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Exterior Styling

Until last year, Hyundai had never released a properly hot hatch. Now we’ve got behind the wheel of the i30 Fastback N. This is based on the successful i30 N Performance hatchback we tested last year, but with more focus on looks…

Our test car was finished in white which, whilst not be our first choice, contrasts nicely against the gloss and matte black accents. For what it’s worth, we’d choose the stealthy Shadow Grey.

To the front, the feature distinct red pinstripe instantly grabs attention, almost like a warning signal that this car isn’t for playing games. A bold honeycomb grille gives a sporty feel, and the ‘N’ badge hints at performance.

Along the sides are matte black side skirts with more ‘N’ logos. These were finished in a matte plastic, which should stand the test of time against the UK weather. That being said it would have been nice to have seen them finished in gloss to match the wing mirrors and spoiler.

The car sits on 19-inch alloy wheels, finished in two tone polished/gloss black. Behind those wheels are the red brake calipers which further bolster the sportiness.

The i30 Fastback N is all about that rear end, and here’s where it gets interesting. A gradual slope replaces the abrupt drop of the hatchback. It looks longer, sleeker, more elegant, without losing its bold, hot-hatchness.

There’s a gloss black lip spoiler, which we absolutely love. And the triangular fog light – reminiscent of race cars – also stays, but is moved to the bottom of the bumper. Either side of this are two rather large, round exhaust pipes. More on that in a little while.

Whilst we liked the hatchback, we love the i30 Fastback N. It adds a certain maturity to the i30 N, which is commendable.

Interior Finish

Despite the more mature looks of the i30 Fastback N, the exterior styling is not what you’d call subtle. The interior, however, feels a little bit held back. There’s a lot of black, making it a little dark. Or ‘focussed’ as we like to think of it.

Front seat passengers get quite large sports seats with plenty of side bolstering and shoulder support. They’re actually rather comfortable for a sport seat with plenty of adjustment. They are an ‘in house’ seat, not like the Recaros you’d find in a Focus ST. But then cost savings need to be made somewhere…

The i30 Fastback N gets a chunkier steering wheel with added buttons: one for ‘N’ mode and one for drive mode select. The dials are analogue, and a little on the plain side, except for the dynamic rev limiter which restricts you until the engine gets warm.

A really cool feature is the addition of shift lights. Situated at the top of the instrument panel they light up as the revs climb. Get to the redline and the flash at you in anger; it’s brilliant!

Plastics, on the whole, are good. Don’t get me wrong, yes there are some hard-scratchy plastics. However, they are largely kept in low-down areas you’d never touch. What can’t be forgiven is the handbrake, which is revolting to touch. Stick some leather on it!

Centre stage on the dashboard is the ‘perched’ 8.0-inch multimedia touchscreen. This is becoming an ever-popular styling touch, allowing for slimmer dashboards and larger touchscreens to co-exist.

Although the interior is absolutely fine – a nice blend of sportiness and functionality – we’d loved to have seen Hyundai add a bit more flair. A touch of fake carbon and ambient lighting can go a long way.

Engine/Performance

For the i30 Fastback N, Hyundai dropped the less-powerful version of its 2.0-litre, turbocharged petrol engine. So the one you get has an impressive 275PS and 353Nm of torque (378 on overboost).

Power is sent to the front wheels via a 6-speed manual gearbox. There is no automatic option, which hot hatch purists will admire. But the likes of Golf GTi, Octavia vRS and Leon Cupra – with their DSG gearboxes – are changing those perceptions.

Don’t discount this manual option though, because Hyundai has also thrown in a rev match function. As you change down, it blips the throttle, matching the revs to the lower gear, thus giving a smooth downshift, even when you’re being especially aggressive.

Performance is truly hot-hatch worthy: 0-62mph in 6.1 seconds and a top speed of 155mph. That puts it right in contention with the Ford Focus ST and VW Golf GTi.

There are five drive modes; Eco, Normal, Sport, N and N Custom. The latter allows you to find your perfect ‘N’ combination. For example being able to soften the damping whilst maintaining maximum throttle responsiveness and steering weight.

Jump into the i30 Fastback N and hit the starter button and you’ll instantly know what the fuss is all about. Most modern hot hatches now have lacklustre exhausts, opting solely for electronic noise piped through the speakers to satisfy the driver.

Not the i30 Fastback N though. Oh not. The Hyundai has a proper sports exhaust. Put it in N mode and be transported to a word of pops and bangs. Hit the redline and you rewarded with a firework display of crackles. It’s a refreshing, and frankly exhilarating, experience.

Ride/Handling

A truly successful hot hatch has to be impressive and fun in the bends. The Hyundai i30 Fastback N has an adaptive damping setup, allowing you different settings to best suit the type of driving you are doing.

What’s more, Hyundai has tweaked this setup for the Fastback and made it a little softer, which is a welcome improvement. Driving in Eco or normal modes, the i30 Fastback N is moderately comfortable. Sure, you can still feel bumps and imperfections, but it’s not as bad as you’d expect from a hot hatch.

Switch to the ‘N’ mode and the whole car stiffens up, to what is is one of the more aggressive rides in the hot hatch market. What that means though, is minimal body roll and confidence to chuck the i30 into corners at speed.

I probably wouldn’t recommend driving in ‘N’ mode all the time, unless you want a back operation in 5 years. However having the option for a track day – or the occasional spot of B-road blasting – is always handy.

To ensure the 275PS is able to be put to best use, the i30 Fastback N features an e-LSD which minimises understeer. To be fair, you’d never realise it was an electronic LSD unless someone told you. It’s that good; able to control the mountain of power even in wet and slippery conditions.

Those rather large red brake callipers provide ample stopping power through 345mm front discs and 314mm rear discs. Hyundai decided to manufacture its own brakes in-house, as opposed to getting a Brembo set, to reduce costs. And whilst they are no 4 or 6 piston calipers, there’s still enough stopping power to give you confidence to push hard.

Economy

One major appeal of hot hatches is that they offer performance to match big-engine performance cars, but without costing the earth to run. So we hold high expectations when we test hot hatches, and rightly so.

The i30 Fastback N cites combined fuel consumption of 34.0mpg under WLTP testing, which is not bad considering that this is a 2.0-litre engine with decent power output.

The interesting question is always how close you can get to those official figures. During our time with the car, we were was seeing figures hovering around the 30mpg mark. This was backed up further by a work colleague whose relative has one, and achieves similar figures.

But realistically any car at the more powerful end of this segment will be comparable. And 30mpg is perfectly acceptable given that our time with the car was more aimed at having fun than being frugal.

A warning though; go a bit overboard on the throttle all the time, and you’ll soon be on first name terms with the local petrol station cashier.

The i30 Fastback N has an ‘Eco’ drive mode. This decreases throttle responsiveness so as to save fuel. You also get start/stop technology to cut the engine when stationery.

CO2 emissions are 178g/km, which isn’t drastically different to others in this class. In terms of VED costs, that means £855 in the first year and £145 thereafter. You’re nowhere near the £40,000 VED surcharge either.

Practicality

With a sloping roof line, and gorgeous fastback looks, you’d be forgiven for expecting some compromise on practicality with the i30 Fastback N.

But, somehow, Hyundai has managed to maintain the spaciousness in the cabin. If you really concentrate you’ll notice that rear headroom is a little shorter in supply than in the hatchback, but it’s still fine. Legroom is no issue at all.

Impressively, the boot space has actually increased; from 381 litres to 450 litres. How? We can only assume its wizardry, combined with the slightly longer rear end of the Fastback. And because Hyundai has maintained a hatchback tailgate – in that the glass opens with it – loading bulky items is a breeze.

That being said, if you want to transport the family pooch around, the hatchback may be more suitable thanks to a taller, squarer boot.

