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First drive: Hyundai i30 guns for small-car goldOct 2007

First drive: Hyundai i30 guns for small-car...

Sharp pricing, diesel power and local chassis tuning give Hyundai's new i30 teeth

Hyundai 2007 i30 5-dr hatch rangeOct 2007

Hyundai 2007 i30 5-dr hatch range

Euro looks, diesel donk and Aussie suspension tune auger well for Hyundai's new i30

FD i30Oct 2007

FD i30

BASED on the HD Elantra sedan, the FD five-door hatchback is Hyundai’s European-devised C-segment combatant against the established Volkswagen Golf, Holden Astra and Ford Focus.Of course, in Australia, the Korean small car is priced significantly less. It also happens to be the best car the country has ever exported.The i30 arrived in late 2007 boasting the cheapest diesel hatch in the small car segment. It also offers safety features such as side curtain airbags and stability control.In fact, Hyundai ensured i30’s compatibility to this market by bringing out engineers and prototypes to calibrate the suspension properly for our requirements.The result is a chassis that seems to ride well and has the steering precision, tyre grip and body control to carve up corners in a satisfying manner.he i30 employs all-independent coil spring suspension with McPherson struts at the front and an upper/lower arm at the rear. The rear dampers are fitted independently of the springs to maximise cargo-carrying capacity.The i30 is powered by either a 2.0-litre petrol four-cylinder or a 1.6-litre turbo-diesel four-cylinder engine. Both are available with a five-speed manual driving though the front wheels.A four-speed manual-mode automatic is available for the 2.0 for an additional $2000 but the CRDi will not be available as an auto until next year.The CRDi’s 1.6-litre develops peak power of 85kW at 4000rpm and 255Nm of torque between 1900rpm and 2750rpm.The engine is a 16-valve, common-rail unit with a variable vane turbocharger and low-friction balancer shaft. According to the ADR 81/01 test, the i30 achieves 4.7L/100km.The 2.0-litre petrol engine is a derivative of Hyundai’s “Beta” engine, and is a 16-valve, DOHC CVVT inline four-cylinder that develops 105kW at 6000rpm and 186Nm at 4600rpm. Fuel consumption is 7.2L/100km for the manual and 7.6L/100km for the auto.Hyundai claims that it has paid special attention to quality of interior materials to ensure it conveys a “European” feel.The i30 measures 4245mm long, 1765mm wide and 1480mm high and carries 340 litres of load volume with the rear seats upright or 1250 litres with the rear seats folded.Three specification grades are offered for the i30: SX, SLX and SR.In early 2009 the i30 CW (for Crossover Wagon) arrived, styled at Hyundai’s design and engineering centre in Russelsheim, Germany.Devised from the onset to be a wagon, the i30 CW boasts a larger body that is 230mm longer at 4475mm and 40mm taller at 1565mm (with the standard roof rails) than the hatch, enabling rear headroom to rise 7mm to 987mm.The CW’s 2700mm wheelbase represents a 50mm stretch for a 36mm increase in rear-seat legroom (rated at 926mm), while rear overhang extends by 180mm (or 25 per cent) over the i30 hatch to 900mm.All the upsizing leads to a 415-litre cargo area with split/fold rear seats up (up 75L or 22 per cent over the hatch), which can then be increased to 1395L with them folded, compared to 1250L in the hatch.The CW’s rear doors have also been redesigned, but everything forward of the B-pillar is shared with the i30 hatch, as are the transverse drivetrain choices, built on Hyundai’s fourth-generation front-wheel drive small-car platform that also underpins the HD Elantra, the Kia Ceed small car of Europe, and a variation of the TD Cerato.This means the 105kW/186Nm 2.0-litre Beta four-cylinder petrol and 85kW/255Nm 1.6-litre CRDi turbo-diesel engine applications, along with the five-speed manual or four-speed automatic gearboxes.The petrol engine’s combined average fuel consumption figure is 7.3 litres per 100km (auto: 7.7), compared to the diesel’s 4.9L/100km (auto: 6.0), while the carbon dioxide emissions ratings stretches from 183 grams per kilometre for the petrol-auto i30 CW (manual: 174) to 128g/km for the SX diesel manual (auto: 159).Like the hatch, the CW’s suspension is by MacPherson struts and coils up front and an independent multi-link arrangement in the rear.Wagon-specific features include roof rails, extendable cargo cover, a cargo mesh barrier that connects to the roof immediately behind either the front or rear seats to keep items flying forward in an emergency stop from striking the car’s occupants, and a 12 volt rear power socket.In September 2011 Hyundai tweaked the diesel i30, boosting the torque output of its 85kW engine from 255Nm to 260Nm and supplanting the five-speed manual with a new six-speed transmission.The revised engine and manual transmission combination resulted in improved fuel economy, dropping from 4.7 litres per 100km to 4.5L/100km.Consumption for automatic versions, retaining a four-speed transmission, fell by as much as 0.3L/100km, with claimed consumption for the self-shifter dropping to as 5.7L/100km.

