Hyundai Imax vs Toyota HiAce

What's the difference?

It looks a bit old-fashioned in a ‘Tarago’ sort of way and is starting to show its age with a five-speed transmission and in lacking some of the latest safety features. However, if you need to regularly transport up to eight people and expect good comfort, economy, performance, practicality, reliability and warranty as part of the deal, then the iMax still has more than enough going for it to justify top three positioning on any people mover shopping list.

When you consider its competitive pricing (particularly for fleets), resolute resale value, robust construction, rock-solid reliability, excellent load-hauling ability, five-star safety and all-round practicality, it’s not hard to understand why the HiAce is such a popular workhorse. It’s not perfect, like any van, but when performing its intended role it’s very good.

Compared to the Kia Carnival, which looks like tomorrow’s people mover today, the iMax is looking more like yesterday’s as its tall and minibus-like dimensions are immovably defined by its iLoad commercial van birth twin. Even so, there is still plenty of practicality and ease-of-use inherent in this traditional design, including a bright and airy cabin with generous headroom for all.

The iMax rides on the same 3200mm wheelbase as the iLoad and shares many of its key dimensions along with power-assisted rack and pinion steering and four-wheel disc brakes. However, to provide better ride quality than the van’s leaf springs, for human cargo the iMax’s multi-link live rear axle rides on plusher coil springs. The Series II upgrade also includes restyled 16 x 6.5-inch alloy wheels shod with 215/70 R16C tyres and a full-size steel rim spare.

The large front doors open wide for easy entry and exit and with no console between the front seats the driver and front passenger can literally walk through to the passenger area. Sliding doors on each side, with large windows that can be propped open for extra ventilation, allow generous access to the second and third row seating. These bench seats provide ample head room and adequate shoulder and legroom for medium-sized adults, even with three across the back row, which is a refreshing change from many SUVs that treat third-row adults as extra baggage.

There’s also ample ventilation, with roof and floor-mounted air vents for the second and third rows linked to a separate control panel which allows passengers to adjust the fan speed and air-con temperature independent of the driver. Combined with generous headroom and large rear passenger side windows which can also be propped open, the iMax succeeds in minimising claustrophobic feelings particularly for those in the back row.

Toyota’s unwavering adherence to rear-wheel drive ensures the HiAce has an inherent traction advantage over its predominantly front-wheel-drive rivals, particularly when hauling heavy payloads on low-grip surfaces.

Rear-wheel drive also ensures the front wheels can be turned sharply enough for its 3210mm wheelbase to deliver an impressively tight 11.0-metre turning circle. And its 1990mm height also allows access to underground loading docks and multi-storey car parks.

The chassis design is simple and robust with MacPherson strut front suspension, a leaf-spring live rear axle, variable-ratio rack and pinion steering and (on automatic variants) four-wheel disc brakes.

There’s no mesh-type cargo barrier or solid bulkhead between the cargo bay and cabin (but both are also available as genuine accessories) and the black door-handles and unpainted black plastic front and rear bumpers are designed to best withstand the wear and tear often evident in these areas on hard-working vans.

The two-tone dash layout is neat and functional, with clear analogue instrumentation and dash controls (mostly physical dials and buttons) that are easy to reach and operate. And it sticks with a good old lever-type manual handbrake instead of an electric one. All are chosen for their rugged simplicity.

The only useful item missing is a fold-down inboard armrest for the driver’s seat, offered by numerous rivals to reduce neck and shoulder strain during long days behind the wheel.

The iMax’s hefty kerb weight of 2230kg and GVM (gross vehicle mass) of 3030kg allows for a payload of 800kg and up to 125kg of that can be carried on the roof with a three-rack system. Eight average-sized adults on board would use up most of this payload capacity, so if they need to bring luggage it could easily surpass the payload limit. 

It’s also rated to tow up to 1500kg of braked trailer and with a GCM (gross combined mass) of 4530kg it can carry its maximum payload while doing it. However, you also need to keep in mind that the 150kg tow-ball download limit is included in the total payload, leaving 650kg rather than 800kg to play with. Even so, any vehicle that can tow its maximum trailer weight with a full payload gets a big tick from us, particularly one with a cavernous (VDA) 842 litres of cargo volume available behind the third row of seats.

An impressive array of storage solutions includes dual map pockets and a single bottle holder in each front door, a dash top storage compartment, dual glove box compartments, central dash dual retractable cup holders and an overhead felt-lined sunglass holder. Those seated in the second row get dual map pockets and single bottle holders in each sliding door plus mesh-type storage pockets on the rear of each front seat, while third row outer passengers get storage recesses and cup holders.

Our barn-door-equipped test vehicle has a hefty 2245kg kerb weight and 3300kg GVM, which results in a genuine one-tonne-plus payload rating of 1055kg. Up to 120kg of that weight can be carried on Toyota’s triple roof-rack set.

It’s also rated to tow up to 1500kg of braked trailer, which is less than some rivals but in reality should adequately cover most towing requirements of van operators.

