Buying a used Hyundai iLoad/iMax (2008-2012)

As the 1980s dawned, local van buyers were being weaned off British and European models and into a Toyota, Mazda or Mitsubishi. How many of them would have thought that 20 years later a bulky Korean model would be challenging for top spot in the delivery van market ?

HISTORY
Not many years ago, the last place buyers of traditional delivery vans would look for a new one was a Hyundai showroom.

Hyundai's Mitsubishi-based vans appeared overseas in 1997 but Australia waited a decade for a local version of the all-new Starex – known here as the iLoad.

The first offerings appeared from February 2008 in a two-tiered range with petrol or turbo-diesel engines. In addition to the basic van and a five/six-person Crew Van there was an iMax wagon that accommodated eight people plus a decent pile of luggage.

The base-model iLoad with manual transmission and a 2.4-litre petrol engine cost $30,000, with the petrol-powered Crew Van only $2000 dearer. Jumping to a 2.5-litre turbo-diesel iLoad with manual transmission involved a $34,490 outlay, with the optional five-speed automatic transmission a hefty $2500 more.

For your money, the iLoad range provided standard air-conditioning, dual air-bags, ABS brakes, power windows, remote central locking and a CD sound system. There was no reversing camera, not even a sensor, and cruise control was only available after-market unit and at serious expense.

In the plus corner was a generous 3200mm wheelbase that helped minimise fore-aft pitching and stability when laden. Petrol versions were rated to carry at least a tonne of cargo, with diesels carting 1115kg and legal to tow 2000kg.

The Crew Van would seat six at a stretch but the front and rear centre spots only offered only a lap seat-belt. Behind the seat is a fair expanse of cargo space but also a big metal barrier that seriously impedes attempts to use all of the floor space for freight.

Those wanting to move eight people in decent comfort need to seriously consider the iMax. These are roomy and nice to ride in, with big windows, ducted air-conditioning, well-shaped seats and decent legroom for everyone. The rear row tilts or folds to allow for more cargo and fewer passengers.

The iMax came in just one model with petrol standard and the diesel engine a $3000 option. If you want manual transmission you have to take a diesel.

When new, these cost a whisker below $40,000 and low-kilometre examples are holding their values well.

The iLoad comes with big sliding doors on both sides and the option of vertical 'barn' doors at the rear replacing the heavy hatch. The floor is low and, very importantly, provides enough length and width for a couple of standard-sized pallets. The standard, non-recessed tie down points inhibit the sliding of cargo into the load area and so many owners remove them.

The windscreen pillars don't affect vision too badly, mirror coverage is good and the driver's seat adjusts far enough to accommodate most people. Some buyers specified windows instead of steel panels in the sliding doors, making the van feel less claustrophobic.

There's an awful lot of space to trap hot air in one of these and the air-conditioning will work hard to repel the wave of heat that wants to roll forward on a summer's day. If you've got time, open the hatch, flip the a/c to maximum and blow some of it out before driving away.

Before buying one of these vans, measure the height of your garage and access points for any underground car-parks you frequent. The iLoad stands just on 1.9 metres tall and low ceilings or dangling service pipes could produce an embarrassing and costly crunch.

Diesel iLoads are around four times more common than petrol versions in the used market, so we will concentrate commentary on the oiler. For those who want to spend a little less or who aren't planning on using their van for heavy work or to travel big distances, the 2.4i has a decent engine and is cheaper than the diesel version.

Started from cold the 2.5TD is a rackety engine which might annoy the neighbours of early-rising Hyundai owners. Once warm it quietens considerably and road and wind noise at 100km/h over-ride the engine note.

Nobody gets too serious about performance testing a commercial vehicle, but seat-of-the-pants evaluation and a stop-watch confirm that the 2.5 has plenty of poke. Autos are able to shriek the rubber on leaving the lights and punch holes in freeway traffic with just a flick of the 'sport-mode' transmission shifter . A manual would be okay too if you do a lot of uphill/down dale country running, but around town and for those who constantly battle traffic, an auto is the way to go.

The springs seem biased towards delivering better ride quality when the van is laden rather than empty and that's fair enough. The steering, even with nothing in the back, is wafty and wouldn't deliver great confidence in wet weather. Later versions with standard Stability Control cost more but are less likely to slip out from under you.

Test drives don't usually allow you to lump several hundred kilos into the back so we need to rely on owner reports that the iLoad rides, handles and steers pretty well once the load-area is stacked with stuff.

Even empty these are a hefty lump of a thing and that hurts economy. With the diesel auto weighing 2028kg and an iMax 200kg more, you need a decent serve of throttle to get going and when battling head-winds. Push them hard, even with the diesel engine, and fuel consumption will soar from the average of 9.8L/100km to over 14L/100km.

iLoads built from early 2009 onwards were structurally improved and managed a four-star ANCAP safety rating. All of these vehicles are fitted with dual air-bags, seat-belt pre-tensioners and ABS brakes.

SCORE: 65/100