2021 Hyundai i30 Elite v 2021 Toyota Corolla Ascent Sport: Private Fleet Car Review

This Car Review Is About: The two cars, in hatchback form, that dominate the market for their sector. We were lucky enough to have the 2021 Toyota Corolla Ascent Sport and 2021 Hyundai i30 Elite side by side. Five door bodies, automatics, revvy four cylinder engines, and decent tech for the average family are hallmarks of both. However, one of the two is not like the other, in that the i30 range was given a refresh late in 2020, with the sedan now replacing the Elantra, with Toyota’s offering always having a sedan available.

We back-to-back the pair in a not quite but close apples for apples comparison. The Elite is close to the top of the i30 range, the Ascent Sport is the entry level to a three tier range from Toyota.

How Much Do They Cost?: In basic Glacier White and auto form the Ascent Sport starts from $29,380 with metallics a no cost option but $500 on SX and ZR. For our location, Hyundai’s website priced the i30 Elite auto at $33,830 in Polar White. Clad in Intense Blue, as was our test car, that goes to $34,340. Both cars are on a drive-away price schedule. Under The Bonnet Is: A 2.0L GDI (Gasoline Direct Injection) engine for the contender in the Korean corner, and a same sized engine for the Japanese contender. The Hyundai runs a traditional torque converter auto with six ratios, the Toyota a CVT with ten preprogrammed steps. Both drive the front wheels and each have manual shifting. Power for the Korean is 120kW and peak torque is 203Nm, with 6,200rpm and 4,700rpm the required figures. Corolla has 125kW and 200Nm, however Toyota don’t appear to list the rev points.The i30’s overall economy finished on a creditable 7.2L/100km. We saw a best of 6.0L/100km, a very good figure considering it was loaded with four passengers and a reasonable amount of boot space filled. Corolla’s average hovered between 6.0L to 6.5L per 100km in a more urban oriented drive. Tank for the Ascent Sport is 50.0L, matched by the i30. Both are 91RON and E10 compatible.

On The Inside It’s: Black leather for the i30, with perforated squabs but no venting nor heating. The Ascent Sport has black cloth as befits an entry level vehicle. Both have DAB audio and a point of difference here. The Toyota’s layout is simple and intuitive barring the fact it’s a black and white 8.0 inch screen. The Corolla has voice recognition, a bonus at an entry level.It’s much easier to use whereas the Hyundai’s updated screen, even with the appeal of colour and in the Elite it’s 10.25 inches, isn’t as intuitive. We also found the sensitivity of the Korean’s tuner to be less than the Corolla’s. Ascent Sport has satnav as an option and includes a USB port in Ascent Sport trim. Smart apps are standard in both.The dash design for each stamps their mark; the Corolla’s has barely changed in some years and features the somewhat heavy and intrusive triple wave design that intrudes into the kneespace of driver and passenger. The Hyundai’s design has space between the plastic and the knees and in the i30 it’s a simple, single line from side to side that incorporates the piano black surrounds for the aircon. The Hyundai’s gear selector feels it has a shorter throw and the springing in the Corolla isn’t as tight as the Elite’s.Both have auto, dusk sensing headlights, with the Elite’s higher spec level adding in rain sensing wipers. It’s a key start for the Ascent Sport, push button for the i30. The Elite also has a 12V socket up front with a wireless charging pad. The Corolla’s dash display has the speedo front and centre, with the full colour 4.3inch info screen on far right. The Elite has a full colour TFT 7.0 inch display, shared across all models.One notable difference between the two is the Corolla’s much discussed cargo section. It’s not a high loading lip however the cargo section’s floor is level with it, and underneath is the spare wheel and associated equipment. The i30’s floor is below the lip and seems further from the rear seats too, making for a more family friendly usage. Also, the i30’s boot area is home to the bass driver for the audio system. The Corolla has 217L to 333L, a figure much commented on since the revamps, with the Hyundai starting from 395L and moving to 1,301L with the second row folded. Both have a full sized spare.994mm and 977mm are the head room front and rear measurements for the i30, 1073mm and 883mm leg room, with 1,427mm and 1,406mm shoulder room. The Toyota spec sheet doesn’t list them.