First drive: New Mazda2 shapes up for light fightSep 2007

First drive: New Mazda2 shapes up for light...

A leaner, stronger and safer Mazda2 arrives Down Under, sharply priced from $16,500

DE Mazda2Sep 2007

DE Mazda2

MAZDA’S fifth-generation ‘2’ was expected to stir the light-car class with its keen pricing and the availability of stability control to match its striking styling.At the time of its release in September 2007, the baby Mazda – only available once again as a five-seater five-door hatchback – joined the pioneering Hyundai Getz in offering stability control as an option across the range in a sub-$20,000 vehicle.However, though ventilated disc brakes featured at the front, all models made do with drum brakes at the rear.Despite the weight of its added equipment, the Neo was 60kg lighter than its direct predecessor. Without the extra features, this figure would approach 100kg – a refreshing reversal for a modern mass-produced passenger car that must also pass many crash-safety legislation requirements.Devising a shorter, smaller car contributed 40kg of the other 60kg, 22kg was banished from the body shell, the largest single saving, while the revamped MacPherson strut front and torsion beam rear suspension system – 13kg-lighter than before.Mazda also literally weighed up as many individual items as it could to see if excess mass could be shaved off. Employing an electric power-assisted rack and pinion steering set-up was another calorie-counting technique.Mazda carried over the existing 1.5-litre twin-cam four-cylinder engine, but with detailed changes that resulted in slightly less power (76kW at 6000rpm versus 82kW) and torque (137Nm at 4000rpm Vs 141Nm), but the weight savings helped deliver comparable or better performance with improved fuel economy.The curvy exterior theme carried on inside, with a descending belt line to aid vision and a 38mm higher gear lever to be closer to the driver.While the Mazda baby was smaller and lighter, it also happened to be stronger and more rigid than before thanks to localised stiffening of structures such as the suspension tower surrounds and spot-welds around the tailgate.The upshot of a beefed-up body and chassis were improved dynamics and better noise, vibration and harshness control.Also noticeable inside was a large glovebox and plenty of storage receptacles but there was no sliding rear seat (unlike the original Mazda 121 of 1987).There was a 10 per cent reduction in boot space, from 280 to 250 litres, compared to the old ‘2’, although folding the rear seats down increased the load capacity to 787 litres.Besides all the electronic safety equipment, all models included dual front airbags, air-conditioning, power windows and electric mirrors.Mazda added a three-door model to the range in May 2008 – just a couple of months after it appeared at the Gemeva motor show – and the newcomer enabled the company to reduce the entry price in Australia by $750. It arrived in Neo and Maxx specification levels that mirrored the five-door models.In May 2010 a facelift featuring Mazda's new corporate face was applied and a sedan variant made its way into the range, replacing the three-door.Suspension and braking improvements were a feature of the mid-life upgrade, as were increased standard equipment levels with a focus on safety that included standard electronic stability and traction control across the range.In January 2011, Mazda moved production from Thailand back to Japan after just eight months. The sedan was dropped and the range benefited from a minor facelift.The Neo hatch received new 15-inch steel wheels, body coloured exterior door handles, fresh seat trim and piano black interior finishes. The Maxx also got the new interior trim with the piano black highlights, while both models became available in two new colours: Aquatic Blue and Burgundy Red.

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