The Fastback still benefits from 60/40 split-folding rear seats as standard. You’ll no doubt have noticed the strengthening bar in the back, which is rather cool. And you needn’t worry about larger loads, because the bar can be unscrewed if required.

Rear visibility is a little worse than the hatchback thanks to that sloping tailgate, but still pretty good. And with a reversing camera manoeuvring is easy. Driving through town is no hardship thanks to the comfort drive mode, which turns the i30 Fastback N from being a hardcore hot hatch to a tame family car.

Equipment

One thing I’ve come to terms with during my time in motor journalism is that the Korean’s are one of the best for giving out a lot of technology and equipment as standard. They put other manufacturers for shame by offering for free what others would charge a hefty sum for.

The i30 Fastback N is no exception to this rule, with a list of standard equipment that puts a lot of rival hot hatches to shame.

For convenience you get keyless entry and go, electric front seats with driver’s memory function, heated front seats, heated steering wheel, automatic lights and automatic wipers.

On the infotainment front there’s satellite navigation, DAB digital radio, Bluetooth connectivity with voice recognition, Apple CarPlay and Android Auto, and even a wireless charging pad.

Safety equipment is also in plentiful supply. There’s driver attention alert, lane departure warning system with lane keep assist, hill-start assist, autonomous emergency braking with forward collision warning system, and a host of airbags. Just what you’d hope for in a family car.

The equipment list goes on further, with other notable inclusions being a reversing camera, front and rear parking sensors and LED headlights.

There are no options available on this car, nor are there multiple trim levels. What you see is what you get, and there’s a lot to be said for that approach. If you’re in the market for a second-hand i30 Fastback N it’s reassuring to know that you needn’t size every car up for spec/options, because they’re all the same.

Value For Money

So, in case you haven’t already realised, I really like the Hyundai i30 Fastback N. It adds a little more maturity in the looks department, and adds versatility by offering a choice next to the hatchback.

However, the key question is how much does it all cost? Because ultimately, no matter how good the car is, if its overpriced people will walk straight past the Hyundai dealership towards more premium brands.

It is therefore with great pleasure I can tell you that the price of an i30 Fastback N is £29,995 on the road. Our test car was finished in standard Polar White paint. Metallic paid, and the special Performance Blue or Shadow Grey, all cost £585. But it has to be said that either of the specials are worth every penny, and really suit this car.

There’s no denying that with that price the i30 N is putting itself out there as one of the best value all-rounders in the hot hatch segment. For example the new Ford Focus ST starts at £32,495 for the petrol version, and you’d have to spend more on options to get a comparable equipment level.

Also consider that the Hyundai i30 Fastback N benefits from a 5-year, unlimited-mileage warranty. And word on the street is that this won’t be voided for taking your i30 on a track day. It is, after all, a selling point of the car.

Both Dan and I agree that the i30 Fastback N is a compelling choice in the hot hatch segment right now, and is the car against which others can be judged. In fact, when I was recently swapping my daily driver, Dan was adamant I should buy one. And it was very, very tempting…

Facts and Figures

The post REVIEW – Hyundai i30 Fastback N appeared first on Simply Motor.

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Exterior Styling

As a 7-seat SUV, the Hyundai Santa Fe is up against it in the looks department. The problem is that to accommodate seven occupants, a car’s interior must be large and boxy. To then wrap that in a sleek and stylish exterior becomes a challenge.

Hyundai has seemingly risen to the challenge. This new Santa Fe is ten times better looking than the outgoing model. It has presence, to the point where you actually look twice at it.

And the first thing you look at is the enormous front grille. It seems to take up two thirds of the front bumper, like the Santa Fe is baring its teeth. Thankfully there isn’t too much chrome, or else it would look garish.

The headlights, in contrast, are incredibly slim. Incorporating LED daytime running lights, they are almost lost amongst the vast front end.

To the side there is more of the chrome trim we’d expect of a Hyundai SE Premium spec vehicle. The window surrounds, tops of the door handles and lower door are all finished in it, providing a nice contrast between the bodywork and black plastics.

Privacy glass furthers the premium appearance, while 19-inch two-tone alloy wheels are well-proportioned on such a big car.

The rear end of the Santa Fe is a nice mix of finishes and materials; chrome, silver plastic and black plastic. A twin exhaust sits to one side of the bumper, which is a surprisingly sporty touch.

The rear lights are deserving of a mention. They look fantastic: almost space-age. Best of all they look executive, creating a memorable silhouette from behind. A rather prominent completes the exterior package.

There is no escaping the Santa Fe’s sheer size, but Hyundai has used this to create a visual impact. Fair play.

Interior Finish

For all the improvements to the exterior design of their cars, Hyundai still has a way to go with its interiors. That’s true of most of the cars in its model line-up. In fact, the same can be said of Kia too.

The Santa Fe has one of the nicer Hyundai interiors. Being the Premium SE model there is an abundance of leather throughout. It’s nice soft stuff too.

There’s a split-level dashboard, and the lower level is covered in a faux leather. It makes a welcome change from the usual plastics, and raises the overall feel of the cabin.

Sadly this is somewhat undone by the inclusion of hard, scratchy plastics in certain areas. Most noticeable is on the glovebox and parts of the door cards. Frankly there is no place for that in this car given its price point, and this needs to be addressed.

Hyundai clearly has nicer stuff in the parts bin, because it features elsewhere in the cabin. So why it’s not used throughout is a bit perplexing.

Similarly, the Santa Fe has a large display in the centre of the instrument cluster. But either side of this are analogue dials. It makes the Hyundai feel a bit out of touch: we’re coming to expect digital offerings on premium cars now.

The front seats look very comfortable thanks to large bolsters. They also feature a sort of geometric pattern to the top of the back rest, which matches that found on the speaker covers.

Contrast stitching adds a touch of contrast to the black plastics and leather. A lighter cream headlining and the enormous panoramic roof stop the cabin from feeling dark and gloomy. Overall the Santa Fe is a nice place to be, with a premium feel.

Engine/Performance

There is only one engine available in the Santa Fe: a 2.2-litre, turbocharged diesel unit. On the SE Premium model there is only an 8-speed automatic gearbox available, with a choice of 2WD and 4WD drivetrains. Elsewhere in the range a 6-speed manual is available.

The figures on paper start off well: 200PS and 440Nm of torque. Sounds plenty. And yet the 0-62mph time of 9.4 seconds and top speed of 127mph seem to suggest otherwise. That puts the Santa Fe in the realms of sluggishness.

Things do get marginally better on the move. The amount of torque makes for good in-gear acceleration. The sweet spot is between 1,800-3,000rpm. If you venture past 3,000rpm the Santa Fe seems to run out of steam, and becomes a little rattly.

Good thing the auto ‘box is an 8-speed then; it can always keep you in that sweet spot. The gearbox itself is smooth, with near-seamless changes. You can take manual control with paddles mounted behind the steering wheel, if you so wish.

The Santa Fe has three drive modes: Comfort, Smart and Sport. Realistically you only need ‘Smart’ because this alters the characteristics depending on how you are driving at any given moment. Cruising on the motorway, the Santa Fe will maximise economy. Push hard down a B-Road and it will switch to the Sport mode; holding gears and maximising acceleration.

For the most part, the Santa Fe performs well. But with several passengers and luggage in the car, you will find yourself asking for more power. A Premium SUV should have enough power to effortlessly breeze past anything on the motorway. Get to an incline and the Santa Fe simply doesn’t feel effortless.

Ride/Handling

When it comes to handling, the Santa Fe is very much as you’d expect from a large, premium SUV. On the motorway, it is compliant and comfortable. The 19-inch alloy wheels are a perfect size: big enough to look good, but small enough to allow for a decent amount of tyre to help absorb bumps and potholes.

Realistically that is probably all the handling you’ll care about, but I am obliged to tell you more. Attempt to carry speed along a tight, twisty B-road and the Santa Fe will struggle.

