Hyundai Staria vs Volkswagen Transporter

What's the difference?

The Staria Load has good build quality, refinement, performance and pricing. In Premium specification, it also offers numerous desirable goodies that make it one of the best-equipped and sharpest-looking one-tonne vans on the market. For some buyers, depending on their requirements, it offers a compelling alternative to the ubiquitous HiAce. 

The Transporter boasts a level of mechanical refinement, engine performance, ride quality, heavy load-carrying ability and general driver comfort that sets a high benchmark in this category. If not for its lack of an ANCAP rating and unacceptably high internal noise levels at highway speeds, it would be hard to fault.

The Premium shares the same 3273mm wheelbase, MacPherson strut front suspension and leaf-spring beam axle rear suspension as all Staria Loads, along with power-assisted rack and pinion steering and four-wheel disc brakes. The Premium is available only with a swing-up tailgate.

Its 5253mm length and 1997mm width allows a turning circle of 11.94 metres (HiAce LWB is 11 metres) and its 2000mm height ensures access to height-restricted multi-storey carparks and underground loading docks.

The two-seat interior design, with its absence of physical dials and scarcity of buttons on the dash, provides a spacious and uncluttered workspace. However, adjustments like cabin temperature, fan speed, audio volume control etc using touch-sensitive prompts can be distracting while driving.

Even so, the brightly illuminated instrument display with its ‘virtual’ analogue speedo/tacho is mounted a long way ahead of the driver and quite high, so it almost works like a head-up display given its optimal positioning in the driver’s eyeline.

The height of the cabin doors is also conspicuously low, which has practical benefits given they are not far above knee height (like a LandCruiser 70 Series) which provides excellent side and forward-angle vision.

Our test vehicle’s 3400mm wheelbase is 400mm longer than the standard model, resulting in a corresponding increase in overall vehicle length to 5304mm and a 300mm increase in turning circle to 13.2 metres.

Its 1904mm width is an easy fit in most loading zones and the standard roof’s 1990mm height means it can access most underground and multi-storey carparks which typically cap vehicle heights under 2.2 metres. It comes standard with a kerbside cargo bay sliding door and single-lift tailgate.

The well-developed front wheel-drive chassis is simple and robust with MacPherson strut front suspension and semi-trailing arm coil-spring rear suspension, the latter equipped with stout rubber cones inside the spring coils to provide a second stage of support under heavy loads. Optional heavy-duty and rough road suspension packages are also available. Brakes are four-wheel discs.

You can always pick a van designed for hard work by the amount of black plastic in body areas prone to high wear and/or scrapes, chips and dents and the Transporter has most of those covered, including the front and rear bumpers, lower rear pillars, hubcaps, door handles and mirrors.

The cabin has a back-to-basics look and feel as highlighted by numerous plastic caps blanking dashboard slots where switches are fitted to higher-equipped models. However, it has most of what you need and none of what you don’t for this working role. Even so, the lack of fold-down inboard armrests and a driver’s left footrest are notable omissions and both would be welcome for long stints behind the wheel.

With its relatively light 1938kg kerb weight and 3020kg GVM, our test vehicle has a genuine one-tonne-plus payload rating of 1082kg (HiAce LWB is 1060kg) of which up to 100kg can be carried on roof racks.

It’s also rated to tow up to 2500kg of braked trailer (HiAce LWB is 1500kg) and with its 5520kg GCM (or how much it can legally carry and tow at the same time) that means it can legally tow its maximum trailer weight while hauling its maximum payload.

On face value, that’s a handy set of numbers. However, with a tow-ball download (TBD) limit of only 100kg it would be a challenge not to exceed that with 2500kg of trailer, given TBD is usually around 10 per cent of trailer weight.

The Premium’s solid-walled cargo bay, with 4.94 cubic metres of load volume (HiAce LWB has 6.2), is accessed through sliding doors on each side and a swing-up tailgate (no rear barn-door option is available for the Premium).

The doors and walls are lined to mid-height and although there’s internal lighting it could be brighter (preferably LED), particularly given the dark colour of our test vehicle.

The cargo bay is 2607mm long and 1640mm wide with 1250mm between the rear-wheel housings, which means it can (theoretically at least) carry up to two standard 1165mm-square Aussie pallets or up to three 1200 x 800mm Euro pallets, secured by a choice of eight load-anchorage points.

We say ‘theoretically’ because the raised tailgate effectively blocks rear access for forklifts not equipped with extendable tynes and the side-door openings are too narrow for an Aussie pallet to pass through.

So, if pallet-loading is important, a base model Staria Load with rear barn-doors would be a better choice than the Premium. However, for many other working roles a swing-up tailgate can be beneficial, particularly when serving as a large ‘umbrella’ during wet weather.

The cabin offers three tiers of storage in each door, with the lowest level providing a large-bottle holder and generously-sized bin.

There’s also a small-bottle/cupholder in the dash-pad to the driver’s right plus a handy compartment with clamshell lid in the centre, single glove box, full-width overhead shelf and pop-out cupholder.

