Hyundai i30 VS Toyota Yaris
- 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
- Plenty of exterior style in a tiny package
- Safety stuff on point
- New cabin tech a major bonus
- The price raises eyebrows
- Interior treatment doesn't feel particularly plush
- Petrol-only models can feel a little thrashy
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|
Have you ever heard the saying you can’t get something for nothing? It could have been written about this all-new, fourth-generation Yaris.
It’s bigger, far safer and more feature-filled than the ageing city car it replaces. It introduces hybrid powertrains for the first time, debuts safety systems never before seen in a city car, and rolls-out the long-awaited cabin technology that the last Yaris sorely missed.
All of which is good news? The not so good news? You will be paying handsomely for all those changes. Yes, the new Yaris marks the end of the sub-$20k Toyota. And it ends it by some margin.
So does the value proposition still stack up? Or are you better off taking the never-smaller step up to the bigger Corolla. Join us as we find out.
|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.
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?
Short answer? I like it. The Yaris wears a shrunken version of Toyota's design language, a little like a Corolla's been shrunk in the wash.
Like with any car, the more you spend, the better it looks, and the little Yaris looks its sharpest in top-spec ZR guise, with its 16-inch alloys and two-tone paint job (the black roof looks especially sharp against the electric blue paint job).
The blacked-out grille area looks a little like a grouper feeding, but for mine, it works, lending the Yaris a street-smart style that sets it apart in the city car segment, but I simply can't stomach steel wheels on a car that's north of $20k, which rules the entry-level model out, for me at least.
Step inside, and you're met with a quality-feeling interior, if one that lacks some creature comforts and soft-touch materials when you consider the price point. There is no shortage of hard plastics, and even the material that lines the doors in the top-spec models feels paper thin.
The view from the front seats especially is light-years ahead of the car it replaces, with the 7.0-inch colour screen and digital driver display dominating the view. The back, however, is fare more austere, where you'll find seats and... well that's about it.
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 new Yaris measures 3940mm in length, 1695mm in width and 1505mm in height, and rides on a 2550mm, making it a bigger car than the vehicle it replaces. It will also serve up some 270 litres (VDA) of luggage space with the 60:40 rear seats in place.
The extra room is a boon for rear passengers. I put the backseat to the test sitting behind my own 175cm-tall driving position, and I had more than enough knee and headroom to make me feel comfortable. Then for the ultimate test, I put CarsGuide's tallest scribe (and NBA star in another life) Richard Berry in the window seat alongside me, and we decided we could both travel in genuine comfort.
There are ISOFX attachment points in each window seat in the back, and cupholders up front, but the backseat does lack cupholders, a pulldown seat divider, air vents or climate controls, USB ports or power outlets - there's not much of anything back there.
Front seat riders get a pair of cupholders, a single USB port and power outlet, and a deep, phone-sized storage bin in front of the gear shift.
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.
Let’s get the tough stuff out of the way first: the new Yaris arrives in three trim levels - the Ascent Sport, SX and ZR - with the cheapest, manual-equipped vehicle costing $22,130, stretching to $32,100 for the most expensive, hybrid-powered ZR.
That marks an entry-point increase of almost $7000, with the former model’s cheapest offering being the $15,390 Ascent Manual - a price increase of more than 40 per cent.
An even tougher pill to swallow? The cheapest Corolla is the manual-equipped Ascent Sport, yours for $23,895 ($1765 more than the entry-level Yaris), and if hybrid is your bag, you can opt for the $27,395 Ascent Sport Hybrid - which means you can get an electrified Corolla for less money than an electrified Yaris.
Anyway, let's unpack. The Yaris range kicks off with the Ascent Sport, which can be had with a manual transmission ($22,130), or with a CVT automatic $23,630.
Outside, you get 15-inch steel wheels, halogen headlamps, LED DRLs and tail lights and rear fog lamps. Inside, you'll find fabric seats, manual air-con, a USB charge point and a 12v power outlet.
On the tech front, you'll find a 7.0-inch touchscreen inside with Apple CarPlay and Android Auto, as well as a smaller 4.2-inch driver info screen. You'll also get a six-speaker stereo and DAB+ radio.
But it's on the safety front where the tiny Yaris really shines, with the brand boldly declaring it the world's safest city car. But we'll circle back to that under the Safety sub-heading.
The range then steps up to the SX, which can be had with the conventional petrol ($27,020), or with a hybrid powertrain ($29,020), which adds a lithium-ion battery and electric motor. The new hybrid system includes a pure EV driving mode, but Toyota is thus far unable to confirm now many electric-only kilometres it will deliver.
