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19-Sep-2017, 00:29
Hyundai's i30 CRDi is cheap and new, but how does it compare to the benchmarks? Bruce Newton reports. THE perception that turbo-diesel passenger cars are expensive and the preserve of a few technically adept European brands is under attack. And as compression ignition sales grow, it's no surprise that aggressive Korean manufacturer Hyundai is leading the assault. The evidence is the i30 CRDi, a stylish (albeit derivative) small car that is well equipped, space-efficient and part of a model line-up selling well in Australia's most popular segment.
Read more: https://www.scoop.it/t/how-to-choose-best-car-speakers-6x9-inch-6-5-inch-6x8-inch-4-inch
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That the CRDi is also extremely keenly priced is a given, but perhaps not the only reason to buy. Hyundai has recently added an automatic transmission option to the CRDi, so its appeal has surely grown significantly among its predominantly urban audience. To test the i30's competitiveness we've lined up two well-credentialled European opponents. The Ford Focus TDCi is a relative newcomer to our shores but it has a strong pedigree and keen pricing. And the Volkswagen Golf is widely regarded as the car that made turbo-diesel cool for small cars when the fifth generation was launched here in 2004 with a choice of two oil-burning engines. Its higher pricing reflects its more prestigious positioning. While these three cars have much in common - front-wheel-drive, independent suspension, four-cylinder engines between 1.6 and 2.0 litres and five-door hatchback bodies - we have added a transmission twist.
Up against the i30's traditional torque converter, a four-speed auto, we've pitched the Golf fitted with a Direct Shift Gearbox, dual-clutch automated-manual and the Focus with a six-speed manual - the only gearbox it has. HYUNDAI i30 SX CRDi There's been plenty of references to the i30's derivative external styling since it was launched. Plenty of BMW 1-Series, some Mazda3 and a splash of Holden Astra are all evident. Despite this potpourri, the result is quite pleasant. However, the i30's 1.6-litre engine is all Hyundai's own work, and it's a mighty impressive effort. Although punching above its capacity against these two, it feels competitive in terms of smoothness and response. It is the quietest and also spins out further, revving beyond 4000 rpm before signing off. The optional automatic four-speed adds to the car's appeal.
While fuel use is higher than the manual, we still managed 6.5 L/100 km against a claimed 6.0 L/100 km. And while it needs more ratios to provide seamless progress, the auto certainly makes navigating the suburbs an easier process. As does the tight 10.34-metre turning circle and finger-light steering. But that's about it for i30 dynamic highlights. The electric-assist rack and pinion system lacks consistent weighting and becomes lumpy and heavy when cornering above suburban pace. That's not helped by a skatey front-end that battles with slippery tyres. The ride manages to be both sloppy and jolting at the same time, lacking the subtlety of damper and spring tuning to match its European opponents.
That's bad news for the passengers, who otherwise have much to appreciate in the cabin. It's noticeably quieter than the Focus and outdoes the Golf in some speed ranges. It's also ahead of the Ford for rear-seat space and interior ambience. Around the cockpit, the i30 has a modern look and feel. There has been particular effort paid to the damping of lids, nothing is too "parts bin" and much of it is bolted together well. The Focus' boot is bigger, but the i30 still impresses for its size, securing hooks, hidey-holes and the way the rear seat split-folds as the flattest of these three. And, of course, there's the pricing. At $21,490 the SX is the base-model i30 CRDi and comes with dual airbags, ABS with EBD, air-conditioning, remote central locking, power windows and single-CD audio.
Click site:How To Choose Best Car Speakers On The Market (https://medium.com/@carspeakerland/how-to-choose-top-best-car-speakers-on-the-market-c1f141e4706)
It's the only car here with a full-sized spare wheel and USB input. Add our test car's auto ($2000) and the Protectz safety pack ($1790), comprising stability and traction control, side and curtain airbags, and that price climbs to $25,280. Still mighty tempting. FORD FOCUS TDCi The Focus TDCi is a true international. Designed in Germany and built in South Africa, it is powered by an engine that is a co-development between Ford, Peugeot and Citroen. With 100 kW and 320 Nm ( an extra 20 Nm kicks in under hard acceleration), this double-overhead-camshaft, 16-valve four-cylinder is the performance leader among these three.
