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Hyundai i30


Hyundai Veloster

Summary

Hyundai i30

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.

This was hammered home by the sheer brilliance of 2017’s i30 N, which for many reasons remains a premier league hot-hatch experience to this day.

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.

Safety rating
Engine Type1.6L turbo
Fuel TypeRegular Unleaded Petrol
Fuel Efficiency7.5L/100km
Seating5 seats

Hyundai Veloster

Promise me something. Don’t judge a Hyundai Veloster just by its looks, especially this new generation which has just arrived.

There will be some who think this quirky three-door hatch with its cranky-frog appearance is all show and no go, while others will think it must be a hot hatch. It’s neither.

So, what is it, then? If anything it could be the perfect compromise car: a coupe with easier access to the back seats than a two-door, a choice of engines, an affordable entry-point, plus good dynamics and a comfortable ride.

I went to the Australian launch of the new Veloster and here’s what I found out about this much improved second-generation model.

Safety rating
Engine Type1.6L turbo
Fuel TypeRegular Unleaded Petrol
Fuel Efficiency7.3L/100km
Seating4 seats

Verdict

Hyundai i308/10

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.


Hyundai Veloster7.6/10

The Veloster might not be the perfect family car with its small boot and three doors, but if you are looking for something different and sporty then the Veloster with its great driving dynamics could be the funnest reason not to buy an SUV like everybody else. 

The Turbo is the sweet spot in the Veloster range for value - the most bang for you buck, plus plenty of great features.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.

 

Design

Hyundai i30

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?


Hyundai Veloster8/10

Nobody had seen anything quite like the Veloster before the first one arrived in 2012. This ugly-pretty hatch with cranky frog looks made Australia rubber neck.

It arrived just after Hyundai had finished winning over Aussies with small affordable cars with outstanding five-star ANCAP safety scores and it was a case of  'now for something completely different.'

I’m going to put it out there and say the styling was about half-a-decade ahead of the trend because by the time 2017 rolled around brands like Toyota were coming up with pretty similar designs in the form of its C-HR and even more recently Lamborghini’s Urus bears more than a passing resemblance to the Hyundai. Where have you ever seen that written before?

This second-generation Veloster has arrived looking a bit more grown up and serious than the pioneering first-gen, with its longer nose and sleeker head and tail-lights, the latter of which now extend through into the tailgate.

And while it’s not quite as toy-like in its design as the original it’s still fun looking and different with the pumped up wheelarches, central exhaust, a roofline which slopes dramatically down to the oversized rear spoiler and the three-door design – one for the driver, the front passenger and a single entrance to the second row.

Yep, if you didn’t realise it then you should know that from the right-hand side the Veloster looks like a two-door coupe, but from the left it appears to be a four-door. Not even Hyundai can give me a reason why, other than it offers the practicality that a two-door coupe can’t.  

All Velosters come with 18-inch alloy wheels but each grade’s rims come in a different design, while the Turbo and Turbo Premium have blacked-out side skirts and a sporty grille with a red-painted lower air-intake.

Each grade of Veloster comes with a different interior package with a black and blue colour scheme with cloth material in the entry-level car; while the Turbo’s cabin is black with red highlights using cloth and leather; and the Turbo premium is similar but with leather upholstery.

That said, there’s way too much hard plastic used on all grades, from the dash to the door sills and that brings the feeling of quality down even if the fit and finish of the cabin is excellent.

At 4240mm long, 1800mm across, and 1399mm tall the Veloster is about 100mm shorter in length than an i30, a little bit wider and not quite as tall, giving it a low and planted stance.

Colours include 'Red Ignite', 'Yellow Thunder Bolt', 'Chalk White', 'Dark Knight', 'Tangerine Comet', 'Phantom Black' and 'Lake Silver'. Frankly a frog-looking car should come in green, but that isn’t offered, neither is blue, grey or purple.

Practicality

Hyundai i30

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.


Hyundai Veloster6/10

It’s not. Well not very practical anyway, not in the same way a Hyundai i30 is or even a Kona SUV is.

Let’s go straight to the obvious one – the three doors. A door for the driver, one for the front passenger and another on the kerb-side of the car for entry into the two seats in the second row.