With its 1865kg tare weight and 3000kg GVM, our test vehicle has a genuine one-tonne-plus payload rating of 1135kg and up to150kg of that can be carried on the roof. It’s also rated to tow up to 2500kg of braked trailer but that would require a sizeable 583kg reduction in payload to avoid exceeding the 4917kg GCM or Gross Combination Mass, which is how much it can legally carry and tow at the same time. Or you could keep the full payload and reduce the towing limit instead, from 2500kg to 1917kg, which may be a more useful compromise depending on work requirements.

The cargo bay, which offers 5.0 cubic metres of load volume, is 2975mm long, 1700mm wide and 1410mm high with 1244mm between the rear wheel housings. That means it can carry two 1165mm-square standard Aussie pallets, or up to three 1200 x 800mm Euro pallets, secured by a choice of eight load-anchorage points. However, the single-lift tailgate could make rear forklift access tricky, depending on forklift design and reach. The sliding door has a generous 1017mm opening for kerbside loading.

Although the load floor is bare and there’s no standard cargo protection for driver and passenger (optional rubber load floor mats and cargo barriers are available), the cargo bay walls and doors are lined to mid-height and the roof is also lined, with two roof lights providing ample illumination.

Cabin storage includes a large-bottle holder and huge storage bin in each front door, with a narrower second-tier storage shelf above which is ideal for holding smaller items like wallets, keys etc.

The dash provides another small-items cubby to the right of the steering wheel and the top dash-pad has small-bottle/cup holders at each end plus a steeply-angled open tray on the driver’s side which is ideal for storing clipboards, paperwork etc.

There’s no overhead sun-glasses holder but the passenger side of the dash offers two tiers of open storage and a large glovebox, plus another small-bottle/cup holder to the left of the gearshift console. An overhead storage shelf would be handy, given that there’s no centre console.

Our test vehicle is the long wheelbase variant with standard roof height, TDI340 turbo-diesel engine and seven-speed dual-clutch automatic transmission for RRP $47,990. This compares to higher-selling mid-sized turbo-diesel rivals like the Ford Transit Custom LWB 340L with six-speed auto ($47,590), Hyundai iLoad with six-speed auto ($42,710) and segment-leading Toyota HiAce LWB with six-speed auto ($45,240).

It's basic and work-focused as you’d expect, from its 16-inch steel wheels and 205/65R 16C tyres with full-size spare to its cloth seats and tough rubber floor covering in the cabin. However, that doesn’t mean you miss out on some useful and welcome creature comforts, like a leather-covered steering wheel with height/reach adjustment and infotainment controls, driver’s seat adjustable lumbar support, halogen daytime running lights (DRL), rain-sensing wipers, heated tailgate window with washer/wiper, multi-function driver’s display, four-speaker infotainment system with 6.5-inch touchscreen and multiple connectivity including Apple CarPlay/Android Auto plus lots of standard safety tech.

There’s also heaps of factory options available to help tailor a Transporter to suit an owner’s specific requirements including different cargo bay door and window configurations (including twin rear barn-doors), front passenger bench seat with under-seat storage, higher-spec infotainment systems and lots more.

The Euro 5-compliant 2.2-litre four-cylinder turbo-diesel produces 130kW of power at 3800rpm and 430Nm served across a 1000rpm-wide torque band between 1500-2500rpm.

This is paired with an eight-speed torque converter automatic, which offers the choice of more direct engine control using sequential manual-shifting. It also has overdrive on its seventh and eighth gears to optimise fuel economy at highway speeds.

Plus, there are four selectable drive modes comprising Normal, Eco, Sport and Smart, with the latter automatically switching between the other three to optimise performance and economy depending on variables like driving styles, road conditions, payloads etc.

This engine and transmission combination is the jewel in the Transporter crown with its energetic, flexible and efficient performance. The 2.0 litre, four-cylinder, direct-injection TDI340 turbo-diesel meets Euro 6 emissions using AdBlue and produces 110kW between 3250-3750rpm and 340Nm of torque across a 1500rpm-wide torque band between 1500-3000rpm.

The closely-spaced ratios in the seven-speed dual-clutch automatic are tailored to get the most out of this willing engine, with crisp and virtually seamless shifting. It also offers the choice of manual sequential-shifting, when hauling heavy loads in hilly terrain or simply for those wanting a more ‘sporting’ driving experience, but the seven-speeder usually does its best work when left to its own devices.

Hyundai claims official combined consumption of only 7.0L/100km. The dash display was showing 8.3 when we stopped to refuel at the end of our 270km test, which comprised a mix of city, suburban and highway driving, with about one third of that distance hauling a heavy payload. We also regularly switched between drive modes.

Our own consumption figure, calculated from fuel bowser and tripmeter readings, came in at 10.9, which was considerably higher than the dash was claiming. So, based on our ‘real world’ numbers, you could expect a driving range of around 680km from its 75-litre tank.

We covered 283km (with auto start/stop disabled) which included about one third of that distance with a maximum payload. The dash display was claiming an average combined consumption of 8.1L/100km when we stopped to top-up the 80-litre tank. Our own figure calculated from fuel bowser and tripmeter readings came in even lower at 7.7 and both undercut VW’s official combined figure of 8.3L/100km. Needless to say, that’s outstanding real-world economy, which based on our figures should deliver a huge driving range of 900-1000km from its sizeable 80-litre tank. Possibly even further with auto start/stop enabled.

