But first the new bits and bobs. The most obvious change to the i30 Series II is its front fascia, which boasts a premium look thanks to a bigger, bolder grille inspired by the Genesis luxury limo. It gives the i30 more presence – something I noted when observing a following car in the rear view mirror.
Top grade models SR and Premium models also get LED driving lights and brake lights while SR models add a sporty body kit.
Pricing starts from $20,990 (plus on-road costs and tops out at $34,490
Active 1.8 manual – $20,990
Active 1.8 auto – $23,290
Active 1.6 (diesel) manual – $23,590
Active 1.6 (diesel) DCT – $25,890
SR 2.0 manual – $25,590
SR 2.0 auto – $27,890
SR Premium 2.0 manual – $30,590
SR Premium 2.0 auto – $32,890
Premium 1.6 (diesel) DCT – $34,490
Although the flowing dashboard design hasn't changed, it's still one of the most appealing cabins in its class. Even the base models look and feel good.
The entry-level variants have been upgraded with a rather classy 5.0-inch touchscreen infotainment system. Bluetooth pairing is easy, the touch sensitivity is great, the menus are intuitive and I really liked the Pandora streaming. The latter even displays album images, artist details and the ability to up- or down-vote the song.
That the changes to the Hyundai i30 Series II are minimal, yet the car remains easy to drive, pragmatic and comfortable are a testament to the original design. But what was a cutting-edge car half a decade ago is now merely above average.
Interior space? Above average in its class, with decent head and leg room for front and rear occupants and a useful 378 litres of boot space.
Controlling the car? Above average thanks to intelligently (and tastefully) arrayed buttons and switches, especially those on the steering wheel which make setting cruise control or fiddling with the audio a doddle.
All models now come standard with a reversing camera too, which makes parking less stressful.
Comfort levels are good thanks to supportive seats front and rear. The ride quality helps too, which is again is above average in the highly competitive small car class. Granted, it's not quite as composed as a Volkswagen Golf but on rough, heavily-patched country roads with crumbling verges it is settled and doesn't jounce around to a great degree.
Handling wise, the updated i30 is capable but not entirely engaging. The steering is best described as light and easy while the Australian-tuned suspension delivers a resolved feel with good body control through corners. There's some body roll through faster bends, and a bit of pitching under heavy brakes, but this is to be expected.
Arguably the biggest change to the new i30 is the fitment of a seven-speed a dual-clutch transmission, or DCT. But there's a catch – you can only get it with the 1.6-litre diesel engine at present.
If you don't mind forking over for the auto diesel, which is about $5000 more than the entry-level petrol manual model, you'll be a happy camper.
The seven-speed DCT doesn't shift gears as quickly as the Volkswagen equivalent, but it's far better than the six-speed auto offered in the petrol models. It's a proactive unit that generally chooses the right gear for the situation and makes the turbo-diesel engine feel almost lag-free.
Interestingly, when the 1.6-litre turbo-diesel engine is hooked up to the six-speed manual it develops 100kW/260Nm, while the auto gets an extra 40Nm, taking the total to 300Nm. And it's certainly the pick of the litter when it comes to acceleration from low in the rev range, improving drivability in most scenarios.
It was also very frugal – the trip computer spat out a figure of 5.0L/100km after a spirited 200km drive through hilly terrain -- Hyundai's claim is 4.9L/100km.
We didn't get a chance to drive the 124kW/201Nm SR model during the launch but the 'Nu' 1.8-litre (107kW/175Nm) engine which will be the volume seller is a letdown. Compared to entry-level engines offered by competitors, Hyundai's 1.8 feels tired, particularly when you want to get on it, such as overtaking a truck or pressing-on up a hill.
Fuel consumption has increased for the 1.8 engine from 7.1L/100km to 7.3L/100km in a bid to ensure it runs cleaner to meet Euro 5 emissions regulations. For all that CO2 emissions are unchanged at 170g/km (ADR Combined).
The ageing four-cylinder engine makes use of multi-point fuel injection where many of its rivals have moved to more advanced direct injection. The conventional six-speed auto we tested it with is quite diligent, with smooth shifts and a can-do attitude to varying throttle inputs.
It should be mentioned that around town and away from winding 100km/h country roads the 1.8-litre petrol was fine, and if this is your intended use it won't be a deal breaker.
Apart from the new diesel DCT model, the i30 Series II is a middle of the road car in a mechanical sense, elevated only by its appealing aesthetics. In my view it's a better car than the Corolla and Pulsar but it's no longer at the pointy end of the small car segment (where Mazda3 and Golf rule the roost).
Despite this, and the fact that changes to the i30 Series II are minimal, the reality is the i30 is still a solid proposition. Capped-price servicing and a five-year warranty sweeten the deal, and ultimately the car is easy on the eye. It also has a five-star ANCAP safety rating and is predictable and pleasant to drive.
In other words, it's got loads of showroom appeal. If only Hyundai could offer the seven-speed DCT in the petrol models, it'd be a on to winner.
What we liked:
>> Aesthetics
>> Interior fit and finish
>> Diesel DCT is a sweetie
Not so much:
>> Lethargic petrol engine
>> Rivals more fun to drive
>> Not a lot has changed
Also consider:
>> Mazda Mazda3 (from $20,490 plus ORCs)
>> Ford Focus (from $20,290 plus ORCs)
>> Toyota Corolla (from $19,490 plus ORCs)