On The Outside It’s: A mild but noticeable update for the i30. Up front is a set of driving lights that have have expanded from a simple strip of LEDs to a more assertive looking set of triangular LEDs that fill out the insert, and double as indicators. The grille has morphed and moved to a broader design, and has a more flamboyant fan shaped styling. The rear lights have a slight restyle to match the very mild changes to the front lights.

Corolla was given its own do-over in 2018. It’s broader, sharper edged, and lower than the more bluff and upright standing i30. The flanks are more organic, curved, than the straight sides of the i30, and the rear has a more pronounced slope than its Korean counterpart. The LED DRLs are far more inboard and set inside the narrow headlight cluster.There’s notable differences between these two however there are similarities to other brands. The VW Golf is more akin to the squat and bluff i30, Subaru’s laid back Impreza hatch is closer to the Corolla.

i30’s length is 4,340mm, and stands 1,455mm tall. Width is 1,795mm and wheelbase is a decent 2,650mm. Corolla is 4375mm in length, with a 2640mm wheelbase. Height and width are 1,435mm and 1,790mm.

On The Road It’s: A definite difference in feeling. The Corolla’s steering is light in comparison to the i30 Elite’s but it’s also more twitchy. The Hyundai has some real weight, and it’s subtly but noticeably more front wheel drive. The lightness of the Ascent Sport means one can comfortably pootle around town with only one hand on the tiller but that twitchiness then demands both hands be in contact. The i30’s has a need for both, particularly because of the over-enthusiastic lane keep assist function. The Corolla’s is noticeable but nowhere near as “grabby”, a complaint well recognised about the Korean. The i30’s suspension is more sporting in tune, with the 225/45/17 Hankook Ventus Prime rubber gripping hard and well, and providing a little bit of absorption from the smaller sidewalls. The Ascent Sport has 205/55/16s from Dunlop’s Enasave range and the higher sideall is certainly noticeable in ride absorption. It also flexes just enough to put a bit of Sport into the Ascent Sport name. Highway and freeway ride quality certainly had the Ascent Sport in a slightly more wallowly mood, not quite as tied down nor quick to dampen, as the i30. In contrast, the i30 was a bit more bang thump.The i30 had a minor glitch in the engine under load. On the flat and and on uphill acceleration, there was a momentary “pinging”, a stutter in the otherwise smooth pull of the 2.0L. It has to be noted that we’ve not experienced anything like this in a modern car and Hyundai’s garage was made aware of it. The auto is smooth in changing and the electronics work with the throttle input and engine’s revs perfectly. Using the manual shift option makes fractionally quicker changes.For the CVT in the Ascent Sport, if a quick getaway is the required situation, manual shifting works wonders. There’s minor “slurring” on the changes but it’s preferable to the unenergetic normal sensation from the CVT on gentle to medium acceleration. A harder and heavier pedal extracts more from the 2.0L and CVT and even brings in mild torque-steer.

Braking in both is courtesy of well balanced, well modulated, discs front and rear. The pedal in the i30 has a heavier feel and in context matches the steering. The Corolla’s is lighter but not without feel. It’s also slightly quicker in the ratio, but not by much.

What About Safety?: Hyundai doesn’t skimp on the i30, with Blind Spot Collision, Rear Cross Traffic Alert, and Safe Exit warning missing only from the base i30 and Active. Otherwise the Safety Sense package adds in Driver Attention Warning, Forward Collision-Avoidance Assist (FCA) – City/Urban/Interurban/Pedestrian/Cyclist (camera & radar), Lane Following Assist and Lane Keeping Assist-Line.