It clatters a bit from idle, but is smooth and progressive through its substantial mid-range before getting tighter and noisier beyond 4000 rpm. The TDCi will be scratched from some shopping lists because it does not have an auto option. But with all that torque, turbo-diesels drive differently to petrol engines, requiring much less gear shifting, and this six-speed has a pleasant action and agreeable clutch. The manual transmission also helps produce some mighty impressive fuel use figures - try 6.05 L/100 km against an official claim of 5.6 L/100 km during our test that included everything from inner-city parking lots to freeways.
The Focus is competent and comfortable. Ride quality is the most consistent of these three, able to absorb the constant small jostles of city roads equally as well as freeway joins, potholes and the broken edges of country roads. The extra weight of the diesel engine reduces steering crispness compared with the petrol-engined Focus. However, it's still reassuring on the open road and easy to manoeuvre in town. But too much tyre and road noise invades the cabin, the rear-seat squab is angled uncomfortably upwards and there should be more knee room. Up front, the presentation is downmarket and the build quality only average.
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But the front seats are well sized and shaped, and this is the only car of the three with cruise control as standard. The Focus is otherwise not overwhelmed with gear. For $27,990, the basics are there but the added surety of stability control and curtain airbags costs $1300 for a safety pack that also includes brake assist and traction control. VW GOLF TRENDLINE 1.9 TDI Just after we conducted this test, Volkswagen replaced the Trendline with a model called the Edition. Important additions include stability control, brake assist, alloy wheels, a multifunction leather steering wheel, trip computer and height and lumbar adjustment of the driver's seat.
That's an impressive list that tops up dual front, side and curtain airbags, ABS with EBD, traction control, remote central locking, fog lights, power windows and single-CD audio. It all comes for no price increase. So our DSG 1.9-litre Trendline's $30,290 recommended price remains accurate, as does the fundamental mechanical package. The South African-built Golf is a solid car to drive. It sits on the road with authority, sacrificing a little initial compliance for confidence-inspiring overall comfort and control. It is also a tidy handler with plenty of grip. It is way ahead of the Hyundai and better balanced than the Focus. The Golf looks after its passengers in other ways.
The seats are firm but comfortable for the long haul. Like the i30 and Focus, the driver has reach and rake-adjustable steering, as well as a large left footrest and clean, legible and conservative instrumentation. Despite the shortest wheelbase, the Golf offers the most knee room. It's also the only car where rear passengers get cupholders and controllable air-conditioning vents. The TDI has the oldest engine here and it's the least impressive in specification and outputs. Yet the single-overhead-camshaft, eight-valve engine is still a solid performer, showing its age more through a clattery soundtrack than disappointing performance. Its competitiveness is in part due to the sophistication of the DSG gearbox. Shifting manually without a clutch pedal, VW claims it delivers manual economy with the convenience of an auto. We achieved a 7.1 L/100 km average against a 5.8 L/100 km claim.
The DSG shifts more distinctly than the Hyundai in auto mode and the extra ratios help it exploit the engine efficiently. Its manual shifts are scintillatingly quick. VERDICT One thing this comparison didn't do was convince us that turbo-diesel is a must-have in the small-car class. If high mileage is a factor, then it becomes more appealing. Hit the calculator and figure it out, but in most cases the orthodox petrol-engined version will still be more cost-effective. But we were still impressed by the obvious improvements and refinement of turbo-diesel passenger cars showcased. And as the test went on, the more one car stood out. It wasn't the i30, even if it is Hyundai's best effort yet.