Sheer size is to blame: a car of this size and stature will, by its very design, be on the back foot when it comes to handling. There is a fair amount of roll when you hurl the Santa Fe into corners.

There’s more too: mid-corner bumps will unsettle the car. The steering does have a nice weight to it in sport mode, but lacks feel and provides no feedback from the road surface.

The final issue with driving the Santa Fe with vigour down a country lane is that it won’t fit. It’s far too big to be flying down a B-road at speed: you’ll be too concerned about what’s coming the other way.

But let’s be honest, you don’t buy a Santa Fe to drive it like the Stig. You buy a Santa Fe to do the school run, and the weekly big shop. So in that sense it is entirely fit for purpose.

Economy

What the 2.2 CRDi lacks in performance, it is able to redeem with its economy credentials. The automatic gearbox has two more gears than the manual. There’s the aforementioned Smart drive mode, and stop-start technology.

The four-wheel drive system is clever too; it can send the power to the front wheels only when driving gently, which saves fuel. Then, when traction is in short supply, it will send more power to the rear axle.

All of these combine to ensure the Santa Fe is reasonably economical. It achieves 38.7mpg on the combined WLTP cycle; a figure you can quite easily replicate.

CO2 emissions are 164g/km. That means a first year VED of £530 which is encompassed in the ‘on the road’ price of the car.

After this, things are made more complicated by the Santa Fe’s list price. Basic VED would be £145, but with a price of £44,010 the Premium SE falls foul of the Government’s VED Surcharge.

The surcharge is currently £320 a year, and applies in years two through six of ownership. This annoying, because the Santa Fe will cost you an additional £1,600 versus the likes of the Skoda Kodiaq or Peugeot 5008.

But then both of those cars could end up with a price north of £40,000 too, depending on the specification you choose. So really the Hyundai isn’t any worse off than its premium rivals.

Practicality

At times you may find yourself wishing for more power in the Santa Fe, but you will never wish for more space. This is a car of enormous proportions, and as such the interior space is akin to a small cottage.

Let’s start with the boot. You get 547 litres of space with the third row seats folded away. That’s not half bad considering those seats do take up a fair bit of room themselves.

Hyundai doesn’t quantify the space with all seven seats in position, but as you can see from the pictures there is still space for a few bags, which is good.

The third row seats are actually quite comfortable. As a 5ft7in adult I would happily occupy one for a short to medium journey.

The legroom on the middle row is very generous. If the third row seats aren’t needed then rear passengers can stretch out. If you do wish to offer a little more room for the third row then you can slide the middle seats forward to do so. And all the seat mechanisms are intuitive and easy to operate.

In the front seats you needn’t consider space at all; there is plenty of head and leg room. And if you think your front seat passenger might be taking too much, there are controls on the side of the passenger seat that can be used to move it.

And the useful features don’t stop there either. The rear windows have built-in sun blinds, making the Santa Fe a very family-friendly car for the rare times when the sun is actually out in Britain.

Equipment

There are three grades of Santa Fe available, and true to Hyundai form all are lavishly equipped.

Take the ‘entry-level’ SE. It features 17-inch alloy wheels and smart high beam headlights on the outside. Inside you get dual-zone climate control, cruise control with speed limiter (manual transmission) or adaptive cruise control with stop and go function (automatic transmission).

Infotainment-wise there’s a 7-inch touchscreen with Apple CarPlay and Android Auto. For practicality you get front and rear parking sensors, a rear-view camera and rain sensing wipers. Lastly there’s the safety kit: autonomous emergency braking with pedestrian recognition and lane departure warning system with lane keep assist.

Step up to the Premium model and things get a little bigger: 18-inch alloy wheels and an 8-inch touchscreen multimedia system which also includes satellite navigation and traffic messaging. A KRELL Premium Audio 10-speaker system makes for great audio

The headlights are LED, and the creature comforts list gets a whole lot longer. Heated front and outer rear seats; heated steering wheel; electrically-adjusted front seats; leather trim; smart electric tailgate with hand’s free opening and keyless entry and go.

Safety equipment is bolstered with the addition of a Blind Spot Detection System. Automatic models also get Brake Assist.

Lastly we come to the Premium SE model. Visually this model gets 19-inch alloy wheels, dynamic cornering lights and a panoramic sunroof with tilt and slide function.

The front seats have a cooling function in addition to be heated, and the driver’s seat gets a memory function. There’s a head-up display, and a 360-degree parking camera system with top-down view.

So it’s pretty clear that whichever Santa Fe you choose, you will be happy with the equipment and gadgetry. Whether you want the extra spec over the SE model is for you to decide.

Value For Money

You are probably thinking that a big car, with big practicality and a big specification, will carry a big price tag. And you’d be correct.

The Santa Fe 2WD SE Manual has a recommended on the road price of £33,450. At the other end of the scale is the car we tested. The Santa Fe 4WD Premium SE Automatic is £43,320 on the road.

There are three options available. Metallic or Pearl paint is £690. Grey two-tone leather is a no-cost option, and Burgundy two-tone leather is £300. Our test car was finished in Stormy Sea Pearl, so the price as tested is £44,010.

That’s undeniably expensive. And despite a standard 5-year, unlimited-mileage warranty many people will struggle to come to terms with a £44,000 Hyundai. Don’t forget that anything over £40,000 will cost an additional £1,600 in VED over a 6-year ownership period.

With that in mind, and after a detailed review of the different models/prices, it would appear that the Premium SE doesn’t offer the best value in the range.

For £39,910 you can have a 4WD Premium Automatic. For me the only notable omission in specification would be the panoramic sunroof, but the £4,000 saved, and a further £1,600 in VED, would be enough to forego it.

If you can do without 4WD, given that the Santa Fe will spend most of its life in 2WD mode anyway, then a 2WD Premium Automatic is £38,110. And if you really don’t want the 8-speed auto – even though it is a great gearbox – then the 4WD and 2WD Premium Manual models are £37,910 and £36,425 respectively.

And at £36,000 to £38,000 the Santa Fe seems to offer much better value. So stick to the Premium and say goodbye to the head-up display.

Facts and Figures

The post REVIEW – Hyundai Santa Fe Premium SE appeared first on Simply Motor.

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The Hyundai Tucson has been around for a few years now, but has recently received a mid-life nip and tuck to keep it feeling fresh.

The changes are most apparent at the front. The grille is enormous – seemingly a family trait of a Hyundai. On our Premium SE model it’s finished in stand-out chrome too, for extra visual impact.

The headlights are also re-styled. They definitely look sleeker, with pixel-style LED headlights and signature daytime running lights.

It’s also worth noting that the Premium SE is not the sporty Hyundai Tucson, which is now left to the N Line trim. Nonetheless our test car, finished in Fiery Red, looked relatively athletic.

There are further flashes of chrome on the lower window surrounds and door handles. 19-inch alloy wheels are finished in two-tone black and silver, filling the arches nicely.

The Hyundai Tucson has an element of ruggedness in the form of a black plastic ‘skirt’. It runs around the car completely, but is most obvious on the wheel arches.

To the rear of the Premium SE the black plastic skirt contains a silver plastic insert. This being the 1.6 T-GDi model, you get a twin exhaust on one side. There’s even a subtle roof spoiler with gloss black side blades.

On the whole the Hyundai Tucson has aged well. But the addition of N Line specification to the range has spoiled the show for other models. It looks so good that it’s hard to imagine not picking it; like the GT Line model does to the Kia Sportage.

Interior Finish

The changes to the inside of the Hyundai Tucson are a bit less fresh-feeling. The main change is to the dashboard. The multimedia screen was previously integrated, but looked clunky and lacked aesthetic.

