Get underway, and things get a little noisier and the tyres start to roar. The Sportswagon gets the largest wheels in the range – a quartet of surprisingly attractive 17-inch semi-polished alloys – and the low profile tyres do transmit a bit more noise into the cabin. However, despite having shorter sidewalls, handling feels just slightly firmer than the smaller-wheeled i30 variants.

At 105kW and 186Nm, the 2.0 litre petrol four-pot develops more power than the 1.6 litre diesel donk, but much less torque. Peak power is reached at 6000rpm while maximum twist is achieved at 4600rpm, so the petrol needs to be worked harder than the diesel in order to extract its best. However, the petrol’s revvy nature means it is not troubled running around the tachometer.

The four-speed auto may not boast the most impressive number of ratios (just four is a little off the pace), but the shift mapping is intelligent enough to keep the engine on the boil when maximum power is needed and subdued enough for pottering about town.

Having less torque than the diesel means you’ll often find yourself mashing the accelerator to get it to kick down if pressing on - our recommendation would be to save a few dollars and buy the manual instead.

As for fuel consumption, Hyundai reckons the i30cw 2.0 petrol auto needs 7.7 litres of fuel per 100km on the combined cycle. We recorded mid-9s during the time we had the car, but that included urban use and a robust run to the snow… normal driving will produce better figures.

Dynamically, the i30 wagon doesn’t lose much to its hatchback cousin. The i30cw petrol is 44kg heavier than the equivalent i30 hatch and the body is 40mm taller, but you really only notice the extra heft in press-on cornering. As with the hatch, understeer is the result of pushing it too hard but lifting off sharply will tighten the line (especially with the heavier wagon).

The longer wheelbase of the i30cw didn’t appear to have any effect on the handling dynamics, however the larger wheels of the Sportswagon added around half a metre to the i30cw’s turning circle.

The ride is pleasantly supple and well-controlled, and there’s little difference between the front MacPherson struts and multi-link rear suspension used by both hatch and wagon.

The Verdict

Everyone says it, and we’re happy to say it too. The i30cw is a good buy that punches above its weight in just about every department. It’s quite good looking, drives well, and it seems solidly put together.

If it was badged as a Mazda or a Toyota, well, it wouldn’t even matter. Nobody looks at the Hyundai badge the way they used to. The i30cw proves that respect for the marque is well-deserved. Families and younger buyers will find a lot to like about this car.

Our recommendation would be to go the diesel. It is well-priced and the performance edge from the willing ‘oiler’ up front puts it ahead of the slightly breathless petrol model.

Starting at $20,890 for the i30cw SX 2.0 petrol five-speed manual through to the range-topping Sportswagon 2.0 petrol four-speed auto at $29,990 (the SX 1.6 CRDi turbo diesel five-speed manual we tested is $23,390 - all prices before on-road costs), Hyundai’s i30cw is possibly the best value small to medium wagon on the road at the moment.

Likes

• Excellent styling inside and out
• Extra quiet cabin in the Sportswagon, and quiet enough in the SX
• Punchy acceleration from the diesel engine

Dislikes

• Leather of Sportswagon steering wheel lacks ‘premium’ feel
• Petrol model would benefit from a manual transmission
• Dash of the SX is a little too ‘commercial van’