Pros
- Superb levels of performance and dynamics
- Excellent warrant
- The N treatment doesn’t detract from the i30’s everyday usability
- Overall value for mone
Cons
- Lacks European competitors upmarket interior treatment
- Pre-update manual transmission only
- Few bargains on the used market.
- Ummm…..
Verdict
We wouldn't...
We'd be cautious
We would...
If you require a car with a fancy European brand name and the associated image that comes with that to feel good about yourself, then no, you shouldn’t buy an i30N.
As brilliant as the i30N is, and as much as it can match and beat even some of the...
In the past decade or so, few motoring newcomers have made quite an impact on enthusiasts circles quite as large as i30 N, Hyundai’s first foray into properly go-fast territory. In establishing the Korean carmaker’s N (for Namyang, the marque’s main proving ground) Performance brand, its debut hot hatch promised a big bang for modest bucks, quickly asserting itself as a bona-fide cracker to a skeptical reception.
With dynamic and performance capabilities beyond the much-loved Volkswagen Golf GTI and a price well undercutting the king-hitting Honda Civic Type R it was, around its March 2018 debut, the hottest topic amongst petrolheads. And an instant cult car.
Before it spawned a range offering sedan and coupe/Fastback guises and a choice of transmissions around this year’s face-lift, the i30 N first lobbed as a simple, six-speed-manual, hatchback-only proposition. At a tenner under $40k for the basic variant, it looked cheap to those in the know who’d discovered the Korean five-door benefitted from (just quietly) German-led design and engineering, with key development at the old Nurburgring. Its Euro genes also extend to its Czech Republic build.
Where it really stacks up was in credentials. For the performance and features offered, the i30N looked exceptionally good value, with or without the three-grand-extra Luxury pack, that includes select upgrades and faux-suede and leather bucket seats.
Its 2.0-litre turbo four plies 202kW and an “overboosted” 378Nm (advertised as 353Nm), outpunching rivals Subaru WRX and Ford Focus ST by a bit and, against the 169kW Golf GTI,
In the past decade or so, few motoring newcomers have made quite an impact on enthusiasts circles quite as large as i30 N, Hyundai’s first foray into properly go-fast territory. In establishing the Korean carmaker’s N (for Namyang, the marque’s main proving ground) Performance brand, its debut hot hatch promised a big bang for modest bucks, quickly asserting itself as a bona-fide cracker to a skeptical reception.
With dynamic and performance capabilities beyond the much-loved Volkswagen Golf GTI and a price well undercutting the king-hitting Honda Civic Type R it was, around its March 2018 debut, the hottest topic amongst petrolheads. And an instant cult car.
Before it spawned a range offering sedan and coupe/Fastback guises and a choice of transmissions around this year’s face-lift, the i30 N first lobbed as a simple, six-speed-manual, hatchback-only proposition. At a tenner under $40k for the basic variant, it looked cheap to those in the know who’d discovered the Korean five-door benefitted from (just quietly) German-led design and engineering, with key development at the old Nurburgring. Its Euro genes also extend to its Czech Republic build.
Where it really stacks up was in credentials. For the performance and features offered, the i30N looked exceptionally good value, with or without the three-grand-extra Luxury pack, that includes select upgrades and faux-suede and leather bucket seats.
Its 2.0-litre turbo four plies 202kW and an “overboosted” 378Nm (advertised as 353Nm), outpunching rivals Subaru WRX and Ford Focus ST by a bit and, against the 169kW Golf GTI, a whole lot.
But it’s the long-list of go-faster features that brought go-fast credibility beyond much of the competition. In standard trim, the i30 N fits continuously adaptive suspension, an electro-mechanical LSD, launch control, rev-matching smarts, in-dash shift lights, specific rack-mounted electric steering, bespoke tyres, underbody reinforcement, a rear removable stiffness bar, and an active exhaust (with electronic sound generation) the sounds like firecrackers on the overrun. It’s a serious piece of kit.
Nor is it pauper when it comes to equipment and niceties. Full LED exterior lighting, electric seats, rear camera and sensors, cruise control, 8.0-inch sat-nav-equipped infotainment with Apple CarPlay/Android Auto, plus Hyundai’s full-featured SmartSense safety suite.
Most importantly, it talked the performance talk, a feisty, fast and fun machine that fit enough for track work and responds impressively to sticky R-spec rubber. Australia also got a localised suspension tune and active damper calibration a little softer and more everyday friendly than the ‘global’ set-up, though it didn’t, and doesn’t, rob the i30 N of what proved to be thoroughbred dynamics.
The big-booted Fastback, that arrived in late 2018 for a $2k premium, hasn’t drummed up quite the same interest as the hatch with the fanboys and fangirls. And the eight-speed dual-clutch automatic option touted from i30 N’s debut was on such continual delay that it seemed it might never appear, eventually arriving in tandem with 2021’s face-lift that saw the turbo engine’s output rise to 206kW and 392Nm…in what’s now become a $44,500 entry proposition. There’s now a new wild-styled four-door sedan in the N Performance fold, too.