Now though, the touchscreen multimedia screen is perched on top of the dashboard. Although we weren’t a fan of these at first, there are so many manufacturers going down this design route that it’s grown on us.

And it’s apparent why it’s a popular design. It allows for a slimmer dashboard. In the case of the Hyundai Tucson it makes for a sleeker-looking passenger side. There’s even a bit of faux leather on the dashboard, a stark contrast to the plastics of old.

And yet it could go a step further. Because some problems remain with the cabin of the Hyundai Tucson. The main one is that there are still some iffy plastics knocking around.

Admittedly they are mostly confined to the door cards now, but there’s nothing “Premium SE” about it. The only saving grace is that the build quality is robust. There are no trim rattles, and the cabin feels well put-together.

And with the vast improvement to the multimedia screen setup, it’s about time Hyundai brought a virtual cockpit to the table. The dials, with their small multi-function display in the middle, are just a bit plain.

The seats on the Hyundai Tucson Premium SE are finished in a soft, perforated leather. Switchgear seems to be everywhere; from the centre console and dashboard to the steering wheel and driver’s door. But that’s largely due to the sheer amount of tech on this car: something we’ll come on to later.

Engine/Performance

There are quite a few drivetrain options available on the Hyundai Tucson. A mixture of petrol and diesel, and some diesels with mild hybrid technology. Then you can choose from manual or DCT automatic. And finally there’s the 2WD/4WD consideration.

Our test car featured a 1.6-litre T-GDi turbocharged petrol engine, 2WD and a manual gearbox. On paper the power output sound promising: 177PS and 265Nm of torque. Sadly that doesn’t translate into exciting performance: 0-62 takes a leisurely 9.2 seconds and the top speed is 126mph.

Let’s start by getting some good points on the table. At motorway speeds the T-GDi is refined, and the engine itself is quiet.

The 6-speed manual gearbox is relatively pleasant to drive. If you insist on having a manual you will not be disappointed. But if you are open to an automatic gearbox then the DCT is a great choice: slick, refined and reasonably efficient.

What’s not so good about the 1.6 T-GDi is the way it delivers power. Or doesn’t delivery power. There is absolutely nothing available below about 4,500rpm. To feel like you’re making forward progress you have to push really hard, and there isn’t much premium about that.

The downside of having to rev the T-GDi hard to make progress will reveal another issue: noise. This is a surprisingly harsh-sounding engine at higher revs.

Ultimately there is just no pleasure to be had from driving it. It’s sluggish when you’re pottering around, and abrasive when you push hard. Save yourself the trouble and opt for one of the diesels. It will have more torque, and therefore will drive better day to day.

Ride/Handling

So the Hyundai Tucson 1.6 T-GDi is not that impressive in a straight line. But does it fare any better in the corners? Actually it does. A bit.

With any car this size, controlling body roll is always going to be an issue. One way to do so is to lower the ride height and firm up the damping to make the car less susceptible when changing direction in a hurry.

But when you have a car on 19-inch alloy wheels and reasonably low-profile tyres this isn’t really an option. Softer damping is required to ensure the occupants’ spines remain intact.

Given that striking a balance between comfort and cornering is seemingly impossible, the Hyundai Tucson does alright. Partly because you’ll never be going fast enough to throw it into a corner at any great speed.

But it is still comfortable on the 19-inch alloys, absorbing the majority of lumps and bumps well. We’d have no issue taking the Hyundai Tucson on a long drive.

There are three modes to the steering: ‘normal’, ‘comfort’ and ‘sport’. There isn’t a great deal of feel in any of the modes; ‘comfort’ makes it lighter and ‘sport’ makes it heavier. So it all depends on personal preference. We tended to opt for sport mode.

Ordinarily the lack of 4WD could be seen as a negative. But realistically this is a car that is never going off road. Furthermore with the T-GDi engine there is no danger of being unable to put the power down, especially at lower revs. So in this case the 2WD model makes the most sense.

Economy

If the Engine / Performance section of this review gave you any doubts about the viability of the 1.6 T-GDi engine, then let us put the final nail in the coffin: the economy isn’t much to write home about either.

Okay, so it’s not the least-economical car in the world. On the combined WLTP cycle, this particular Hyundai Tucson returned 35.8mpg.

On the face of it that doesn’t seem a bad return, but for two things. Firstly, if you try to see some sort of forward progression, you will drive the T-GDi hard. And that will dent the figures significantly.

Secondly, and more importantly, the 1.6 CRDi 2WD manual achieves 45.6mpg on the same cycle. Given the T-GDi’s lack of performance it seems like an easy decision to make…

Nevertheless, we shall continue. CO2 emissions of 173g/km result in a first-year VED of £855. With a price under £40,000 there is no VED surcharge, so it’s just £145 in subsequent years.

And although driving the Hyundai Tucson T-GDi hard will see lower fuel consumption figures, we found a different outcome. Because there was just no enjoyment from the engine, we just pottered about and resigned ourselves to the lacklustre performance. As a result we could see figures near those quoted.

The Hyundai Tucson has start/stop technology, and the 2WD version is more efficient than 4WD. It is worth noting that the 4WD is a variable system, meaning it can send power to the front wheels only under normal driving. As well as being more enjoyable to drive, the DCT gearboxes are marginally more efficient.

Practicality

The crossover market in the UK is booming. They seem to be everywhere on our roads. But with a promise of high levels of practicality for the family it’s easy to see why.

The Hyundai Tucson makes a good case for itself in this regard. Boot space of 513 litres is respectable. It’s also more than the 491 litres you get in the Hyundai’s closest rival; the Kia Sportage.

For an airport run, you’ll fit a decent amount of luggage in the back. When you have a pram or buggy, you’ll be glad of a decent boot. When you get some alone time a set of golf clubs or two will go in easily. The family pooch will find the space generous, too.

In the cabin there’s enough space for 4 adults in extreme comfort, and 5 adults in reasonable comfort. It’s a big advantage for the middle passenger to have plenty of leg room without having any sort of transmission tunnel to straddle.

The rear seat backrest has the ability to recline slightly, which is a bonus. And when there are just two people in the back there is a centre armrest for extra comfort.

A higher driving position gives great visibility of the road ahead, and there are no bad blind spots from the driving seat.

Although we drove the Hyundai Tucson with the steering in ‘Sport’ mode 90% of the time, it has to be said that the ability to switch to the lighter ‘Comfort’ setting does help when you’re trying to manoeuvre in a car park.

Equipment

The Hyundai Tucson uses the manufacturer’s standard approach to equipment levels. You start with plenty of it, and get more with each grade. There are no options – premium paints aside – so what you see is what you get.

All models get alloy wheels, dual-zone climate control, LED daytime running lights, heated door mirrors with power folding function, electric windows front and rear, rear-view camera, Android Auto and Apple CarPlay.

In terms of safety equipment, there’s autonomous emergency braking, hill-start assist, lane keep assist, trailer stability assist, emergency stop signal and downhill brake control.

And then we come to the Premium SE model, which is the range-topper. As such, its specification is utterly comprehensive.

For convenience you get auto lights, auto wipers, power tailgate, keyless entry and go and electrically adjustable front seats. The front seats are heated and cooled, whilst the outer rear seats and steering wheel are heated only.

There’s an impressive level of technology too. A full 360-degree camera system with front and rear parking sensors makes parking a doddle. There’s a wireless charging pad, satellite navigation, Krell premium sound system and several USB ports.

The openable panoramic sunroof with electric window blind is a big wow factor, but also lets light and air into the cabin.

The electronic parking brake has an auto hold function, so you needn’t worry about rolling back when setting off. When you hit the motorway, the Premium SE has cruise control with speed limiter.

DCT models get adaptive cruise control, which will adjust your speed to maintain a constant gap to the car in front. It has a stop and go function too for those times when you get caught in traffic, taking some of the stress out of the situation.