That extra spend also buys you navigation with live traffic, auto air-con, keyless entry and push-button start, a digital speedo, tachometer and hybrid use gauge, as well as a leather-accented wheel and better cabin materials. Outside, you get 15-inch alloys, LED headlights, privacy glass and silver exterior design elements.
Finally, you can opt for the top-spec ZR, available as a petrol ($30,100) or hybrid ($32,100). For that, you get optional two-tone paint, as well as 16-inch alloy wheels, and a rear spoiler.
Inside, you get sport seats up front, paddle shifters for the non-hybrid model, and nicer interior design elements like piano black inserts and Y (for Yaris) embossed seats. You also get a head-up display, blind-spot monitoring and an intelligent parking system.
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.
The Yaris is offered with a 1.5-litre, three-cylinder engine which will produce 88kW and 145Nm, paring with a six-speed manual transmission in the cheapest model or a CVT auto in the more expensive cars.
The hybrid system adds a lithium-ion battery and an electric motor for a combined power output of 85kW (Toyota hasn't confirmed the torque figure), which suggests its running a de-tuned version of the 1.5-litre engine.
The new hybrid system includes a pure EV driving mode, but Toyota is thus far unable to confirm now many electric-only kilometres it will deliver.
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.
The perks of a hybrid powertrain reveal themselves here, with the electrified Yaris reporting a claimed 3.3L/100km on the combined cycle, with 76g/km of C02. Petrol-powered cars (CVT) make 4.9L/100km and emit 114g/km of CO2.
Petrol vehicles are fitted with a 40-litre fuel tank, while hybrid cars make do with 36 litres.
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.
It’s a tough nut to crack, the Yaris. Largely because the vehicle that appears to make the most sense from behind the wheel, also makes the least sense in a lot of ways, too.
We cycled through petrol-only and hybrid cars, and in my opinion, the electrified vehicles feel the most natural from the driver’s seat - and deliver the most of what you might be expecting from a vehicle touted by Toyota as a revolution in the city-car space.
While the petrol vehicle can feel a little thrashy and loud in the cabin under hard acceleration, the hybrid - which, given its combined power output is actually lower than that of the petrol-only vehicle, must be using a de-tuned version of the 1.5-litre engine - feels a smoother, more complete drive.
The extra weight, too (though only around 65kg or so) seems to help settle the ride, which, when combined with Toyota’s TNGA platform, delivers a car that feels fun and enthusiastic from behind the wheel, with a satisfying ride and steering that’s both easy and predicable.
All of which makes perfect sense. The part that doesn’t, though, is that you need to weigh those facts against the fact that, at either $29,020 or $32,100, you can own a bigger hybrid Corolla for less money. Hell, you can just about buy a hybrid RAV4. And given there’s not a lot of duds in the reborn Toyota’s line-up, that’s a tough financial pill to swallow.
All the things the hybrid models do well are performed a little less impressively in the petrol-powered cars. They remain fun, perky little city cars, but they don’t shift the needle in that segment, at least as far as dynamics go, in the way we perhaps expected them to.
The engine is a little louder and a little courser, and the ride a little more jumpy - the latter of which is a bigger complaint amongst my CarsGuide colleagues than it was for me, but I do like the feeling of being truly connected to the road below me, and am willing to make some comfort sacrifices as a result.
All in all, it’s a very good offering from Toyota, with only the sky-high weight of our expectations, and its price, weighing against it.
If you have a love of small, easy vehicles, there’s no doubt the Yaris will scratch that itch. It’s lightyears in front of the car it replaces, is surprisingly spacious and practical, and the tech and safety updates are a very welcome addition, the former of which - led by Apple CarPlay and Android Auto - will genuinely transform your ownership experience.
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).
It's got to a high score here, given the Yaris debuts safety systems not seen in cars this size, or this price bracket.
That story begins with eight airbags - including two front centre airbags, the only car in this segment to get them - and the usual suite of braking and traction aids.
Then the tech steps up, with Toyota's pre-collision safety system, which has AEB with pedestrian and cyclist detection, as well as active cruise control, intersection turn assistance, lane trace assist with active steering, road-sign recognition and a reversing camera.
That's on all models too, with the top-spec ZR adding a head-up display, blind-spot monitoring and an intelligent parking system.
The new Yaris scored the maximum five-star ANCAP rating.
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!