The driving position feels spacious and comfortable for someone my height (186cm). However, given its Premium status, the driver's seat should have adjustable lumbar support for longer hauls. A fold-down inboard armrest would also be welcome.

The large doors mirrors, combined with blind-spot monitoring and different camera views (including the excellent blind-spot views that appear on the instrument panel) ensure good all-round vision.

This is one of the Staria Load’s strengths, given the huge blind-spot over the driver’s left shoulder created by all solid-walled commercial vans.

The steering is nicely weighted with a mild self-centre effect that ensures it tracks nice and straight over road surface irregularities.

Its unladen handling is stable and sure-footed, with a disciplined ride quality that’s supple enough to soak up the bumps without the lightly-loaded rear suspension bouncing around as you might expect in an empty one-tonner.

Engine response is energetic, as the eight-speed auto does a good job of keeping the turbo-diesel operating within its 1500-2500rpm maximum torque band most of the time. And it requires less than 2000rpm to maintain highway speeds.

Of the four drive modes available, we found ‘Sport’ the most engaging and enjoyable to use, with the instrument panel changing to a red colour and revised shift calibrations providing sharper engine response. This sporty effect is enhanced when using the sequential manual-shift function.

To test its payload rating, we used a forklift to load 650kg into the cargo bay through the side doors, which were just wide enough to allow this.

Combined with our crew of two, this was a total payload of 850kg (about 200kg under its limit). The rear suspension only compressed about 10mm, so there was no chance of its bottoming-out on our test route.

It felt even more planted on the road hauling this payload and coped well with our 13 per cent gradient, 2.0km-long set climb at 60-km/h in ‘Normal’ drive mode, self-shifting down to fourth gear to easily haul this load to the summit.

However, when testing engine-braking on the way down, in a manually-selected second gear, road speed was approaching the 60km/h limit when the transmission overrode our manual selection and shifted up to third gear when the engine reached 3750rpm.

These engine-protecting shift calibrations are common in light commercial vans, which is great for mechanical longevity but not much use when you’re leaning on the engine to assist with braking on steep descents. Fortunately, the four-wheel disc brakes easily coped with the increased workload.

We should also mention the internal noise levels when travelling at highway speeds, given the lack of a solid bulkhead between cabin and cargo bay. Tyre roar emanating from the rear-wheel housings, not helped by the unlined upper walls and roof, can become intolerable over long distances. Fortunately, Hyundai offers a solution with a solid bulkhead ($1825.63) in its genuine accessory range.

Four-coil suspension provides a noticeably supple unladen ride quality, which is impressive for a commercial vehicle with a one-tonne payload rating. It also feels sure-footed and well planted on the road, particular on the many wet roads we encountered during a rain-affected week of testing.

With its upright steering wheel angle and nicely-weighted steering feel, it offers a comfortable almost car-like driving experience. The driver’s seat has height, backrest rake and lumbar adjustment; there’s no rake adjustment for the base cushion but it doesn’t really need it. There are also clear eyelines to all mirrors, a nicely-positioned gearshift and an uncluttered dashboard/instrument layout that’s easy to read and operate.

The 2.0 litre turbo-diesel has energetic response in its peak torque band between 1500-3000rpm, where most city and suburban driving occurs. Snappy, seamless up-shifting occurs between 1500-2000rpm, providing brisk acceleration with excellent fuel economy. At highway speeds, good gearing ensures the engine needs only 1800rpm to maintain 100km/h and 1900rpm at 110km/h.

We only have two criticisms. One is the size and limited wide-angle effect of the left-side mirror, given the huge blind-spot that a solid-walled long wheelbase van like this creates over the driver’s left shoulder. Although the Transporter is (thankfully) equipped with blind-spot monitoring, a larger kerbside mirror with a more convex shape to increase its angle of view would be welcome.

The other is high internal noise levels at highway speeds emanating from the rear wheel housings. On some grades of coarse bitumen it can sound like the roar of a jet engine, which is too loud for sustained periods and could be a deal-breaker if you do a lot of highway work. We have recently tested rival vans without cabin bulkheads which have appreciably lower cargo bay noise levels at similar speeds (most notably a Chinese brand), so it can be done.

There's no ANCAP rating but the Transporter 6.1 adds to an already extensive list of active and passive safety with the following features now standard: front assist with city emergency braking (aka low-speed AEB), crosswind assist, side-assist including blind-spot monitoring/rear cross-traffic alert and multi-collision brake. There’s also driver and passenger front and side curtain airbags plus lots more.

Hyundai covers the Staria with a five-year/unlimited km warranty.

Scheduled servicing is every 12 months/15,000km whichever occurs first. Capped-price servicing for the first five scheduled services up to five years/75,000km totals $2375 or an average of $475 per year.

Five years/unlimited km warranty with 12 months complimentary roadside assist. Scheduled servicing every 12 months/15,000km whichever occurs first. Capped-price servicing for first five scheduled services up to five years/75,000km of $3082.