Value For Money

The Hyundai Tucson range starts from £22,060 on the road with the 1.6 GDi S Connect 2WD manual, and goes right up to £34,970 for the 2.0 CRDi mild hybrid Premium SE 4WD Automatic.

Of the Premium SE models, the 1.6 T-GDi is the cheapest, with a price of £29,970. Premium paint adds £665, but there are no other extras to think about.

It’s hard to recommend the T-GDi though. The 1.6 CRDi is £30,900. Given the fuel consumption difference it’s likely that you’ll soon save yourself the extra £1,000.

Another consideration is whether you really need all the bells and whistles of the Premium SE model. If you’re happy with a few of the gadgets omitted, but with an extra dose of kerb appeal, then consider the N Line models.

In this trim, the 1.6 CRDi gets 48V mild hybrid technology. With a DCT gearbox and 2WD (which would be our choice) it costs £29,050.

It’s up to individual preferences whether gadgets or good looks are more important, but for us the temptation of the N Line styling would be hard to resist.

Whatever Hyundai Tucson you choose, a standard 5-year, unlimited-mileage warranty applies. That gives you extra peace of mind when spending your hard-earned money, and has the advantage of a decent warranty remaining if selling the car 3 years down the line.

Perhaps the only thing missing from the Hyundai Tucson range is a properly hot version; a Tucson N. We’ve seen what Hyundai’s N division can do; with the i30 N Performance. Applying that same magic to the Tucson could only be a good thing.

Facts and Figures

The post REVIEW – Hyundai Tucson T-GDi Premium SE appeared first on Simply Motor.

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Exterior Styling

In recent years the small SUV segment has exploded! The latest to join the party is Hyundai with the Kona.

In order to distinguish itself against its rivals, Hyundai have given the Kona a distinct design. There’s no doubt that the Kona’s exterior is going to divide opinions, you could say it’s a bit of a Marmite car.The car is equipped with a sports jacket, bringing splashes of aggressive creases and it’s not surprising given the cars designer.

The Kona was designed by Luc Donckerwolke who previously designed the Lamborghini Murcielago and Gallardo. If you look hard enough, you can see little flashbacks to his earlier creations.

At the front you’ll find a large, deep front grille, with a (fake) air intake just above to give the car a more aggressive finish. Either side of the front grille are slim, split LED headlights, and a contrasting silver front bumper.

The car was finished in a basic grey; however, Hyundai do offer two paint groups for customers to choose from. We really liked the grey, especially when offset against some chrome trims.

To the side, you’ll notice the use of black plastics around the wheelarches, just in case you’re going off road in the Kona.

Our test model also came with chunky 18 inch alloy wheels. The alloys have a contrasting dark colour to offset against the standard alloy finish, giving them a more premium look.

To the rear, the chiselled tail-lights are a continuation from the front design. The contrasting plastic over the arches continues round to the rear, finishing off the bumper.

There’s no doubt that the Kona ticks the stylish box in what’s an already style led segment. That said, it all depends on your taste & whether you’re a fan of Marmite.

Interior Finish

Inside, it’s clear that the interior doesn’t cause as much as an argument as the exterior. The car is far more conventional compared to others in the segment.

There’s a lot of black on black with the odd splash of body colour contrast. To be honest, the interior does feel a little boring. It’s no different to any other Hyundai, and fails to match the exciting style of the exterior.

To the front of the car there’s little more to complain about. The dashboard is practically laid out, with conventional dials, an 8 inch touchscreen display to the middle of the dash with all the usual controls you require underneath.

Interior quality is a bit of a mix. Hyundai has used several different types of plastics, some soft touch, and quite a bit of hard plastics. The contrasting materials do help to lift the dull interior, but it could have done with some more soft to touch.

Opting for our test model, the Premium GT, you also get a head-up display, which we rarely see in many cars at this price point.

To the rear of the car, there’s little more for excitement. The black on black continues, with the small use of some soft touch plastics & hard plastics.

Engine/Performance

Our test car featured a 1.6 litre, four-cylinder turbocharged petrol engine. The engine delivers 177PS and 265Nm of torque. Hyundai also offers a smaller 1.0 litre engine, along with a 1.6 litre Diesel engine in 2WD only.

In summary, the engine feels punchy for a small SUV. The Kona can hit 0-62mph in 7.9 seconds which isn’t slow for an SUV. In fact, it’s not slow by any standards: the Kona could surprise a few cars if you were to catch them unawares.

The performance is largely helped by the seven-speed dual-clutch automatic gearbox and adaptive all-wheel drive system. The gearbox does an excellent job at changing gear, just not to the high standards of a VW/Audi DSG but it’s not half bad.

The only negative is the lack of paddle shifters, so if you want to change gear manually, you’re going to have to use the shifter. And there’s a lack of immersion in doing so.

Another minor criticism is the engine note, which is a little harsh in the cabin as you climb up the revs. A symposer system would have improved sportiness. Also, the twin exhaust does nothing to produce any nice noise, but perhaps we were expecting too much from a small SUV.

That said, the engine is perfect for effortlessly cruising down the motorway or popping into town. In fairness, it’s a nicely balanced package for a small SUV.

Ride/Handling

Across the board crossovers are never going to be the most thrilling of cars to drive. This is largely because they are often nothing more than hatchbacks on stilts. The higher centre of gravity causes more body roll.

During an everyday drive, the ride is comfortable and the Kona absorbed bumps and potholes well.

The steering was nicely weighted, allowing the car to feel nimble and responsive around tight bends. The 1.6 T-GDi test model comes with a different chassis to the base models. The rear suspension is more complex.

Tied with the 4-wheel drive system, the Kona was able to apply power in the corners in a surprising fashion, better than some sportier hatchbacks!

However, on more spirited drives the tall body, and body roll becomes more apparent and understeer starts to appear. The understeer isn’t bad though, and it’s very manageable. Once the car shifts some of the excess power to the rear axle, the Kona’s front end tends to hang on when you give it the beans.

Its also refreshing to see a small SUV with 4-wheel drive. Given that the U in SUV stands for ‘Utility’ its surprising that not many small SUVs come with the option. As such, it allows the Kona to stand out against its rivals.

Economy

Economy is a bit of a strange area for the Kona. Our test car, with the 1.6 litre engine can only achieve 40.4 mpg on a combined cycle. To top this, the Kona has a CO2 emission of 158g/km which is relatively high in its class.

The above figures are due to Hyundai including a dual-clutch auto gearbox and the adaptive all-wheel drive system. Naturally, these systems eat fuel, however Hyundai have opted for an ‘adaptive’ all-wheel drive system.

Essentially, the all-wheel drive system will only apply power to all 4 wheels when required. However, when driving down a normal road, the car will stay in 2-wheel drive to improve fuel economy. Put your foot down, and the car will instantly put power to all 4 wheels.

Based on the above, we would expect fuel economy to be more in the mid-40s, however you can’t complain. Drive a little more enthusiastically and you can soon see the consumption figure drop.

The smaller 1.0 litre petrol engine will manage a combined figure of 52.3 mpg, so if you want to save pennies on your petrol bill, opt for the smaller engine.

In terms of VED, the first year rate of £515 is absorbed into the (reasonable) list price, and then £140 thereafter. No danger of a surcharge either, thanks to the Kona’s price tag being far under £40,000.

Practicality

Given that small SUV’s are aimed at the family lifestyle, it’s safe to assume that passenger space & boot capacity is of paramount importance.

Passenger space in the rear of the Kona is fairly disappointing. Rear leg, knee and room for an adult was limited and longer journeys in the car will be uncomfortable. That said, for the kids, the rear is plentiful and comes equipped with ISOFIX mounting points on the outer seats as standard.

The middle seat has a bizarre-shaped headrest that looks like it’ll do more harm than good, just watch our 3 Good 3 Bad video to see exactly what I mean.