Corolla matches this with Lane Trace Assist for the CVT equipped Ascent Sport, Lane Departure Alert with Steering Assist, and Pre-Collision Safety system with pedestrian (day and night) and cyclist (day) detection plus Road Sign Assist. Blind Spot Monitor and Rear Cross Traffic, like an entry level i30, is missing in the Ascent Sport. Both load up seven airbags including a kneebag for the driver.

What About Warranty And Service?: Toyota has a VIN based service structure online. Warranty is five years and unlimited kilometres. That’s the same for the i30 and Hyundai also uses a VIN based service quote system.

At The End Of The Drive. In honesty, there really isn’t a lot between them, even looking at putting the SX in the place of the Ascent Sport. It would be convenience factors such as the charge pad perhaps, the extra clearance of the dash in the i30 over the Corolla’s design, and the brilliant screen for the driver in the i30 against the slightly better economy in the Corolla and the more user friendly interface on the touchscreen.The driving experience is a user dependent one; for us the i30’s ride tune was preferable, however there is no doubt that the softer and more comfortable tune of the Corolla Ascent Sport has its adherents. There’s also that legendary Toyota sense of being bullet-proof and infallible. In essence, the gap isn’t as big as it could have been.

Mazda Hits 2021 With Updates To The Mazda6

Mazda Australia has released details of the key updates for 2021 to their Mazda6 Sedan and Wagon. Sales are due to start for the updated vehicles from March of 2021. This includes the addition of the GT SP Turbo 2.5L four cylinder engine which will be available in the sedan and wagon. Mazda Australia Managing Director, Vinesh Bhindi, commented: “As our passenger car flagship, Mazda6 holds strong appeal in its segment with its advanced specification and option of Sedan and Wagon body styles. This latest update is highlighted by the new GT SP model, which brings a distinctly sporty characteristic to the Mazda6 range and builds on the local GT SP portfolio alongside the CX-9.”

The Mazda6 Sport Sedan and Wagon offers a solid list of standard equipment. The sedan and wagon will ride on 17inch alloys with 225/55, rubber. Headlights are LED powered, as are the rear lights. The wing mirrors will be heated for those frosty and foggy mornings, and the wagon gets roof rails and a rear spoiler as standard.

Inside is Apple and Android app compatibility via an 8.0 inch satnav equipped touchscreen plus Bluetooth streaming and Mazda’s MZD Connect function. Stitcher and Aha internet radio is listed as standard. Passengers are kept cool thanks to dual zone climate control and rear facing vents for the second row passengers. The wagon receives a cargo net and Mazda’s Karakuri tonneau cover. There’s an electric park brake, leather wrapped steering wheel and gear selector knob, and Mazda’s Multi-function Control.Passengers sit on black cloth covered seats, and second row passengers have a USB port in the seat arm rest.

Safety is high, with Blind Spot Monitoring, a Driver Attention Alert function, along with Lane Departure Warning, Rear Cross Traffic Alert, and Mazda Radar Cruise Control. Traffic Sign Recognition and Smart Brake Support are fitted, as is Smart City Brake Support [Forward/Reverse]. Tyre Pressure Monitoring makes sure all four corners can be checked on the go.Move to the Touring variant and there is black leather seats with the driver’s seat having a two position memory function along with 10 way adjustment. The passenger has a six way adjustment feature. LED DRLs are standard here as is keyless entry and front parking sensors.

On top of the Touring specification, the GT SP adds the turbocharged 2.5-litre petrol engine, plus 19 inch black painted alloys with 225/45 tyres. Front and rear seats gain heating and are wrapped in burgundy leather with the same colour highlights added to the instrument panel and door trims.Power for the Sport and Touring Sedans & Wagons comes from the Skyactiv-6 2.5L petrol four. Peak torque is 252Nm (4,000rpm(, and power is 140kW (6,000rpm). Economy is rated at 7.0L/100km A six speed auto drives the front wheels. Both GT SP and the Atenza variants have a same sized angine with 170kW (5,000rpm( and a very impressive 420Nm of peak torque at just 2,000rpm. Economy is rated at 7.6L/100km and that’s using 91RON unleaded.Visual differentiation sees both GT SP and Atenza models gaining Turbo badging. A new colour has been added called Polymetal Grey Metallic.

