cruise control with full stop/go functionality, driver attention warning and auto high beams.
Priced from $36,220, the N-Line Premium as tested here is on the expensive side, but it does usher in two significant changes over the regular i30 – a turbo-engine and dual-clutch transmission powertrain and an upgrade from a torsion beam to a multi-link rear suspension system. Both are transformative additions.
Additionally, you’ll find keyless entry/start, dual zone climate control with rear-seat air vents, heated and vented front seats, a powered driver’s seat, solar control glass, rain-sensing wipers, dusk-sensing LED headlights, front as well as rear parking sensors, sunroof, sunvisor extenders, digitised instrumentation display and wireless smartphone charger.
Meanwhile, a somewhat larger (to 10.25-inch) central touchscreen houses the wireless Apple CarPlay/Android Auto display, Bluetooth phone and audio streaming connectivity, a premium audio system upgrade, digital radio, satellite navigation and rear-view monitor, while a body kit, 18-inch alloy wheels shod with Michelin Pilot 4 performance tyres and a temporary spare round out things nicely. This i30 is heaving with gear.
Should buyers of the $29,490 Ford Focus ST-Line, $35,790 Honda Civic RS, $33,690 Kia Cerato GT Turbo and $35,290 Mazda3 G25 Astina be turning Hyundai’s way? Maybe, as the South Korean-built five-door hatch matches or exceeds most for kit – with the curious exception of blind-spot monitoring and front and/or rear cross-traffic alert (the Mazda’s got both) as well as the Civic’s excellent side lane-watch camera – while offering substantially more power and torque to boot than the lot (related Kia excepted).
One of the few options is metallic paint for $495.
The entry-level LS Barina has a list price of $14,990 plus on-road costs for the manual, or $17,190 plus on-roads for the automatic. But realistically, you should be able to bargain and pay $15k drive-away for the manual and $17k drive-away for the auto - or maybe less: I’ve seen dealers listing LS autos at $15k drive-away. And Holden is also promoting a free servicing plan for three years.
The same can be said of the LT automatic tested here, which has a list price of $20,390 plus on-road costs. I wouldn’t expect to shell out more than $19k on the road for this spec, because sales are hard to come by in this part of the market - especially when you can potentially get a bigger and better Astra for similar cash.
Let’s look at what each version of the Barina has in terms of standard specifications.
The LS has 16-inch alloy wheels, auto halogen headlights with LED daytime running lights, a 7.0-inch colour touchscreen with Apple CarPlay and Android Auto (supposedly!), plus a reversing camera and rear parking sensors.
The LT model trades up to 17-inch alloy wheels, plus it adds keyless entry and push-button start, a leather-lined steering wheel, 'Sportec' fake leather trim and heated front seats.
There are six different hues to choose from, and only 'Summit White' is included at no cost. The other options - 'Nitrate Silver', 'Boracay Blue', 'Absolute Red', 'Son of a Gun Grey' and 'Mineral Black' - will cost you an additional $550.
Engine & trans
While most i30s are stuck with a dull 120kW/203Nm 2.0-litre four-cylinder naturally-aspirated unit, the N-Line steps up to Hyundai’s 1591cc 1.6-litre twin-cam 16-valve four-pot turbo from the Gamma GDI gasoline direct injection family of engines, delivering a healthy 150kW of power at 6000rpm and 265Nm of torque from a low 1500rpm to 4500rpm.
Tipping the scales at 1436kg, it results in a lively 104.5kW/tonne power-to-weight ratio.
It drives the front wheels only via a seven-speed dual-clutch transmission (DCT), with a trio of drive modes – eco, normal and sport with corresponding green, blue and red instrumentation illumination – as well as a manual tip-shift (with forward/up and backward down) and a big pair of paddle shifters behind the wheel.
Powering the Barina is a 1.6-litre four-cylinder petrol engine, which produces 85kW of power and 155Nm of torque. There’s the choice of a five-speed manual or six-speed automatic, and the Barina is front-wheel drive.
The outputs of the engine are decent for the class, but the weight of the Barina - a porky 1248kg - means it doesn’t feel as sprightly as some competitors, many of which are below 1100kg.
There is no high-performance model - the Barina RS that came out in 2013 lasted a few years, but was axed in 2016.
Hyundai says the i30 N-Line Premium’s 1.6 T-GDi engine should average a combined 7.1 litres per 100km – 9.4L/100km around town and 5.9L/100km on the open road – but we managed a still-acceptable 9.2L/100km at the pump. That’s a fine effort considering how hard and fast we extended that four-pot turbo.
For the record, the Euro-5 emissions rated engine officially averages 167 grams per kilometre of carbon dioxide emissions.
Fitted with a 50L tank, some 700km between refills is possible. Standard 91 RON unleaded is recommended or 94 RON E10 mix is tolerable.
Because the Barina doesn’t have a downsized turbo engine like some rivals, it is claimed to use a relatively high 7.2 litres per 100 kilometres for the manual model (LS only), while the auto version (in LS and LT guise) is said use even more, at 7.5L/100km.
At the very least the fact the Barina can run on regular unleaded (91RON) means filling up will be a little cheaper.
It should come as no surprise to learn that this i30 is very much a warm – rather than sizzling hot – hatch.
Strong performance, eager steering, a taut chassis, a supple ride and strong brakes makes the N-Line walk the fine line between rorty girl/boy-racer runabout and comfy, refined grand tourer.