In terms of rear boot space, the Kona has just 334 litres which is actually no more than  you get in many superminis. There’s definitely more space in other small SUVs, but the boot is still useable and features a nice, large opening.

Fold the rear seats down and you’ll get 1,116 litres of space & features a flat load-bay thanks to the variable floor divider.

Equipment

Here’s where we’re always impressed with the Koreans. Hyundai packs a lot of kit into its cars as standard, and the Kona Premium GT is no exception.

Inside the Kona featured an upgraded 8-inch touchscreen display with an eight-speaker KRELL audio system. Sat-Nav, Android Auto and Apple CarPlay comes as standard with the car.

If you search hard enough, you’ll find a button to release a heads-up display. Access into the Kona is via keyless entry with a push-button start. To aid parking there’s a reversing camera. For comfort there’s a heated steering wheel, along with heated and cooled front seats.

To help keep you safe on the road, the Kona includes autonomous emergency breaking, blind spot detection and lane departure warning system.

The added safety features and driver assistance systems ensure the Kona scores 5 stars in the Euro NCAP ratings. So, you can be confident it will keep you and the family safe. As always, the level of safety equipment will ensure that insurance bills remain on the cheaper side.

Not too many years ago the likes of a heated steering wheel would be inconceivable on what is essentially a family hatchback. We’d expect them on a top spec German vehicle! But the fact is these creature comforts are easy to get used to, making the Kona feel like a treat.

Value For Money

The Hyundai Kona range starts at £16,900 OTR for the 1.0 T-GDi . The most expensive model is our test car, the 1.6 T-GDi Premium GT which costs £25,445 OTR.  Granted, you get a lot of equipment, but its still a significant amount of cash for a small SUV.

The only optional equipment you can add onto the Kona is metallic paint £565, Autonomous Emergency Braking with Pedestrian Recognition £235, Sunroof £420 or a Two Tone Roof for £420. The Kona is also backed by Hyundai’s 5-year, 100,000-mile warranty to give you peace of mind.

In terms of long-term figures, time will only tell. A car with adaptive 4-wheel drive, and the level of equipment on offer should retain its value in the long term. Especially if you consider that selling the car in 3 years’ time will still retain 2 years of its original warranty for added comfort.

Facts and Figures

The post REVIEW – Hyundai Kona Premium GT appeared first on Simply Motor.

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Exterior Styling

There are two ‘approaches’ when styling a hot hatch: a subtle, reserved approach, or the utterly bonkers, stand-outish one. From now on, I will think of the latter as the ‘Hyundai i30 N’ approach. There’s nothing subtle about it. It’s in your face, shouting and waving its arms about, spoiling for a fight.

It’s a bold move by Hyundai, but they have executed it to perfection. My test car was finished in exclusive Performance Blue. For those of you of a rallying disposition, you will recognise the colour from the Hyundai i20 WRC rally car, giving the i30 N a motorsport feel.

At the front, you are drawn to the big, gaping honeycomb grille complete with ‘N’ badge. The corners of the bumper are angular and give the car an aggressive stance. A big red pinstripe on the bottom lip makes sure that people who see the i30N approaching in their rear-view mirror know it means business. Completing the front end are the sculpted LED headlights.

To the side, the black side skirt brandishes the ‘N’ logo at the back. 19-inch alloy wheels look good with a gloss black and polished two-tone finish. The wing mirrors are also gloss black, which was a nice contrast against the Performance Blue paint. Also effective is the privacy glass and black window surrounds.

The rear of the Hyundai i30 N is what people will see most often. In the centre of the gloss black spoiler is a triangular brake light, which furthers the motorsport feel. Two large, round exhaust pipes sit either side of a diffuser; below which is another red pinstripe. The rear bumper itself is as angular and aggressive as the front.

There is no denying the Hyundai i30 N is a car with serious road presence, and kerb appeal.

Interior Finish

The interior of the Hyundai i30 N isn’t quite as bonkers as the exterior; instead opting for what I expect Hyundai would call more ‘focused’ styling. There is a lot of black and grey and, despite the blue contrast stitching, this gives a monotonous feel.

Front seat passengers are treated to big, sumptuous sports seats, complete with big bolsters, shoulder support and an adjustable knee cushion. Once settled in the driver’s seat you notice the subtle ‘N’ badges on the steering wheel and gear knob, in addition to the less subtle race and drive mode buttons on the steering wheel.

The dials are reasonably plain; with a manual speedometer and rev counter sitting either side of a multi-function display. I like the dynamic rev limiter, which changes as the engine reaches temperature.

What isn’t so plain is the inclusion of shift lights. Located at the top of the instrument panel they light up as you approach the redline, flashing once you get there. Yes, they are a bit childish, but they are also brilliant.

The steering wheel itself is chunky and grippy, with perforated leather and blue stitching. Usually I prefer a flat-bottomed wheel, but in this case it didn’t bother me.

In the centre of the dashboard is the 8.0-inch multimedia touchscreen. It looks a bit like a tablet in the sense that it is ‘stuck on’ the dash as opposed to being incorporated. This seems to be a growing trend among car makers.

On the whole the plastics are of a good quality, but I took a particular dislike to the handbrake which is a cheap, scratchy plastic. I also think the interior would have benefited from a more prominent finisher to bring a bit of texture and contrast; for example a brushed aluminium or carbon-effect trim.

Engine / Performance

Powering the i30 N is a 2.0-litre, turbocharged petrol engine. It produces 275PS and 353Nm in the i30 N Performance. Five drive modes are available – Eco, Normal, Sport, N and N Custom, making it versatile.

With a 6-speed manual gearbox this Hyundai is a rather pokey hot hatch. 0-62mph takes 6.1 seconds and the top speed is 155mph.

Those performance figures are in the ball park of the Volkswagen Golf GTi Performance, so will spark the interest of petrol heads. But the stats on paper are only half the story; the reality of getting behind the wheel of the Hyundai i30 N, prodding the start button and going out for a blast is completely different.

Unlike many rivals, the i30 N has a sports exhaust. A proper sports exhaust. Stick the car in ‘N’ mode and the chatter from the tailpipes is incredible. At low revs there’s a rumbly bass. It also pops and bangs on overrun. Shift at the redline and you are greeted to a delightful bang. It’s borderline antisocial, which is a refreshing change from the quiet, boring exhaust notes usually found on turbo cars.

The Hyundai i30 N comes with rev matching technology. What this does is blips as you enter neutral on the downshift, so that when you hit the next gear (i.e 3^rd to 2^nd) the revs match and the change is seamless. It works too: even the most aggressive downshifts are smooth and natural.

If there was ever a car to upset the ‘status quo’ of hot hatches, it would be the Hyundai i30 N. Until now, Hyundai’s best offering was the i30 Turbo: a rather uninspiring car with lacklustre performance. Then we get the i30 N: a car which can shrug off a Golf GTi Performance.

Ride / Handling

In order to ensure the i30 N is as impressive around the bends as it is on the straights, Hyundai has fitted the i30 N with adaptive damping. Coupled to the different drive modes it works well.

In Eco and Normal modes the i30 N is somewhat firm, but edging towards comfort. Then in the ‘N’ mode the car stiffens up and edges more to the hardcore end of the hot hatch ride spectrum. The up side of this is minimal body roll and predictable behaviour on bumpier, undulating roads. Open the boot and you’ll find a strengthening bar, which helps chassis stiffness.

In N Custom mode you can set the i30 N up exactly how you like. Choose settings for the engine, rev matching, e-LSD and exhaust system.

The steering is nicely weighted and direct. As for the e-LSD, you wouldn’t know it was electronic. You can use all 275PS, and understeer is never really a problem. Through the corners, the front end is pulled into the apex, as would be the case with a mechanical LSD.