Over the equipment list for the Sport and GT, the Atenza specification has the same diameter wheels but are finished in a non-painted, bright, look. There is a sunroof, venting for the front seats, LED ambient lighting, and real wood trim. Nappa leather is available in walnut brown or white for the seats under black headlining and Ultrasuede door and dash trim. The driver sees information on a 7.0 inch display and the main touchscreen offers a 360 degree view.Pricing starts from $34,590 plus ORC for the Sport Sedan, with the Sport Wagon from $35,890 plus ORC. The Touring Sedan starts from $38,890 plus ORC with the Wagon from $40,190. Head to the GT SP Sedan and see $46,690 plus ORC and $47,990 plus ORC for the GT SP Wagon. The Atenza Sedan and Wagon start from $50,090 and $51,390 plus ORC each.

Kia Updates Logo And Carnival For 2021.

This is the new logo for Kia. It was unveiled on January 6, along with the new motto for the Korean car company. “Kia’s new logo represents the company’s commitment to becoming an icon for change and innovation” said Ho Sung Song, Kia’s President and CEO. “The automotive industry is experiencing a period of rapid transformation, and Kia is proactively shaping and adapting to these changes. Our new logo represents our desire to inspire customers as their mobility needs evolve, and for our employees to rise to the challenges we face in a fast-changing industry.”

The company also employed drones to make a skyshow reveal, with 303 separate craft took to the darkness above Incheon. By doing so the drones are now listed in the Guinness Book of Records for the most unmanned aerial vehicles involved in a pyrotechnic display. Kia have also released details of the 2021MY Carnival. Based on the same new platform as the recently updated Sorento, the Carnival brings striking new looks to the four model range. Here is the pricing matrix, with premium paints at $695. Kia’s signature is the “Tiger Nose” grille and this now extends widthwise via the front lights to further dominate the bluff nose. Slimmer headlights incorporate LED Daytime Running Lights at either end. The Carnival will feature a full tail-width light bar, similar to the look as shown on the Korean release Stinger. It loses weight visually for the rear of the Carnival.

Depending on specification, Carnival will have 17, 18, or 19 inch alloys. Eight colours for the skin will be available, and a “floating island” roof is a stand out, thanks to blacked-out A And B pillars, along with the new signature for the C pillar, a fin that abuts the rear of the sliding door.

Kia have shortened the front overhang, and moved the A pillar rearward to give a longer bonnet to the popular people mover. The chin has the familiar black urethane airdam.The chassis is new and provides better interior packaging, enhancing and providing a more useful interior. Kia calls the philosophy “Spatial Talents”, with a futuristic feel including a wider panoramic screen dash and haptic feedback tabs. The drive selector is now at a more “fall to hand” position at the centre console’s base.

Interior room improves thanks to an increase in the wheelbase, up to 3,090mm. Width is up slightly, by 10mm to 1,995mm. In length, an extra 40mm has been added for a full 5,155mm. This adds 30mm to the rear overhang and increases room for both cargo and third row passengers.

With the middle and rear rows laid flat, cargo is up to a class leading 2,095L. With the third row up there is a huge 627L. Loading items in is now easier with a lip drop of 26mm.The hub of the car’s connectivity features is the high-tech digital display. In Si, SLi and Platinum trims this links Kia’s latest 4.2-inch digital driver instrument cluster and 12.3-inch touchscreen infotainment and navigation system under a single seamless piece of glass. The S level trim has an 8-inch Audio Visual Unit and a 4.2-inch TFT information cluster for the driver. Voice recognition tech is on-board with both Android Auto and Apple CarPlay.

In a market dependent sense, Kia Live will allow for information such as live traffic updates, weather updates, remote destination provision, and potentially even parking information. The satnav system has a ten year update availability for the maps.