And with its 4800kg GCM rating (or how much weight it can legally carry and tow at the same time), that means it can carry its maximum payload while towing its maximum trailer weight. So, that’s a combined total of more than 2.5 tonnes of cargo-carrying ability, which would comfortably meet or exceed most job requirements.

The generously-sized cargo bay, which offers an impressive 6.2 cubic metres of load volume, is accessed from either side through sliding doors with large 1010mm openings, or from the rear through the optional barn doors which can be opened to 180 degrees (with special lower hinges to hold them there) allowing easy access for forklifts.

The cargo bay is 2530mm long, 1760mm wide and 1340mm high and with 1268mm between the rear wheel housings it can swallow up to two standard Aussie pallets or up to three Euro pallets, held in place by a choice of six load-anchorage points.

There’s plenty of internal lighting, the walls and doors are lined to mid-height and the roof features a full-length internal lining, which is unusual for vans and we suspect contributes to suppression of tyre noise emanating from the rear wheel housings.

Cabin storage includes a large bottle holder and bin in the base of each front door, small-bottle/cupholders on either side of the dash and in the centre, plus a single glove box. The well-designed centre console offers another two bottle holders plus large internal storage, which is capped by a hinged lid that multi-tasks as a shallow storage tray and handy work desk.

Our test vehicle is equipped with Toyota’s ubiquitous 2.8-litre four-cylinder turbo-diesel shared by all models in the HiAce range. However, ours is equipped with the optional six-speed automatic and rear barn doors which raises the list price to $51,636.

Even so, that’s still within the ballpark of its closest rivals including the LDV G10+ Barn Door ($40,063), Hyundai Staria Load Barn Door ($46,740), and Ford’s new Transit Trend LWB Barn Door ($57,590).

Our example is also equipped with a solid-walled left-side sliding door (in preference to the standard offering with window), which HiAce buyers can specify at no extra cost when ordering.

The two-seater HiAce comes standard with 'French Vanilla' paint and 16-inch steel wheels with replaceable plastic covers, 215/70R16 tyres and a full-size spare, but there’s no protective load-floor liner for the cargo bay (a Toyota genuine accessory is available).

There’s also halogen headlights and DRLs (no fancy LEDs here, folks) and the neat two-tone cabin has a tilt/reach adjustable leather-accented steering wheel, power-adjustable lumbar support on the driver’s seat, one USB port and two 12-volt cabin sockets, plus a large centre console that offers numerous storage options.

The driver also gets a 4.2-inch driver’s info display and there’s an 8.0-inch touchscreen (plus steering wheel switches) to control the two-speaker infotainment system, which offers multiple connectivity including Apple CarPlay/Android Auto, Bluetooth, digital radio and more.

The iMax shares the same 2.5 litre common rail four cylinder turbo-diesel found in the iLoad and it’s just as well suited to moving people as it is to shipping heavy cargo. With 125kW at 3600rpm and a bountiful 441Nm of torque peaking at 2000-2250rpm, this refined and torquey engine uses its variable vane turbocharger (VGT) to good effect with great flexibility through the rev range.

The five-speed automatic with sequential manual shift option is the only transmission available with this engine and they are well matched. The torque converter’s stall speed and low 3.730 first gear combine with the 2.929:1 diff ratio to provide lively response from standing starts, making it well suited to stop-start city and suburban duties. The overdriven fifth gear allows economical cruising at highway speeds.

Toyota’s well-proven 1GD-FTV 2.8 litre four-cylinder turbo-diesel, which also powers Toyota’s HiLux, Fortuna and Prado model lines, produces 130kW at 3400rpm and (in auto models like ours) 450Nm of torque between 1600-2400rpm. Its Euro 5 emissions compliance doesn’t require AdBlue, which minimises maintenance and running costs.

The refined and smooth-shifting six-speed torque converter automatic offers the choice of sequential manual shifting if required. Fuel efficiency is also optimised with full torque converter lock-up on fourth, fifth and sixth gears, along with overdrive on fifth and sixth being ideal for highway driving. The inherent traction advantage of rear-wheel drive is enhanced by an electronically controlled automatic limited-slip diff.

Hyundai claims a combined figure of 9.0 litres/100km but our numbers based on trip meter and fuel bowser readings came in at 11.8L/100km. Based on these ‘real world’ figures expect a fuel range of around 640km from its 75-litre tank.

Toyota claims combined average consumption of 7.9L/100km for our test vehicle, but the dash readout was showing 11.0L/100km when we stopped to refuel after 270km of testing.

This was conducted with the engine’s auto start/stop function switched off and comprised a mix of city, suburban and highway driving, of which about one third was hauling a near-maximum payload.

Our own figure, calculated from actual fuel bowser and tripmeter readings, was higher again at 11.8, which still isn’t bad for a vehicle with a kerb weight exceeding 2.2 tonnes driven mostly in busy urban traffic and hauling almost one tonne during our test. So, based on our ‘real-world’ consumption figures, you could expect a driving range of around 600km from its 70-litre tank.

Impressive comfort, refinement and low NVH (noise, vibration and harshness) levels ensure the task of moving people is not a chore. The iMax is well designed for its specific role in life and gets the job done with a minimum of fuss. Loads varied from driver only up to six adult passengers during our test.

