Hyundai Iload Reviews

The top three contenders in the local medium-sized (2.5 to 3.5 tonne GVM) commercial van class are the Toyota HiAce followed by the Hyundai iLoad and Ford's Transit Custom.

The current generation iLoad was launched in 2008. With only minor upgrades during its first decade on sale, it was recently given its first facelift with a new grille design plus new comfort and convenience features.

Vans like the Hyundai iLoad 2018 model are a common sight these days, because they're appealing to tradies, shop owners, delivery people and couriers.

Mark Oastler road tests and reviews the new Hyundai iLoad diesel auto with specs, fuel consumption and verdict.

Peter Anderson road tests and reviews the Hyundai iLoad with specs, fuel consumption and verdict.

More than a quarter of a million Toyota HiAce vans have been sold in Australia - but history is no pointer to the future of buyer trends. European manufacturers are taking a swipe at Toyota's lead, at the same time that the giant Japanese maker is seeing HiAce sales being lost to Hyundai's iLoad van model.This year to May, Hyundai sold 243 iLoads against 186 HiAces. But while the Korean now dominates commercial vans, the HiAce bus sold 264 units to give it dominance in the sub-20 seat bus sector.The Europeans are also in the race and though now small in number, there's a wave coming. This year in WA, Fiat sold 10 Scudo vans, Mercedes sold 24 Vitos, Ford found 66 Transit owners, Mitsubishi's Express went to 46 buyers while under the radar, Peugeot won two sales with its Expert, Volkswagen sold 17 Transporters and Renault's Trafic had five sales.Renault MasterRenault Trafic's big brother, the Master, is one of the latest to be upgraded as it takes on the Australian market. Renault has the biggest share of Europe's huge van segment but is almost unknown here. That may change.The Master is designed for big loads to be hauled over long distances - perfect, it seems, for Australia. It comes with payloads of up to 1650kg and in its long wheelbase format (there's also mid and short wheelbases) can fit up to three standard Australian pallets.The cargo area is 12.5cu.m - and even in the mi-wheelbase model, it's a cavernous 10.3cu.m - while the rear barn doors open to 270-degrees for easy loading with a forklift.The Master comes with one sliding door (on the left side), which is 1200mm wide, while a second sliding door is available as an option. For the Australian market, Renault boosted safety by fitting a steel bulkhead and a cargo barrier as standard equipment. This adds to the electronic stability control, traction control, ABS brakes and airbags for the driver and passenger.Pricing starts at $43,990 for the manual mid-wheelbase model and runs through to the long wheelbase with automated transmission for $47,490. The new Master is powered by a 107kW/350Nm 2.3-litre four-cylinder turbo-diesel that drives the front wheels through either a six-speed manual or $2300 optional six-speed automated (clutchless) transmission.Fuel consumption is claimed at 9.0 L/100km for the manual and 8.5L/100km for the automated version. More pertinent is the Master's range of more than 1230km with the semi-auto version. The fuel tank holds 105 litres. For fleet buyers, the new Master has low running costs and a three year or 200,000km warranty.Toyota HiAceSafety also features high for the Toyota HiAce but it can't match the Renault's standard equipment. All HiAce models have two airbags, ABS brakes and brake assist as standard.There are 12 models in the HiAce range, comprising three body styles, two wheelbases, two engines and two transmissions. The bodies are long wheelbase (2570mm), wide-body and high roof "Super-Long'' wheelbase (SLWB) van and the commuter bus (both 3110mm).Drivetrains are a 2.7-litre four-cylinder petrol or 2.5-litre common-rail turbo-diesel engine. The petrol engine has hardened valves and valve seats to allow for LPG operation while the SLWB diesel models get an air to air intercooler. Both engines can be mated to a five-speed overdrive manual or electronically controlled four-speed overdrive automatic transmission.Toyota last upgraded the HiAce - which was launched in its current form in 2005 - in 2010 with a taller final drive ratio to suit an increase in output of the diesel engine to 100kW/300Nm. It claims fuel economy improvements of 7 per cent, now 8 L/100km for the LWB diesel.The HiAce LWB has 6cu.m of cargo space and the SLWB model has 9.8cu.m of space. Cargo height is 1335mm for LWB and 1635mm for the SLWB van and widths are 1545mm and 1730mm respectively.Hyundai iLoadThe Hyundai iLoad is a refined and well-built worker with two models - van and crew van - and two engines. The crew van adds an extra row of seats, making it a six-seater van that still has a huge cargo area.All models have a four-star crash rating, dual front airbags, ABS brakes and electronic brakeforce distribution while the diesel models can be optioned with electronic stability control and traction control.Hyundai offers two engines - a 129kW/228Nm 2.4-litre four-cylinder petrol and the more prefered 125kW/392Nm 2.5-litre turbo-diesel. The petrol comes only with a manual gearbox but the diesel has the option of a five-speed auto.Hyundai claims the petrol gets 10.5 L/100km and the diesel returns 8.5 L/100km with the manual gearbox and 9.6 L/100km with the auto. In standard form the iLoad has handy sliding doors on each side and a lift-up tailgate but there is an option of barn doors for forklift loading.Despite its modest exterior size, the iLoad's space is cavernous. The van will take up to 5.3cu m of cargo and a payload of 1100kg.