The engine is world-class, the build quality good, the space efficiency of the design impressive and the pricing - as always - unbeatable. But the dynamics are flawed. A set of grippier tyres is needed, as is the Protectz safety pack. You will feel better about having your nearest and dearest in this car if you spend the extra dollars. The Focus also doesn't get top marks, either. The engine is strong and obviously economical, the ride comfort a great compromise and the boot the biggest here. But the Focus is noisy, no auto option is a big issue (one that should be rectified when the facelifted Focus arrives in early 2009) and the build quality and presentation inside are lacking.
See Also: 2 way, 3 way, 4 way speakers, What are the best car speakers (https://medium.com/@carspeakerland/a-guide-to-the-simple-way-difference-in-car-speakers-2-way-3-way-4-way-25e0bf215b00)
So that leaves the Golf. It's not perfect, of course, and the engine's lack of sophistication will put off some people, as might the Teutonic interior presentation and the most expensive price. Even with an all-new Golf VI due here mid-2009, Golf V is not really ageing. It has a convincing combination of technical smarts, packaging efficiency and - with the arrival of the Edition model - a terrific equipment level. HYUNDAI I30 CRDI Price (as tested): $25,280 Engine: 1.6-litre, 85 kW/255 Nm Transmission: Four-speed automatic Safety: Dual airbags, ABS, four-star NCAP crash rating (test car added $1790 Protectz Pack, including ESP, TCS, front-side and curtain airbags) Fuel use: 6.0 L/100 km (6.5 L on test), 159 g CO2/km (176 g) Our rating: 3/5.5 Ford Focus TDCi Price (as tested): $29,950 Engine: 2.0-litre, 100 kW/320 Nm Transmission: Six-speed manual Safety: Four airbags, ABS, five-star NCAP crash rating (test car added $1300 safety pack, including ESP, TCS, brake assist and curtain airbags) Fuel use: 5.6 L/100 km (6.1 L on test), 148 g CO2/km (163 g) Our rating: 3/5.5 VW Golf TDIPrice (as tested): $30,290 Engine: 1.9-litre, 77 kW/250 Nm Transmission: Six-speed automated-manual Safety: Six airbags, ABS, five-star NCAP crash rating Fuel use: 5.8 L/100 km (7.1 L on test), 157 g CO2/km (192 g) Our rating: ⅘
Read more: https://www.scoop.it/t/how-to-choose-best-car-speakers-6x9-inch-6-5-inch-6x8-inch-4-inch
172758
That the CRDi is also extremely keenly priced is a given, but perhaps not the only reason to buy. Hyundai has recently added an automatic transmission option to the CRDi, so its appeal has surely grown significantly among its predominantly urban audience. To test the i30's competitiveness we've lined up two well-credentialled European opponents. The Ford Focus TDCi is a relative newcomer to our shores but it has a strong pedigree and keen pricing. And the Volkswagen Golf is widely regarded as the car that made turbo-diesel cool for small cars when the fifth generation was launched here in 2004 with a choice of two oil-burning engines. Its higher pricing reflects its more prestigious positioning. While these three cars have much in common - front-wheel-drive, independent suspension, four-cylinder engines between 1.6 and 2.0 litres and five-door hatchback bodies - we have added a transmission twist.
Up against the i30's traditional torque converter, a four-speed auto, we've pitched the Golf fitted with a Direct Shift Gearbox, dual-clutch automated-manual and the Focus with a six-speed manual - the only gearbox it has. HYUNDAI i30 SX CRDi There's been plenty of references to the i30's derivative external styling since it was launched. Plenty of BMW 1-Series, some Mazda3 and a splash of Holden Astra are all evident. Despite this potpourri, the result is quite pleasant. However, the i30's 1.6-litre engine is all Hyundai's own work, and it's a mighty impressive effort. Although punching above its capacity against these two, it feels competitive in terms of smoothness and response. It is the quietest and also spins out further, revving beyond 4000 rpm before signing off. The optional automatic four-speed adds to the car's appeal.