An unusual feature is the Rear Passenger View & Talk. This allows the driver to keep their view ahead whilst using a small camera and microphone to check on and converse with the passengers behind them. The rear seat passengers also may be able to operate the infotainment system.The SmartFob provides a higher measure of hands-free operation for the powered sliding doors and tailgate with a presence sensor opening or closing the doors if read for three seconds. A safety feature embedded in the Carnival’s extensive package is SEA, Safe Exit Assistance. Sensors will monitor traffic and stop the sliding doors from opening if traffic is detected. This is aimed at the family users with smaller children eager to disembark.

HDA, Highway Driving Assist, is Kia’s Level 2 autonomous driving technology. This brings the Carnival into a different level of safety, with a front view camera and radar reading forward traffic and adjusting braking, acceleration, and steering if required.

A new safety system is Rear Cross-Traffic Collision-Avoidance Assist (RCCA) and this works by automatically braking the Carnival if sensors detect oncoming rear traffic. Other features such as Lane Following Assist (LFA); Highway Driving Assist (HDA); and Surround View Monitor (SVM) will be available on a market dependent basis.Power will come from either a 216kW/355Nm petrol V6, or the grunty 2.2L diesel with 148kW and 440Nm. The latter will already be familiar to many, and has also been given a makeover with new injectors, balance shafts,an alloy block instead of iron, and a different exhaust system for better emissions. Kia says 170 grams per kilometre. For the petrol engine, refinements have a combined fuel consumption figure of 9.6L/100km, a betterment of around 10 percent.

Transmissions will be the very good eight speed auto across the board. Underneath are completely revamped front and rear suspension components with a new IRS and a new “skeletal cross member” up front. This provides a better geometry to improve ride and sharpen handling. Liquid filled suspension bushes further improve ride quality. The body is comprised of different styles of steel, adding flexibility where required, strength where required.

We’ll have the Carnival Platinum soon.

2021 Peugeot 308 GT-Line: Private Fleet Car Review

This Car Review Is About: Peugeot’s stylish contender in the small to mid size hatchback category, with the addition of a wagon. There is the entry Allure, a Touring (wagon), the GT-Line and GT, which disappeared from the Peugeot Au site in January and has been discontinued. The 308 itself is an attractive looking machine, but is it a city or highway car?How Much Is It?: The range starts at $30,499 for the Allure, and has $34,990 against the GT-Line as a drive-away price.

Under The Bonnet Is: Peugeot’s award winning engine at 1.2L of capacity, with three cylinders, a preference for petrol, and their EAT6 auto with eight ratios. Peak power is 96kW @5,500rpm, and a handy turbo-fed 230Nm @1,750Nm. It’s EURO6 emissions compliant at just 112 grams of CO2 per kilometre, and comes with Stop/Start tech. Peak economy is best seen on the highway, says Peugeot, where they quote 4.2L/100km. In the “burbs” they say 6.4L/100km, and the combined cycle is 5.0L/100km. Fuel tank size is 53.0L. This didn’t equate to our real world driving, as just 250km worth of city driving had the gauge reading at a half tank used. Our overall average finished at 7.7L/100km on our typical 70/30 urban to highway split.

On The Outside It’s: Typically French with good looks, svelte curves, and a hint of in-your-face assertiveness. It stands just 1,457mm in height yet is a proportionally longish 4,253mm, and spreads 1,553mm to 1,559mm in track. It’s low, long, and as a result, comes with an assertive road stance. There are the signature fins in the headlight assembly and the strip of LEDs for the indicators located in the “eyebrow” of the headlights.The rear lights feature another “Pug” signature, with the three strip “claw marks”. Wheels are alloys and painted a flat dark grey on sections of the wheel that give a ten spoke look. Rubber is, of course, Michelin, and are the super grippy Pilot Sport 3 at 225/40/Z18.

On The Inside It’s: Oddly, not quite as user friendly, in a couple of ways, as the Partner van. That has a better driver’s screen interface which is more accessible via the steering wheel tabs. In this 308 it was a button the right hand, wiper operating, stalk.