Hyundai reckoned there was money to be made in vans and why not after seeing the Kia Pregio cut a swathe through the market.  It didn't take a rocket scientist to work out that a value-for-money van could do to the light commercial market what the Korean carmakers had done to the passenger car business.The Koreans transformed the local car business with their value-for-money proposition and it stood to reason that the same could be done to the van market.  A quick scan of the monthly sales numbers is enough to show that the Hyundai has, indeed, had a major impact with its iLoad van.MODEL WATCH While the Kia Pregio had been a great sales success with its value-for-money proposition, diesel engine, and features like air, CD player and power windows it was a rather crude device that won few fans.  The Pregio's diesel engine was old technology and the exhaust emission laws of this country eventually caught up with it and Kia removed it from the market.But in the time it was in the market it shook up the van segment, racing to second overall behind the top-selling Toyota HiAce. Its departure left a gaping hole in the market, one that every van maker looked to fill.No one has actually filled the void left by the Pregio, but the Hyundai iLoad has come the closest to doing it.  It was always going to be difficult to take over from the Kia van where it left off because the Pregio was a very basic, even crude vehicle and no one was building anything similar.The only similarity between the Pregio and the iLoad was their country of origin; both came from Korea.  In reality they were poles apart. While the Pregio was rough and ready the iLoad was smooth, comfortable, refined and used modern technology.The iLoad was available in two models, the van and the crew van.  The van had seating for three in a well laid out, comfortable and modern, well-equipped cabin, while the crew van had an extra row of seats and could accommodate six.There was a choice of two engines, a 2.4-litre four-cylinder petrol engine putting out 129 kW at 6000 revs and 228 Nm at 4200 revs, and a 2.5-litre common rail turbo diesel producing 125 kW at 3800 revs and 392 Nm at 2000 revs.The petrol engine came bolted to a five-speed manual gearbox; there was no auto option, while the diesel could be had with either the five-speed manual or a five-speed auto.  In standard form the iLoad came with sliding doors on each side and a lift-up tailgate at the rear, but there was an option of barn doors that allowed it to be loaded using a forklift.The load space is cavernous. The iLoad van would take up to 5.3 cubic metres of cargo weighing up to 1100 kg; the crew van a little less.Both came with plenty of standard features including air conditioning, keyless entry, power windows and mirrors, iPod jack and MP3 integration.  The crew van also came standard with a fixed floor-to-ceiling partition with inbuilt rear view window for extra safety.IN THE SHOPHyundai's build quality has improved markedly in the years since the brand was first launched in this country, and owners have few  complaints about their vehicles.  Like the rest of the range the iLoad is well built and gives little trouble.When buying a commercial vehicle look for possible abuse through being driven by hired hands who could care less about the boss's investment.  Commercial vehicles also operate regularly in tight spots, like loading docks, yards, and back alleys, in the course of their work.  Bodywork can often be scarred when accidentally scraped on walls, bins and obstacles they encounter.  Check for servicing records, owners and drivers sometimes neglect servicing to keep their vehicles on the road and earning an income.   For them servicing time is downtime.IN A CRUNCH All models features dual front airbags, ABS anti-lock braking and electronic brakeforce distribution.  At launch the diesel models could also option electronic stability control and traction control.  ANCAP rated the iLoad at four stars when it was tested.UNDER THE PUMP Hyundai claimed the iLoad would do 10.1-10.6 L/100 km with the petrol engine and when tested by Cars Guide it returned 11.8 L/100 km.  Those with the diesel engine, it was claimed, would do 8.5 L/100 km with the manual gearbox and 9.6 L/100 km with the auto.LOOK FOR Modern looksVoluminous load capacityEasy to driveGood visibilityEconomical dieselFour-star safetyWell equippedTHE BOTTOM LINERefined, comfortable, efficient and well-built workhorse that gets the job done. 80/100