While fuel use is higher than the manual, we still managed 6.5 L/100 km against a claimed 6.0 L/100 km. And while it needs more ratios to provide seamless progress, the auto certainly makes navigating the suburbs an easier process. As does the tight 10.34-metre turning circle and finger-light steering. But that's about it for i30 dynamic highlights. The electric-assist rack and pinion system lacks consistent weighting and becomes lumpy and heavy when cornering above suburban pace. That's not helped by a skatey front-end that battles with slippery tyres. The ride manages to be both sloppy and jolting at the same time, lacking the subtlety of damper and spring tuning to match its European opponents.
That's bad news for the passengers, who otherwise have much to appreciate in the cabin. It's noticeably quieter than the Focus and outdoes the Golf in some speed ranges. It's also ahead of the Ford for rear-seat space and interior ambience. Around the cockpit, the i30 has a modern look and feel. There has been particular effort paid to the damping of lids, nothing is too "parts bin" and much of it is bolted together well. The Focus' boot is bigger, but the i30 still impresses for its size, securing hooks, hidey-holes and the way the rear seat split-folds as the flattest of these three. And, of course, there's the pricing. At $21,490 the SX is the base-model i30 CRDi and comes with dual airbags, ABS with EBD, air-conditioning, remote central locking, power windows and single-CD audio.
Click site:How To Choose Best Car Speakers On The Market (https://medium.com/@carspeakerland/how-to-choose-top-best-car-speakers-on-the-market-c1f141e4706)
It's the only car here with a full-sized spare wheel and USB input. Add our test car's auto ($2000) and the Protectz safety pack ($1790), comprising stability and traction control, side and curtain airbags, and that price climbs to $25,280. Still mighty tempting. FORD FOCUS TDCi The Focus TDCi is a true international. Designed in Germany and built in South Africa, it is powered by an engine that is a co-development between Ford, Peugeot and Citroen. With 100 kW and 320 Nm ( an extra 20 Nm kicks in under hard acceleration), this double-overhead-camshaft, 16-valve four-cylinder is the performance leader among these three.
It clatters a bit from idle, but is smooth and progressive through its substantial mid-range before getting tighter and noisier beyond 4000 rpm. The TDCi will be scratched from some shopping lists because it does not have an auto option. But with all that torque, turbo-diesels drive differently to petrol engines, requiring much less gear shifting, and this six-speed has a pleasant action and agreeable clutch. The manual transmission also helps produce some mighty impressive fuel use figures - try 6.05 L/100 km against an official claim of 5.6 L/100 km during our test that included everything from inner-city parking lots to freeways.
The Focus is competent and comfortable. Ride quality is the most consistent of these three, able to absorb the constant small jostles of city roads equally as well as freeway joins, potholes and the broken edges of country roads. The extra weight of the diesel engine reduces steering crispness compared with the petrol-engined Focus. However, it's still reassuring on the open road and easy to manoeuvre in town. But too much tyre and road noise invades the cabin, the rear-seat squab is angled uncomfortably upwards and there should be more knee room. Up front, the presentation is downmarket and the build quality only average.
172759
But the front seats are well sized and shaped, and this is the only car of the three with cruise control as standard. The Focus is otherwise not overwhelmed with gear. For $27,990, the basics are there but the added surety of stability control and curtain airbags costs $1300 for a safety pack that also includes brake assist and traction control. VW GOLF TRENDLINE 1.9 TDI Just after we conducted this test, Volkswagen replaced the Trendline with a model called the Edition. Important additions include stability control, brake assist, alloy wheels, a multifunction leather steering wheel, trip computer and height and lumbar adjustment of the driver's seat.
That's an impressive list that tops up dual front, side and curtain airbags, ABS with EBD, traction control, remote central locking, fog lights, power windows and single-CD audio. It all comes for no price increase. So our DSG 1.9-litre Trendline's $30,290 recommended price remains accurate, as does the fundamental mechanical package. The South African-built Golf is a solid car to drive. It sits on the road with authority, sacrificing a little initial compliance for confidence-inspiring overall comfort and control. It is also a tidy handler with plenty of grip. It is way ahead of the Hyundai and better balanced than the Focus. The Golf looks after its passengers in other ways.