Although fitted with rear coil springs the tail stills feel a bit jittery over smaller bumps.

In city and suburban traffic it’s a surprisingly agile and energetic performer that belies its 2.2 tonne-plus kerb weight, with nicely-weighted steering, responsive braking and a sharp 11.22 metre turning circle.

Although fitted with rear coil springs the tail stills feel a bit jittery over smaller bumps and road irregularities when empty or lightly loaded, as those thick coils are designed to cope with a GCM of more than 4.5 tonnes. In other words, ride quality is at its best with a decent load on board.

Wind, tyre and engine noise are well suppressed. The resulting low cabin noise is a big bonus, particularly at highway speeds where conversations between front seat passengers and those in the third row can be conducted at normal voice levels. Along with its comfortable bench seating, this quietness makes longer journeys less tiring and more engaging for all passengers no matter where they’re seated.

Driver and front passenger comfort is excellent with all controls and dash contours thoughtfully placed.

The iMax’s tall highway gearing results in only 1800rpm at 100km/h and 2000rpm at 110km/h where maximum torque also resides. Driver and front passenger comfort is excellent with all controls and dash contours thoughtfully placed, plus supportive seating with inboard fold-down armrests. Those front seats provide a commanding view of the road and all external angles thanks to large door mirrors and a rear view camera.

Our only major gripes are that in wet weather the swept area of the left-hand wiper leaves the front passenger with more than half of their forward view obscured by unswept glass. It also shares the iLoad’s terrible static interference on AM band radio at times. And one iLoad feature we would like to see shared with the iMax is its automatic central-locking mechanism which locks all doors when vehicle speed exceeds about 5 km/h

It’s easy for drivers of most shapes and sizes to find a comfortable driving position in the spacious cabin, given its height/reach adjustable steering wheel, large left footrest and supportive seating with power-adjustable lumbar support.

Although there’s a huge blind spot over the driver’s left shoulder created by the solid walls of the cargo bay, active driver aids including blind-spot monitoring, rear cross-traffic alert and rear-view camera minimise the potential hazards of changing lanes and reversing out of driveways into busy traffic.

Braking is reassuringly strong and the steering is responsive, with easy manoeuvrability thanks to the conspicuously tight turning circle and lightness of the variable-ratio steering at parking speeds.

The ride quality is reasonably supple when unladen or lightly loaded and, for a van without a bulkhead between the cabin and cargo bay, has comparatively low internal noise levels at speeds up to 80km/h.

The 2.8-litre turbo-diesel, with its sizeable 450Nm of torque, has strong low-rpm response and displays good flexibility in city and suburban driving.

Its performance is optimised by the smooth-shifting six-speed auto, which also delivers fuel-efficient highway travel that requires less than 2000rpm to maintain 110km/h. The sequential manual-shifting function can be handy in certain situations, like carrying/towing heavy loads in hilly terrain.

To test its GVM rating we forklifted 890kg into the cargo bay, which combined with the driver equalled a total payload of 990kg that was only 65kg shy of its 1055kg limit.

The stout rear leaf-springs only compressed about 30mm under this loading, which left more than 60mm of static bump-stop clearance that was more than enough to ensure there was no bottoming-out on our test route.

The turbo-diesel’s ample torque made light work of hauling this payload in city, suburban and highway driving. It was also particularly strong in the hills, where it easily conquered our 13 per cent gradient, 2.0km-long set climb in third gear.

Engine braking on the way down, in a manually selected second gear, wasn’t as strong but far from disgraced given the near one-tonne payload it was trying to restrain. Even so, its four-wheel disc brakes were more than capable of keeping speeds in check.

Our only criticism is the high internal noise levels at highway speeds, when tyre roar through the rear wheel housings can become intolerable over long distances, particularly on coarse bitumen surfaces with an empty cargo bay amplifying the noise.

In our experience, this is a problem shared by all vans at these speeds if they’re not equipped with a sealed cabin bulkhead. So, if your work involves a lot of highway travel, we would recommend fitting one that's available in Toyota’s genuine accessories range. Or buying some earplugs.

The HiAce has a five-star ANCAP rating awarded in 2019 which will expire in December 2025. It comes with seven airbags plus benchmark active safety features including AEB with pedestrian and daytime cyclist detection, lane departure alert with braking assist, speed sign recognition, blind-spot monitoring, rear cross-traffic alert, front and rear parking sensors, reversing camera and more.

Standard warranty is five-year/unlimited km, with scheduled service intervals of 12 months or 15,000km, whichever comes first.

A capped-price servicing scheme is in place, with $349 the standard rate ($499 for 60,000km service only).

Roadside Assist is complimentary for the first 12 months, plus there's an optional Roadside Support Plan for up to 10 years, 'Lifetime Service Plan' and 'Sat Nav Update Plan'.

You can also expect a dedicated Customer Care Centre and the ‘myHyundai’ exclusive owner website.

It is covered by a five-year/unlimited km warranty. Scheduled servicing is a relatively short six months/10,000km intervals, whichever occurs first. Capped-price of $290 per service covers the first six scheduled services over three years or 60,000km.