Hyundai Staria 1.6 T-GDI Hybrid: Even more comfortable with the new hybrid drive

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While Volkswagen offers three minivan variants with the electric VW ID. Buzz (Test), the large passenger car Multivan, and the Ford Transit twin called Transporter, and Mercedes cannot keep the V-Class eternally young despite a facelift, a Korean spaceship is making its way into the segment almost silently. The Hyundai Staria Hybrid is more than just a design statement. It's a rolling living room and doesn't even try to be dynamic or a transporter. The new hybrid drive, which now replaces the diesel, congenially supports its comfortable orientation.

Armchairs with NASA technology

When you open the door of a German van, it often smells of pragmatism. Rubberized floors, durable fabrics, lots of hard plastic here and there; after all, the panel van has to accommodate a Euro pallet, a move, or at least a washing machine. The Staria, on the other hand, imports the Asian trend of the luxury van. A segment that Toyota dominates in Asia with the Alphard or Lexus with the LM, and which Chinese manufacturers also successfully serve in their home markets. In any case, the 5.25-meter-long Staria, with a width and height of 1.99 meters each, offers enough space.

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Hyundai Staria 1.6 T-GDI Hybrid (6 Bilder)

In the second row of the Staria Signature, passengers are enthroned on "Premium Relax" seats. At the push of a button, they recline into a lying position designed to mimic weightlessness: Hyundai developers used a principle invented by NASA for optimal pressure distribution. The individual seats are also heated, ventilated, and electrically adjustable in almost every direction. In addition, there is a material quality that is rarely found in most competitors in the segment. The entire headliner is covered with a velour-like microfiber material, which is more reminiscent of automotive luxury class than a bus. The extremely low-set beltline creates huge panoramic window surfaces, replacing the claustrophobic panel van feeling with an openness that hasn't been experienced since the first Renault Espace generation.

No one misses the self-igniter

The absence of a diesel engine in the lineup may alarm German traditionalists. However, for the connoisseur, it's a good package. The switch from the 2.2 CRDi (Test) to the 1.6 T-GDI full hybrid is one of the keys to true luxury. Let's be honest: a 2.0 TDI in the VW or a 220d in the Mercedes are excellent engines, but they clatter. Especially when stationary and under load, vibrations are transmitted into the interior. The Staria eliminates this problem. It starts electrically, it glides. When the gasoline engine engages as needed, the four-cylinder turbo runs silkily smooth and quieter than any diesel. With a system output of 118 kW and 367 Nm of torque, the 2.35-ton vehicle accelerates well for a bus at 10.2 seconds to 100 km/h and reaches a top speed of 167 km/h. However, you should only drive faster than the speed limit if you can live with the rapidly increasing fuel consumption. Hybrid drive is most economical when conditions are most varied. So, almost everywhere except on the highway.

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Hyundai Staria 1.6 T-GDI Hybrid Interieur (6 Bilder)

The powerful permanent magnet synchronous electric motor contributes 304 Nm and 54 kW and uses a 1.49 kWh battery as an intermediate storage for electricity. However, the battery cannot be charged from the outside, despite the trend towards plug-in hybrids. The whole system is coupled to a 6-speed torque converter automatic transmission, which is still superior to a dual-clutch transmission in terms of shifting and starting. It helps with S-Class-quiet gliding in city traffic, which a diesel bus simply cannot achieve due to its design. The fuel consumption of 7.6 liters of Super per 100 kilometers, specified for WLTP, is at diesel level.

Worthwhile effort in the chassis

But it's not the only reason why the Staria drives so much more smoothly than a classic transporter. Hyundai uses a multi-link rear axle, as found in better-equipped passenger cars. This design decouples longitudinal and lateral forces from each other. When a wheel goes over a manhole cover, the impact is absorbed by several links and not rigidly transmitted to the body. Furthermore, no forces are transmitted to the opposite wheel. And finally, the unsprung masses are reduced. The high technical effort proves that passenger comfort was more important here than suitability for payload.

Competitive price-performance ratio

German competitors cannot keep up with the price. The VW T7 Multivan is based on the MQB platform. It drives well, but offers less interior height and significantly less trunk space than the old T6.1. In many ways, it feels like a "Sharan in XXL," and the hard plastic in the cockpit simply doesn't justify the price tag. Mercedes is now gold-plating its star without the basic construction getting any younger. The Hyundai Staria Signature costs just under 60,000 euros as an "All-Inclusive" offer. Everything is included: Nappa leather, Bose sound, electric doors, the full assistance package. Try configuring that with VW or Mercedes. To bring a VW T7 eHybrid (Test) up to this level of equipment, you quickly end up with 85,000 to 88,000 euros. For the V-Class, you often break the 100,000-euro barrier for a comparable level with reclining seats and Burmester sound. The Staria therefore costs almost half of a fully equipped V-Class.

Hyundai serves a niche with its Asian Hospitality. With its 600 kg payload, it is not primarily aimed at tradespeople or large families who simply need space. It targets higher-earning couples and families who prioritize travel comfort over pseudo-dynamics and want to avoid the utility charm of the Bulli. Admittedly, this is a small niche in the market. But the Staria Hybrid fills it convincingly.

(mki)