Around town, this means smooth and progressive acceleration – rather than all-or-nothing lunges forward – accompanied by light steering for easy manoeuvrability. Aided by a large camera and fairly good vision out, parking in tight spaces isn’t a chore.
Unlike most DCTs, Hyundai’s is tuned for eager off-the-line response and a minimum of hesitation, lacking the lag and jerkiness of most similar systems. What you’re left with is a smooth, speedy and slick shifter that is in keeping with the N-Line’s sporty aspirations.
In Sport mode, the turbo engine holds on to each ratio a little longer, for sustained thrust right up to the 6500rpm red line. A keen driver can have fun exploring the Hyundai’s outer limits safely, without spills… or thrills, for that matter.
That’s because the N-Line falls somewhat short of an i30 N as far as dynamics are concerned… shorter, in fact, that the price gap would have you expect.
While the handling and cornering characteristics are defined by accurateness and agility, with expected high levels of road-holding, mid-turn bumps do transmit through to the steering rack, making it rattle and shake; the front end can lose traction quite easily in damp conditions, and grip carving up through bends isn’t quite as tenacious as the best hot-hatches. What this car cries out for is a limited slip differential.
The ride quality – though a tad firm around town – isn’t uncomfortable by any stretch, with sufficient wheel travel for the Hyundai to be a happy urban commuter. Yet there isn’t quite the controlled and planted grip on offer to make this a satisfying driving machine.
That all said, this isn’t trying to be a Ford Focus ST or Golf GTI rival. To anticipate it as such would be naïve. That’s what the N’s for.
Probably the most glaring issue is noise intrusion, as there’s far too much tyre roar intruding into the cabin. Like most Hyundais, the i30 benefits from an Australian-specific chassis tune.
There are elements of the drive experience in the Barina that are fine, but not one part of it sets a benchmark for the segment. And in a class where almost every car is at least a little bit fun to drive - think the Mazda 2, Skoda Fabia, Volkswagen Polo, Ford Fiesta, Kia Rio, Peugeot 208, Suzuki Swift... I could keep going, but I'd prefer to drive any of those every day. Heck, even a Toyota Yaris or Hyundai Accent excites me more than this.
If all you do is potter from home to work, or home to the train station, there’s a good chance this will be fine as your means of conveyance. But if you’re the sort of person who wants a car they can enjoy, the Barina mightn’t be for you.
The LT model with its larger wheels may look pretty good, but the ride is fouled by those rims. And while the grip from the Continental ContiPremiumContact 2 tyres is genuinely good, the steering can be slow and heavy at times, and there’s a lot of road noise on coarse-chip surfaces.
Those wheels are nice and might be acceptable in a sporty hatch, but the performance doesn’t match up - the 1.6-litre engine is a little bit gutless at times, with its lack of torque meaning the six-speed automatic transmission is quite busy shuffling through the gears. That’s not unusual in this class, but the engine isn’t very refined, and can get trashy at high revs.
The transmission is not only busy, but it can be clunky when shifting, too - I noticed a few times when it was going between second and third gears.
Tested in 2017, the i30 scored a five-star rating in the ANCAP crash-test results.
Each model includes seven airbags, AEB as part of Hyundai’s Forward Collision-Avoidance Assist driver-assist suite of features that includes pedestrian and cyclist detection, lane-keep and steering assist, lane following assist, adaptive cruise control with full stop/go functionality, driver attention warning and auto high beams.
Additionally, vehicle stability management (stability control and traction control), anti-lock brakes with Emergency Brake Distribution and Brake Assist, hill-start assist, lane-keep assist, driver-attention warning, auto on/off headlights and tyre pressure monitors.
There are also two rear-seat ISOFIX points as well as three top tethers for straps.
Meanwhile, the AEB system operates between 10km/h and 180km/h (other vehicles), with a complete stop possible at speeds of up to 55km/h (stopped vehicle), 80km/h (moving vehicles) and 65km/h (pedestrians and cyclists).
Oddly, only the i30 Elite features Rear Cross Traffic Alert, Blind-Spot Collision warning and Safe Exit Warning (great for not dooring cyclists).
The fact the Barina is still marked with a five-star ANCAP stamp is potentially a bit misleading - the car was tested way back in 2011 for 2012 models onwards, and the strictness of testing has changed markedly over that period.
As a result, the Barina range still features the must-have inclusions you would expect - a reversing camera, rear parking sensors, and six airbags.
But in a world where auto emergency braking (AEB) can be had in cars from just $14,190 (the Kia Picanto), the Barina lacks that latest tech. No Barina can be had with AEB, even as an option, and you can forget lane-keeping assist, blind-spot monitoring or any of those other nice technologies that could prove life-saving. It’s a ‘no’ for front sensors as well.
Published online, the prices for the N-Line service is $299 for each of the first five annual services, then rises to $495 (year six), $585 (year seven), $370 (year eight), $310 (years nine to 11), $555 (year 12), $310 (year 13) and $585 (year 14) – and then onwards with similar varying numbers on Hyundai’s website right up to 51 years/510,000km service ($275 in 2021 dollars). Seriously!
Holden has rolled back that limited-time seven-year warranty, with the standard old three-year/100,000km plan in place once more. There is the option of extended warranty, with up to six years/175,000km available.
Holden requires the Barina to be serviced every nine months or 15,000km, which is reasonably lenient - some competitors require maintenance visits every six months/10,000km.
The costs are covered by Holden’s 'Know Your Cost Servicing' plan, with the first and second services priced at $249, the third and fourth at $349, while the fifth drops back to $249. No matter which way you look at it, it’s more affordable than a lot of competitors.