Yes, it’s quirky and different, but it’s frustrating for the those who need to climb in from the left-hand side and scoot across a hard plastic tray and cupholders in the centre to sit behind the driver.

To be fair, the aperture of the entry has been widened by 58mm, improving entry and egress and headroom in the second row has been increased, too.

At 191cm tall I can just sit behind my driving position while my hair is brushing the ceiling. Not a place I’d like to be a on a long trip, that’s for sure.

Hyundai argues that the third door provides practicality that a two door doesn’t have, which is true, but that’s like making a T-shirt with one long sleeve and a short one just in case it’s colder than you thought outside. No, it isn’t… but I can’t think of a better analogy right now.

Did you notice that the front doors are different lengths? The driver’s door is long because the B-Pillar on that side is positioned further rearwards than the other side while the passenger door is short. This causes a few issues – the driver’s door is heavy and if you park next to somebody you might have trouble opening it far enough for you to clamber out.

Cargo capacity of the boot is 303 litres, which is about 60 litres less than the Kona’s. That isn’t terrible but check to see if your pram will fit if you have small kids.

Actually, the Veloster is not the best choice for a family car – you need an i30 or Tucson.

But if you don’t have kids and will only occasionally ferry people around in the back, then the Veloster is far more suitable.

Cabin storage is good with two cupholders in the back, and two up front, along with slim door pockets up front, a large centre console storage bin under the centre armrest and a big hidey hole in front of the shifter.

As for power outlets you’ll find a 12-volt along with two USB ports up front – a media connection and charging-only one.

Price and features

Hyundai i30

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.


Hyundai Veloster8/10

There are three grades in the Veloster range with the entry-point simply called Veloster, which lists for $29,490 with a manual gearbox and $31,790 for the automatic transmission.

Above this is the Turbo, which lists for $35,490 for the manual (add $3K for a dual-clutch auto) and at the top of the range is the Turbo Premium for $38,990 in manual guise and, that’s right, three grand extra for the dual-clutch.

The standard equipment list is impressive. Well, it is for the Turbo and Premium, but the entry-grade Veloster still comes with a good safety suite (read about that below) and features such as LED daytime running lights, a 7.0-inch screen with Apple CarPlay and Android Auto, single-zone climate control, sports front seats, leather-clad steering wheel, 18-inch alloy wheels with Michelin Pilot Sport 3 tyres and switchable drive modes if you go for the auto transmission.

The Turbo is the sweet spot in the Veloster range for value coming standard with an 8.0-inch screen with Apple CarPlay and Android Auto, eight-speaker Infinity sound system, proximity unlocking, LED headlights, sat nav, digital performance gauges, digital radio and Michelin Pilot Sport 4 tyres.

The Turbo Premium has all of the Turbo’s features but adds leather upholstery, heated and ventilated seats, power adjustable driver’s seat, head-up display, heated steering wheel, sunroof, and wireless charging for your smartphone. Plus, this grade gives you the option of the two-tone effect with the black roof for $1000. Premium paint on all grades costs $595.

Engine & trans

Hyundai i30

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.


Hyundai Veloster7/10

There are two engines in the Veloster range: a 110kW/180Nm 2.0-litre naturally aspirated petrol four cylinder in the entry-grade car; and the 150kW/265Nm 1.6-litre turbo-petrol four in the Turbo and Turbo Premium.

Both engines can be had with a six-speed manual, while the 2.0-litre is also available with a six-speed automatic and the 1.6-litre is offered with a seven-speed dual-clutch auto.

For me, the best combination is the turbo engine with the manual gearbox. For more on what the Veloster is like to drive, skip on down to that section below.

Fuel consumption

Hyundai i30

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.


Hyundai Veloster8/10

Hyundai says that after a combination of open and urban road driving the 2.0-litre petrol engine with the six-speed manual will use 7.0L/100km, while the six-speed auto will need 7.1L/100km.

In my test drive of the automatic the trip computer was telling me it was using an average of 7.1L/100km but that was mainly country roads.

As for the turbo engine Hyundai says consumption will be 7.3L/100km with the manual gearbox and 6.9L/100km with the dual-clutch. My testing of the DCT car saw the trip computer report 6.8L/100km after motorways and then getting lost in Brisbane’s CBD during peak hour. Not bad at all.