That's because vans are the lowest form of vehicle life and can be far, far less appealing than a gym treadmill.Vans are the automotive equivalent of the primates and, likewise, have only one way to evolve — upwards.Tragically — and I mean that literally given the appalling lack of safety equipment in these vehicles that cover great distances in appalling global traffic and weather conditions — life for a van has barely evolved.That impacts directly on the van occupants. On a safety scale, as measured by safety group ANCAPS, vans barely rate above two out of a possible five stars.And that hasn't changed for decades.At least vans are getting more interesting to drive.The Hyundai iLoad comes with a turbo-diesel engine that pulls so hard you'll be reluctant to leave the driver's seat. Driving this may make you smile and that's something a treadmill never does for me.It gets two airbags for its potential of three occupants, together with ABS working on four-wheel ventilated discs and electronic brakeforce distribution to allocate maximum brake pressure to the right wheels.Drivetrain and chassisVans are inherently awkward and unstable. They need things like electronic stability control to minimise the possibility of collisions or uncontrollably leaving the road.Not one van manufacturer offers ESC as standard though, to be fair, it's on the option lists.Hyundai offers ESC and traction control as a $700 option on the diesel version of the iLoad.Do not even consider leaving the dealership without this option. The iLoad's combination of an empty rear cargo area, live rear axle with leaf springs and commercial tyres is the ideal recipe for sliding out on wet roads.That takes the price of the iLoad turbo-diesel manual to $35,190 and directly comparable with some fine European vans.That's dangerous territory for this South Korean.The 2.5-litre turbo-diesel is one of the latest from Hyundai and has all the right acronyms attached to its designation.Power is 125kW at 3800rpm and simply trounces its rivals. Torque is also well above par at 392Nm that sits on a plateau at 2000-2500rpm.The slick five-speed manual makes the most of the torque with eager acceleration.Though it's a commercial machine and has less sound deadening than a passenger car, the diesel was quiet enough inside the cabin to be passed off as a petrol.Exterior and interiorThe iLoad scores well in all the important areas. It looks decent — and as a guide, the Kia Pregio did not — and is certainly accommodating.There are two side sliding doors for excellent access and a big lift-up hatch at the back. Barn doors which accept pallet widths are also available.It sits high — but in this market, what doesn't? — for excellent visibility forward and to the side.The test van was blind — no side windows — and that's pretty much how you feel when changing lanes or looking up a side street while reversing. If possible, consider adding a left-side window.There are six tie-down loops in the floor with space for more and some half-height wall panelling to help dull road boom and minimise sheet metal damage.Hyundai claim 1132kg payload for this van and that is generally higher than its rivals.Cabin treatment is very good with care taken to look after the needs of the worker.There's plenty of storage space including four cupholders — two within the fold-down centre seat back that also incorporates recesses for paperwork and personal items — plus double-storey door inserts and glovebox.Big, simple instruments and switchgear is welcome. Unwelcome is the audio's volume knob placed on the left of the radio which is a bit far for the driver to lean over.The gearlever protrudes from a dash extension leaving a bit of room for the driver to slide through to the passenger side. This small space is also where the third occupant must locate their legs.Cabin materials are neat, functional and attractive in a King Gee sort of way. Clearly, car design has made its presence in the interior of this van.ON THE ROAD:I went from road testing a Porsche Carrera to the iLoad and I don't have to tell you that there were some differences. The iLoad was white; the Porsche brown.Like all van makers, Hyundai tries to stem any occupant damage caused by a frontal prang by employing a bulbous nose.Bit like sparring with Gerard Depardieu in that what could be major damage is really only superficial.That adds some comfort to the occupants.It sits solid on the road thanks to its wide track and the surprisingly high weight of almost 2.1 tonnes dry.The steering suits the van's purpose, as does the ease of the mechanical motions such as the clutch and gear lever.Not predicted was the spirit of the engine. This things dazzles and may shock other road users with its briskness away from the traffic lights.It sits comfortably at 100km/h with a very subdued engine noise. The main noise is the boom of the empty van and the roar of the commercial-grade tyres on coarse-chip bitumen.It's not a machine to rush into a corner — reasons start with its high centre of gravity and end with the lack of ESC — though will tolerate winding country roads when the speed is sensible.From predominantly city driving through to a squirt in the country, the iLoad diesel manual averaged 9.6 litres/100km. That equates to a 780km range.Hyundai claims 8.5 l/100km and that's attainable with greater country or freeway road use.The purchase price is close enough for buyers to look at Toyota and the European competitors, as is the fuel economy.But no-one matches the iLoad's five-year or 160,000km warranty that includes 12 months of roadside assistance.Models and pricing:The turbo-diesel van costs $34,490 plus on-road costs and another $700 for the ESC/traction control package.But iLoad prices start at $29,990 for the 2.4-litre petrol van with five-speed manual.There is also:iLoad turbo-diesel auto ($36,990); iLoad crew van petrol ($31,990); crew van diesel ($36,490); and crew van diesel auto ($38,990).Options include metallic paint ($350); ESP and traction control for the diesels ($700); and locking rear diff ($700).SnapshotPrice: $34,490Engine: 2.5-litre, 4-cyl turbo-dieselPower: 125kW @ 3800rpmTorque: 392Nm @ 2000-2500rpmFuel economy (official): 8.5 litres/100km, (tested): 9.6 litres/100kmTransmission: five-speed manual; rear drive