If you were to drive the car in N mode all the time then you would end up with chattering teeth. But if the i30 N was set up for comfort all the time it would be compromised on the track, so it’s nice to have the different modes.

To provide stopping power, the i30 N performance has 345mm front discs and 314mm rear discs. Although there are no 4-piston or 6-piston callipers, there is still ample brake force to ensure the i30 N halts with the same ferocity that it accelerates.

Economy

To be a true hot hatch, a car must not be terribly uneconomical. It must have the power to cause upset against larger, more powerful cars whilst still enjoying the frugality of a family hatchback.

The official figures for the i30 N Performance is 39.8mpg on the combined cycle. How close you get to that figure will depend largely on how restrained you are with your right foot. Take the Hyundai on a long, gentle run and it will sip fuel at a rather leisurely rate.

Go a bit bonkers mind you – it’s easily done, trust me – and you will find yourself making acquaintances with the local petrol station cashier.

CO2 emissions are 163g/km. Whilst that’s doesn’t set the class alight – a Golf GTi Performance manual emits 148g/km – it’s still fine. Company car drivers will be worse off, but I would guess that there won’t be many people with a Hyundai i30 N on their P11d.

Road tax costs £515 in the first year and £140 thereafter. Whilst the first year rate may seem steep, it’s all relative to the overall price of the car. See the “Value For Money” section further down. As the i30 N is less than £40,000 to buy, there’s no danger of the VED surcharge.

Technology helps the Hyundai i30 N be reasonably efficient. You have the ‘Eco’ drive mode. The car features start/stop technology. Whilst there is no fancy DCT automatic option to further improve efficiency, it’s not required, and with rev matching the manual is far more rewarding to drive anyway.

Practicality

A hot hatch must also be a practical car to live with. You should be able to get your kids in the back and the shopping in the boot. It should be easy to park and, when not hooning around on the local B-road, be composed and pleasant to drive around town.

The cabin on the Hyundai i30 N has ample space for adults both front and back. The boot – at 381 litres – is more than big enough for the Aldi big shop. It should also be said that the aforementioned strengthening bar does not intrude on the boot space.

The boot is also quite deep, so the family dog could be comfortable in it, although that’s unlikely if you go for an ‘N’ mode blast…

As for how the i30 N is to drive and live with, you soon learn to appreciate the varying characteristics of the different drive modes. You are able to rein in the bonkers-ness by switching to Eco or Normal. And in doing so the i30 N is not a fire breather, but an everyday family hatchback.

Visibility is great, which makes parking a doddle. Despite having large wheels the turning circle is fine, so you don’t end up doing a fifty-point turn at the supermarket car park.

When spending a mere week with a car, it’s hard to suss out exactly what it’s like to live with. But with the i30 N I could tell that life would be great. In a busy week filled with various jobs and drives, it was a pleasure throughout. I could quite easily have kept it; had Hyundai not politely insist I must give it back.

Equipment

I think if there is one area where hot hatches have most moved on; it would be in the level of equipment and technology offered.

In the past the hot hatch was reasonably-poorly equipped, because you were paying for the mechanical bits and bobs that resulted in the performance.

Nowadays, the hottest model in a line-up is often the top-of-the-range model too; it is therefore the one with the most gadgets and gizmos as standard. That’s definitely the case with the Hyundai i30 N.

There are no optional extras in the i30 N: you get the equipment as standard. And the list of equipment you get is rather comprehensive.

Keyless entry and go; satellite navigation; cruise control; reversing camera; front and rear parking sensors; Apple CarPlay and Android Auto; wireless charging pad; Lane Departure warning system; Emergency Autonomous Braking. All this is standard on the i30 N, and makes it an effortless car to live with.

But you also know you are getting the performance kit too. Those big brakes. The adaptive dampers. A sports exhaust system doesn’t come cheap, and neither does the aerodynamic bodykit. With the i30 N you can see exactly what you are paying for and, unlike some rivals, it isn’t a badge.

Value For Money

It’s probably clear by now that I like the Hyundai i30 N, so much so that I have had little criticism of it. But the question of cost is one that can make or break a car’s desirability, especially in the competitive hot hatch segment.

Prices for the i30 N Performance start at £28,010 on the road. With Performance Blue paint my test car cost £28,595 which is also the most you could spend on this car (save for dealer-fit accessories).

There is no denying that, at that price, the i30 N is a game-changer in this segment. A Golf GTi performance starts at £30,585 but bear in mind that you would have to spec options to get the same kit as in the Hyundai.

You see this is why I still scored the i30 N well in terms of economy: because despite the seemingly-large £515 first year rate it’s price is still more than competitive enough to sway you away from rivals.

What’s also remarkable is that this excellent value doesn’t seem to come with a compromise. Whilst the interior isn’t the most premium in the segment, the i30 N has more than enough to make up for this. If I was in the market for a hot hatch, then the Hyundai i30 N would be the benchmark against all other cars being considered. And I can’t think of a more complimentary way to bring the review to an end than that.

Facts and Figures

The post REVIEW – Hyundai i30 N Performance appeared first on Simply Motor.

The Hyundai Tucson is one of the more recent models to show its face in the model line-up. It is a crossover, available with a host of engines and either 2WD or 4WD configuration. As with other models the Tucson aims to offer premium quality at an affordable price; to create the perfect package for your next family car. It shares quite a bit- from specification to engines- with the Kia Sportage, a car that has been well received in the market (and here at Simply Motor). So I gratefully took the opportunity to grab a Tucson for a week. Could it really offer a premium drive at a reasonable price?

Looks – 8/10

In recent years Hyundai has worked hard to position itself as a more premium brand. And this shows itself when you look at the model styling. The new i20 looks worlds apart from the model it replaces. Same goes for the i30 and i40. Now the Tucson replaces the ix35, a car which I really didn’t like the look of. But I do like the Tucson. The body is big and beefy; with broad shoulders and a rugged stance. My Premium SE test car sat on huge 19-inch turbine alloy wheels, which filled the arches nicely. The front bumper is angular and incorporates LED daytime running lights. The Tucson has a black plastic sill all round, and this helps give it some off-road kerb (or rut?) appeal. At the back it’s a little less aggressive and a bit more rotund looking, but the twin tail pipes and subtle spoiler provide a little sporting prowess.

The inside of the ix35 was not a particularly nice place to be, and again Hyundai has ramped up efforts to improve things for the Tucson. There’s leather on the seats and door cards. The plastics are generally of a higher quality, although there are a few scratchy areas knocking around. For me there’s not enough of the silver trim to break up the black, and this gives the interior a dark feeling. The multimedia screen could do with being a little bigger and more prominent. The switchgear is well laid out and nice to the touch, which gives the Tucson a robust feel. The dials are a simple white on black, with a TFT information display in the centre. The seats are slightly bolstered, and perforated to allow the cooled function to work better. To add a bit of contrast, I would opt for the red leather interior, which would contrast a white or grey exterior just nicely.

Handling/Performance – 8/10

The Tucson features several drive modes: being Normal, Eco and Sport. In the latter, the steering is nicely weighted and throttle response sharpened. It actually makes the Tucson an enjoyable car on a B-road. I just wished for some steering wheel mounted gear shift paddles, as the manual mode being on the gear shifter was less involving when you got pedalling. Body roll is present, but not as badly as you would expect from such a big car. The aforementioned bolstered seats helped hold you in place, giving you the confidence to push harder. My test car was a 2WD version, but with only 141PS it didn’t struggle for grip. If you want a more reassured drive in even the toughest conditions, then there are a few 4WD options to choose from, although sadly none of them with the DCT.