The button to deactivate the Stop/Start system, which is just that little bit too eager in the 308 GT-Line, is also more visible in the Partner.

Seats are cloth covered with leather type material on the wings, and metallic looking threads in the middle.The audio is AM/FM only, however a smartphone can be connected via USB or Bluetooth. It sits atop a dash with a defined W styling, and with minimal secondary controls.

This means using it necessitates eyes off the road as all main controls are on the exterior of the screen, and don’t always respond to a tap the first time whilst in motion.

Cabin plastics have a hard touch yet have a fine grain to the touch.

To start the 308, a press button Start/Stop system is employed, with the button in the centre console and for safety’s sake must be held for a second or so. The park brake comes on automatically when the doors are opened and although there is a setting to disengage it, it’s just as easy to start, then press it off as it’s right behind the Start button.

The indicator stalk is on the left hand side, with auto wipers engaged and disengaged by a dip of the right hand stalk. The wipers themselves aren’t terribly robust in motion.Airvents are thin horizontally and the touchscreen is the only option in controlling the system. And until you re-touch another tab, it’ll stay on the chosen (i.e. aircon) screen until the car powers off.

That centre console holds just one cup, with smallish bottle holders in the four doors.

The rear hatch is manually operated, opening to a 435L cargo section, with the press tab logically located in the upper section of the number plate recess. Seats down, there’s 1,274L. The spare, incidentally, is a space saver.On The Road It’s: A firm ride on the highways, with just the right amount of damping when required.

It does, though, exhibit skittishness on some road joins and the like, with a mild but noticeable steering rack shake and accompanying left or right hop.

The location of the steering wheel, a Peugeot design signature, allows the GT-Line to feel sporty in the hands and in the handling. Its light, but not so that it isolates feedback.

The eight speed auto is a pearler, with quick shifts and perfectly matched to the tiny engine’s torque delivery.

We did notice though that the engine isn’t a fan of cold morning starts. Our time with the Peugeot 308 GT-Line coincided with some varying La Nina weather, with some mornings having a lacklustre and slow to react driveline.

We also noticed that the turbo behaviour would be different in nature at the same driving points, such as being ready to kick in or well off boost at the same speed coming to the same stop sign or give way sign.

In some instances, this lead to a few deep breath as the lack of urge at times had oncoming traffic looking to be in proximity earlier than they should, whereas at other times the engine would be ready to pull the 308 away without fuss. Disconcerting? Just a bit…

When it’s all cooperating, the engine and auto make a wonderful around town companion. There’s some decent urge from a standing start, and rolling acceleration is also decent without being outstanding.It’s a good highway cruiser, and is relatively quiet, even with the limpet grip Michelin tyres.

Unfortunately for us, the 308 wasn’t as suitable as needed for our Christmas travel requirements. This means the economy for the distance knowing to be travelled would be problematic with four humans and a decent amount of luggage.

Also, in some areas, the 1.2L would have struggled in the numerous uphill runs known for the route, and again would have played havoc with the economy.

What About Safety?: Pretty standard nowadays with AEB, Forward Collision Warning, and Sign Recognition.
Blind Spot Alert, reverse camera, and six airbags complement the main features.

What About Warranty And Service?: Five years warranty and unlimited kilometres are standard, and servicing is capped price, with Peugeot’s website providing specific pricing per vehicle type.

At The End Of The Drive. In a very competitive market, the 308 range is up against the Cerato, i30, Corolla, offerings from Ford and Mazda, and Renault’s Megane.

The drive is good, the drive-train a willing package, and it’s not unattractive inside and out.

In our opinion, it’s a very good city car and a not unworthy consideration on price. Having just two models to choose from makes choice an easy one but when others offer a broader range, it can be seen as a factor against it.

The dichotomy of the engine’s performance left us wondering about the overall consistency of delivery, a factor that doesn’t appear to be an issue in other brands.