The seats are firm but comfortable for the long haul. Like the i30 and Focus, the driver has reach and rake-adjustable steering, as well as a large left footrest and clean, legible and conservative instrumentation. Despite the shortest wheelbase, the Golf offers the most knee room. It's also the only car where rear passengers get cupholders and controllable air-conditioning vents. The TDI has the oldest engine here and it's the least impressive in specification and outputs. Yet the single-overhead-camshaft, eight-valve engine is still a solid performer, showing its age more through a clattery soundtrack than disappointing performance. Its competitiveness is in part due to the sophistication of the DSG gearbox. Shifting manually without a clutch pedal, VW claims it delivers manual economy with the convenience of an auto. We achieved a 7.1 L/100 km average against a 5.8 L/100 km claim.
The DSG shifts more distinctly than the Hyundai in auto mode and the extra ratios help it exploit the engine efficiently. Its manual shifts are scintillatingly quick. VERDICT One thing this comparison didn't do was convince us that turbo-diesel is a must-have in the small-car class. If high mileage is a factor, then it becomes more appealing. Hit the calculator and figure it out, but in most cases the orthodox petrol-engined version will still be more cost-effective. But we were still impressed by the obvious improvements and refinement of turbo-diesel passenger cars showcased. And as the test went on, the more one car stood out. It wasn't the i30, even if it is Hyundai's best effort yet.
The engine is world-class, the build quality good, the space efficiency of the design impressive and the pricing - as always - unbeatable. But the dynamics are flawed. A set of grippier tyres is needed, as is the Protectz safety pack. You will feel better about having your nearest and dearest in this car if you spend the extra dollars. The Focus also doesn't get top marks, either. The engine is strong and obviously economical, the ride comfort a great compromise and the boot the biggest here. But the Focus is noisy, no auto option is a big issue (one that should be rectified when the facelifted Focus arrives in early 2009) and the build quality and presentation inside are lacking.
See Also: 2 way, 3 way, 4 way speakers, What are the best car speakers (https://medium.com/@carspeakerland/a-guide-to-the-simple-way-difference-in-car-speakers-2-way-3-way-4-way-25e0bf215b00)
So that leaves the Golf. It's not perfect, of course, and the engine's lack of sophistication will put off some people, as might the Teutonic interior presentation and the most expensive price. Even with an all-new Golf VI due here mid-2009, Golf V is not really ageing. It has a convincing combination of technical smarts, packaging efficiency and - with the arrival of the Edition model - a terrific equipment level. HYUNDAI I30 CRDI Price (as tested): $25,280 Engine: 1.6-litre, 85 kW/255 Nm Transmission: Four-speed automatic Safety: Dual airbags, ABS, four-star NCAP crash rating (test car added $1790 Protectz Pack, including ESP, TCS, front-side and curtain airbags) Fuel use: 6.0 L/100 km (6.5 L on test), 159 g CO2/km (176 g) Our rating: 3/5.5 Ford Focus TDCi Price (as tested): $29,950 Engine: 2.0-litre, 100 kW/320 Nm Transmission: Six-speed manual Safety: Four airbags, ABS, five-star NCAP crash rating (test car added $1300 safety pack, including ESP, TCS, brake assist and curtain airbags) Fuel use: 5.6 L/100 km (6.1 L on test), 148 g CO2/km (163 g) Our rating: 3/5.5 VW Golf TDIPrice (as tested): $30,290 Engine: 1.9-litre, 77 kW/250 Nm Transmission: Six-speed automated-manual Safety: Six airbags, ABS, five-star NCAP crash rating Fuel use: 5.8 L/100 km (7.1 L on test), 157 g CO2/km (192 g) Our rating: ⅘