Economy – 10/10

The beauty of the 1.7-litre diesel is that it sips fuel at a rather frugal rate. Even with the 19-inch alloy wheels and DCT gearbox, combined fuel consumption and CO2 emissions are 57.6mpg and 129g/km respectively. That means that you can go further on a tank of fuel and spend less time at the pumps. In terms of VED, the 1.7-diesel 2WD DCT will cost £160 when you register the vehicle, and then £140 every year thereafter. The DCT gearbox is more fuel efficient than a traditional automatic, and the use of start/stop technology helps reduce emissions. If you go for the 2.0-litre diesel with 185PS and 4WD, you’ll pay an initial £500 and the same £140 thereafter.

Practicality – 10/10

If you decide to make a Tucson your next family vehicle, you can rest assured you will have made a sensible choice. For starters, the external size of the vehicle translates to a roomy cabin both front and back. The boot was plenty big enough for two dogs or a weekly big shop, and would cope with the family luggage at holiday time. I had the range-topping Premium SE on test, and that meant I had an abundance of technology on board to make life easier. The front seats are heated and cooled. The rear outer seats are also heated. You get satellite navigation, dual-zone climate control, DAB radio. In addition there’s a host of safety equipment, including rear cross traffic alert, autonomous emergency braking, blind spot monitoring and an electric parking brake with auto hold function. Keyless entry and go completes what is a comprehensive package.

Fun – 7/10

So how does the Tucson make you feel behind the wheel? Does it fill you with an urge to go and drive? Frankly, no. But it does come close. In sport mode, on a nice quiet B-road, the Tucson was good fun. It needed the paddles to have a more involving drive, and a little more power wouldn’t go amiss. Having previously driven the 1.6-litre turbo petrol I can certainly say that had a bit more oomph about it. The overriding problem is that this car feels like its sole purpose is for practicality. That’s fantastic when you’re on a family day out. But when you find yourself in the car alone, it just lacks that smile factor. Great on a commute, but I can think of much better companions for the scenic route.

Concluding Remarks

If I were to go out and buy a Tucson, I have to confess it wouldn’t be this one. I love the DCT gearbox, but found myself wanting a bit more oomph too often to live with it full time. Happily there are other options available: either a 2.0-litre diesel 185PS with AWD, or the 1.6-litre turbocharged petrol 177PS with 2WD. As far as gadgetry goes, you won’t want for much more than the Hyundai offers: my SE Premium test car was comprehensively equipped. And the exterior styling is a winner for me too, with big 19-inch alloy wheels and angular design. The interior didn’t feel quite as premium as I would have liked, but overall the value is there to be seen. The Tucson range starts at £19,705 and for the 2WD SE Premium I tested it’s £30,460 which is fair considering the host of technology on board. So if you’re looking for a family car, hold fire before going to buy that Nissan Quasqai or Kia Sportage: the Hyundai Tucson is well worth a look. And if you want to do just that, head over to your local dealer or visit the Hyundai website.

Total Score – 43/50

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The Hyundai i30 received a minor facelift in 2015, and as part of this the i30 Turbo was introduced. Available as either a 3-door or 5-door model, it seeks to offer a little more get-up-and-go than standard models. Be under no illusions though; this is in no way a hot hatch. It’s more of a ‘warm’ hatch, but that could work in its favour. It isn’t all about stiffness and speed, which should make for a better all-round family car. But will that work in reality? Is the i30 a sensible choice, or will it find itself in a strange place in the market? Well I grabbed one for a week to find out.

Looks – 8/10

I had a 3-door model, and I think it’s nicely proportioned. Whilst definitely larger than a Fiesta, it feels more compact than a Focus. At the front the angular bumper gets integrated LED daytime running lights and a red accent at the bottom. The grille surround and bottom lip are finished in a contrasting satin silver, and give the i30 Turbo a more aggressive stance, which is good. To the side the sweeping lines from front to rear arches are a nice touch, and the 18-inch alloys suit the car. My favourite angle was from the back, as this is where it sportiest touches are. The rear bumper also features a red accent at the bottom, and large round exhausts sit either side of a diffuser. The rear lights are sleek, although I found it a shame that there’s no privacy glass, as this would have completed the exterior image.

Stepping inside the i30 Turbo you notice the sporty touches. The seats are nicely bucketed, with red and black fabric and black stitching. The steering wheel and gear gaiter also have red stitching, and I rather liked the red surround to the start button. In front of the driver the dials are simple with white numbers and red dials, and a 7-inch touch screen sits nicely in the centre console. The steering wheel itself is a bit big and clunky; a smaller or flat-bottomed wheel would have been a preferred option. There’s a lot of buttons on it too; 17 to be precise. It looks a bit crowded. Other nice touches include the aluminium pedals and dark headlining. Build quality seems good and materials, whilst generally quite dark, have a quality look and feel to them.

Handling/Performance – 7/10

The engine in the i30 Turbo is a 1.6-litre, turbocharged (obviously) petrol engine. It produces 186PS and 265Nm of torque. That’s enough to propel the Hyundai from 0-62mph in 8.0 seconds, and on to a top speed of 136mph. If you consider this as a warm hatch, then that’s not too bad. The 6-speed manual gearbox allows you to really work the engine to eke out every last drop of performance, and I did find myself wishing for a little more power at times. What’s frustrating about the i30 Turbo is that it shares a lot with the Kia pro_cee’d GT, including the engine. The Kia develops 204PS though, and that extra makes a difference. In-gear acceleration is good though, with the car picking up well from most speeds. It will happily potter around at 30mph in 5th gear, and on the motorway you needn’t drop a gear to overtake, so in that respect the engine is a success.

Hyundai has made minor tweaks to the i30 Turbo to improve the handling, including a revised suspension set up and more direct steering. There are 3 modes to the steering; normal, comfort and sport. I didn’t see the point in anything other than sport, as this was the only one with a bit of weight to it. The steering may be direct, but it lacks feel, and doesn’t quite engage the driver. I like the organ accelerator which is nicely responsive, and the gear shift is nice and short. The suspension is spot on for a warm hatch, with it being stiff enough to hold well through fast corners, but also soft enough to be forgiving at lower speeds through town. Unleash the Hyundai on a country road, and you will be impressed with its composure through the bends. You’ll just wish it had a bit more go in between them.

Economy – 7/10

Because the i30 Turbo shares an engine with the pro_cee’d GT, it too has rather high CO2 emissions. 169g/km in fact. That means VED band H, and that means your annual road tax bill is £205. The first year rate of £295 might be hard to stomach too, and could leave you struggling to justify this as a sensible family car. The i30 costs the same to tax as the pro_cee’d GT, but doesn’t have the upside of the extra power like the Kia. On a more positive note, 38.7mpg on a combined cycle is respectable for a warm hatch of this size, although I do wonder why they are so far behind European rivals when it comes to emissions.

Practicality – 7/10

As far as 3-door cars go, the i30 Turbo is a rather pleasant one to live with. It’s spacious in the front and, once you’ve clambered in, spacious in the back. The boot is expansive at 378 litres, and this rises to 1,316 litres with the rear seats folded down. The i30 Turbo boasts an impressive list of standard kit, including heated steering wheel, heated seats, reversing camera, satellite navigation, cruise control with speed limiter, dual-zone climate control and adaptive Xenon headlights. It makes the Hyundai a great companion, and gives you plenty to talk about with your friends. The i30 Turbo is available as a 5-door, and I think you’d struggle to not pick it. That would make this a much better all-round package.

Fun – 8/10

I found the i30 Turbo rather likable. It might not have neck-breaking performance, but it does pick its heels up when you drop a cog and boot it. As long as you are not expecting masses of power when you get behind the wheel, you will probably be pleasantly surprised and have an enjoyable time. The styling is a winner for me, and I think the Hyundai looks great in car parks; those twin exhausts and that rear ¾ view were my favourite. The list of standard equipment makes for an easy life, and I have to confess I haven’t seen many i30 Turbo’s on the road, so there’s a bit of exclusivity to be had as well.

Concluding Remarks

Total Score – 37/50

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