Driving

Hyundai i30

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.


Hyundai Veloster8/10

I kicked things off in the base grade Veloster with its 2.0-litre four-cylinder engine and six-speed automatic, then upgraded to the Turbo Premium with the 1.6-turbo and dual-clutch auto, before piloting the mid-range Turbo with the six-speed manual gearbox. It was enough for me to see straight away which I’d want in my driveway.

And ‘yeah-nah’, it wasn’t the base grade Veloster. Not for me, anyway. The frankly superb (for the money) suspension is let down by an engine which can’t offer the performance a car this well set-up deserves.

Still, you get the look, great handling, outstanding steering and a comfortable and composed ride for less money than the rest. So, if ‘extra sporty’ driving doesn’t matter to you, then you will still love the way the entry Veloster feels to pilot.

If you have a little more to spend my recommendation is the middle-of-the-range Turbo with the six-speed manual. This is the bang for your buck winner with that 1.6-litre turbo making 150kW/265Nm at a pretty darn good price.

You’ll find the same engine in the Hyundai i30 N-Line, but the Veloster Turbo with a manual gearbox is 1270kg - 45kg lighter than the i30, giving it a better power-to-weight ratio.

The lightness and all that torque rushing in from 1500rpm, combined with quick and natural steering makes the Veloster Turbo feel so pointable, changing direction almost as quickly as you can think it.

The manual gearbox just ups the engagement factor, with a light clutch pedal and easy ‘flick of the wrist’ shifts.

If you’re going to be commuting in traffic daily then you’d probably be happier with the dual-clutch auto, which reduces the driver-car connection but has its own benefits over the manual.

First, the DCT can shift faster than any human, and second when it moves to a higher gear the burbling exhaust note lets out satisfying deep burps.

The official 0-100km/h acceleration time for the Turbo cars is 7.1sec for the DCT auto, and 7.7sec for the manual.

All Velosters have the same suspension tune and it’s much improved over the previous model. MacPherson struts underpin the front while suspension in the back has been swapped from a torsion beam to multi-link set-up which has improved high-speed and cornering stability, while giving the Veloster a comfortable and composed ride.

Hyundai has done a top job in designing the driving position, too, with a low hip point, supportive seats and plenty of elbow room.

You might be wondering what visibility is like in a car with a mini-tank turret and it’s nowhere near as bad as you might think.

Hyundai has moved the A-pillars back to improve the view, but they are still a bit in the way while looking rearward, your sight obstructed by the chunky C-Pillar and small windows. But use your mirrors and the reversing camera when parking and you’ll be fine. 

That brings us to looking at how practical something like the Veloster is…

Safety

Hyundai i30

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).


Hyundai Veloster8/10

This new-gen Hyundai Veloster hasn’t been given an ANCAP assessment yet, but it’s likely the rating could be split between a four-star score for the entry grade and a five-star for the Turbo and Turbo premium.

This is because the entry car has AEB but it’s not the pedestrian detecting type which is found on the top two grades and is necessary for a five-star score.

That said, all Velosters have lane keeping assistance, while the Turbo and Turbo Premium add blind spot warning and rear cross traffic alert.

All Velosters have rear parking sensors, but none have front ones.

The LED headlights on the Turbo and Turbo premium are excellent. Keep this in mind if you’re thinking of the base grade and you live in a country area – its full beam headlights are nowhere near as good.

For child seats you’ll find two ISOFIX mounts and two top tether anchor points in the second row.

Ownership

Hyundai i30

Hyundai offers a five-year/unlimited kilometre warranty as well as 12 months of roadside assistance, with scheduled servicing at every 12-month or 15,000km intervals.

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!


Hyundai Veloster8/10

The new Veloster is covered by Hyundai’s five-year/unlimited kilometre warranty. Servicing is recommended every 15,000km or 12 months for the base grade Veloster and costs $279 for the first two visits followed by $365 for the next then $459 and $279 for the fifth.

The Turbo and Turbo Premium need servicing every 10,000km or 12 months and you’ll pay $299 for the first three visits then $375 and then $299 for the fifth.