Hyundai iLoad 2.4

Overall rating: 3.5/5.0
Engine/Drivetrain/Chassis: 3.0/5.0
Price, Packaging and Practicality: 4.0/5.0
Safety: 3.0/5.0
Behind the wheel: 3.0/5.0
X-factor: 3.0/5.0

The Hyundai iLoad is not the first semi-bonneted delivery van (SBV) sold in Australia not from Europe. That honour is shared between the Mitsubishi Express Walk-Thru van and the Toyota HiAce SBV.

Both of those vans arrived in the mid-1990s but disappearing ten years later from what was a pricey, niche segment.

The iLoad goes a long way towards changing the rules, however - for a start, its $29,990 starting point is much lower than what either of its predecessors cost in 1995. Indeed, if the iLoad's added standard dual airbags, ABS, all-wheel disc brakes, keyless entry, MP3/CD audio, electric windows, electric mirrors, air-conditioning and its base petrol engine (which offers up to 40 per cent more power) were price adjusted at retail level, today's price for the iLoad in equivalent circa-1995 SBV specification would barely top $20,000!

Hyundai's latest move should therefore be challenging every light-duty van operator to reassess old buying patterns.

This is exactly what Hyundai had been doing when the test van was supplied with a full technician's load kit on the roof after doing the rounds of big electrical and telecommunications companies. We requested that it be removed so an accurate fuel consumption measurement could be supplied and the assessment of refinement, ride and handling would not be compromised by the massive structure on the roof.

It was worth it when the 900km workout reflected a full range of what long-distance rural and short haul urban operators might encounter in such a vehicle.

Since the Mitsubishi and Toyota entries dropped out, the European semi-bonneted vans have been doing good business with owner-operators who have worked out that sitting over the top of the engine and front wheels doesn't leave much between them and a crash. While the iLoad is no paragon of safety in passenger car terms, its standard safety equipment and the fact that it locates all occupants behind the front wheels and engine bay, represents a giant step forward over the norm for this price range just three years ago. It represents such a useful middle line that no employee should feel compromised in the workplace.

The big surprise is the 2.4-litre four cylinder petrol engine with its healthy 129kW and 228Nm -- every bit of which is needed to meet the 1500kg towing capacity, a kerb weight of 1943kg and a payload of 1055kg. The starting weight alludes to the substantial frame under the vehicle and Hyundai's Four Ring construction that places a steel reinforcement ring around each end and another two on either side of the door openings.

From the moment the iLoad moves off, it's clear that this is no cream puff commercial. Our testing (which included some rough bush work typical of what a chippy or sparky might encounter on a bush block) did nothing to dispel that impression. When really provoked, the only sign of protest was an occasional squeak or rattle from a side door which was fair enough when the tester featured centre sliding doors on both sides.

It's a big van and the 1920mm width generates a 1620mm wide cargo bay. With the test van's optional barn doors it will take two pallets. Operators have a choice of walk-through load access from within the van or a centre seat that folds into additional centre tray storage when not required.

iLoad's wide track/wide body relative to height generates a lower centre of gravity than usual for a rear-drive van. This is the iLoad's big appeal: a simple, easy to maintain front-engine/rear-drive driveline with hefty leaf-sprung live rear axle. The gas strut front-end and power-assisted rack and pinion steering give it a much more precise driving feel compared to vans of old, while the 11.22 metre turning circle is outstanding for the width and 5125mm length.

Initial bump compliance is good but unladen, the suspension quickly reaches the heavy-duty section of the springs and pulls up more sharply than a passenger car.

With a vehicle designed to haul over a tonne, this is a fact of life. At least that pogo stick feel that comes from sitting on top of the front wheels is missing in the iLoad.

The iLoad's large disc brakes on both front and rear axles are only just becoming the norm, as the inferior handbrake performance of a rear disc brake system presents a challenge on any laden commercial. Hyundai addresses this with a separate drum-style parking brake. In other words, if you go looking for cost-driven shortcuts, they are not too obvious.

For this tester, who has owned at least three vans from Mitsubishi and Toyota and several Mazda company vehicles, and used all in a combination of private and work applications, there was plenty to like about the iLoad.

The engine didn't mind being worked and power and torque delivery was smooth and progressive even if the driveline generated some oddball noises and whines.

Combined with the height-adjustable seat belts and decent-sized seats, the iLoad made light work of a 300km trip. If Hyundai can fit a decent driver's seat with height adjustment to a $29,990 van, why is the typical driver's seat in nearly all the current Thai-built light commercials so mean and tiny?

The five-speed manual gear change was light and precise and conveniently presented to the driver in a raised centre section of the dash which also left the centre floor uncluttered. There is no petrol auto option.

The heater-ventilation controls and large vents were also better than expected as was the selection of storage holes around the dash and doors. Vision was outstanding with the panoramic windscreen and long and deep side glass.

The only drawback was that the sound system which, despite its four speakers, struggled to counter the combination of wind and road roar at highway speeds. When the load area of any van has a bad habit of amplifying noise, the iLoad is no worse than most others.

The short overhangs front and rear were also useful when turning in tight spots and ensured that the iLoad rarely scraped steep crossovers or spoon drains which is unusual for a cheap van. The long wheelbase and width will rule it out in some really tight urban situations, but the same qualities ensure that it is a far more stable highway drive than expected even in the stiff cross winds encountered on test.

Some might fuss over the lack of body side protection and the acreage of painted plastic and headlights exposed to frontal damage, but these and some plasticky cabin surfaces are the only obvious signs of cost-cutting. Instrument clarity and steering wheel feel are better than some more expensive passenger cars.

For the increasing number of grey nomads encountered in the various roadside stops who have shifted from fuel-guzzling 4X4s to basic vans, this iLoad was of extra interest as it generates more sleeping space and a far better ride within the wheelbase than an old-school delivery van.

Given the petrol engine was capable of maintaining 100km/h at 2500rpm under most conditions with a light load, the fuel consumption was exceptional. The first tank test following a sustained 110km/h cruise into cross and headwinds saw 34.5 litres consumed over 296km for a figure of 11.6L/100km.

The return journey plus plenty of city work required 63 litres for 605kms for a figure of 10.4L/100km. This suggests that Hyundai's ADR figures (see top) are not unrealistic, although a full payload with the air-conditioning on would change this equation dramatically as our headwind figure demonstrated.

Whether the base petrol drivetrain has enough margin to cope with a lifetime of what this cavernous van will swallow is something that couldn't be assessed. Our suspicion is that unless you specified the optional diesel with its 125kW/392Nm, the iLoad's 1943kg starting weight, which is at least 200kg more than a Commodore, already sets up a fairly tight, albeit tempting, balance between price, weight, economy and performance.

Knock this balance too far out of kilter and that compromise could very quickly go the wrong way, no matter how tempting the $29,990 sticker price might seem.