Of course, the red flag buying a used (pre-face-lifted) i30 N is potential hard use for a vehicle clearly intended for such a role. Needless to say, this comes with the territory. That said, examples that haven’t flaunted warranty terms and conditions still come with Hyundai’s five-year factory backing given the breed is, at the time of writing, just four years young.
How does i30 N fare as a second-hand proposition? Read on to find out…
In the past decade or so, few motoring newcomers have made quite an impact on enthusiasts circles quite as large as i30 N, Hyundai’s first foray into properly go-fast territory. In establishing the Korean carmaker’s N (for Namyang, the marque’s main proving ground) Performance brand, its debut hot hatch promised a big bang for modest bucks, quickly asserting itself as a bona-fide cracker to a skeptical reception.
With dynamic and performance capabilities beyond the much-loved Volkswagen Golf GTI and a price well undercutting the king-hitting Honda Civic Type R it was, around its March 2018 debut, the hottest topic amongst petrolheads. And an instant cult car.
Before it spawned a range offering sedan and coupe/Fastback guises and a choice of transmissions around this year’s face-lift, the i30 N first lobbed as a simple, six-speed-manual, hatchback-only proposition. At a tenner under $40k for the basic variant, it looked cheap to those in the know who’d discovered the Korean five-door benefitted from (just quietly) German-led design and engineering, with key development at the old Nurburgring. Its Euro genes also extend to its Czech Republic build.
Where it really stacks up was in credentials. For the performance and features offered, the i30N looked exceptionally good value, with or without the three-grand-extra Luxury pack, that includes select upgrades and faux-suede and leather bucket seats.
Its 2.0-litre turbo four plies 202kW and an “overboosted” 378Nm (advertised as 353Nm), outpunching rivals Subaru WRX and Ford Focus ST by a bit and, against the 169kW Golf GTI, a whole lot.
But it’s the long-list of go-faster features that brought go-fast credibility beyond much of the competition. In standard trim, the i30 N fits continuously adaptive suspension, an electro-mechanical LSD, launch control, rev-matching smarts, in-dash shift lights, specific rack-mounted electric steering, bespoke tyres, underbody reinforcement, a rear removable stiffness bar, and an active exhaust (with electronic sound generation) the sounds like firecrackers on the overrun. It’s a serious piece of kit.
Nor is it pauper when it comes to equipment and niceties. Full LED exterior lighting, electric seats, rear camera and sensors, cruise control, 8.0-inch sat-nav-equipped infotainment with Apple CarPlay/Android Auto, plus Hyundai’s full-featured SmartSense safety suite.
Most importantly, it talked the performance talk, a feisty, fast and fun machine that fit enough for track work and responds impressively to sticky R-spec rubber. Australia also got a localised suspension tune and active damper calibration a little softer and more everyday friendly than the ‘global’ set-up, though it didn’t, and doesn’t, rob the i30 N of what proved to be thoroughbred dynamics.
The big-booted Fastback, that arrived in late 2018 for a $2k premium, hasn’t drummed up quite the same interest as the hatch with the fanboys and fangirls. And the eight-speed dual-clutch automatic option touted from i30 N’s debut was on such continual delay that it seemed it might never appear, eventually arriving in tandem with 2021’s face-lift that saw the turbo engine’s output rise to 206kW and 392Nm…in what’s now become a $44,500 entry proposition. There’s now a new wild-styled four-door sedan in the N Performance fold, too.
Of course, the red flag buying a used (pre-face-lifted) i30 N is potential hard use for a vehicle clearly intended for such a role. Needless to say, this comes with the territory. That said, examples that haven’t flaunted warranty terms and conditions still come with Hyundai’s five-year factory backing given the breed is, at the time of writing, just four years young.
How does i30 N fare as a second-hand proposition? Read on to find out…
- What goes wrong? Honestly, not very much.
- Our research showed that any issues are sporadic at best and there are very few, if any “common” problems.
- We know of a handful of owners that have reported a slight rattle in the dash or around the windscreen.
- There are the odd reports of the piece of plastic trim above the internal rear vision mirror falling out.
- A few reports of the leather cracking or creasing over time and owners with sunroofs reporting that the sunroof can squeak and rattle and on occasion non-sunroof cars developing rattles in the headlining. Although again, these are not common problems by any means and all of those issues have generally been resolved under warranty.
- Mechanically, there are reports that 5th and 6th gear can crunch and the steering rack can bind up if you are extremely unlucky.
- The Bi-Modal Exhaust Spring can wear and squeak.
- There are reports that the boost control solenoid and the steering rack bearing can wear prematurely.
- Again, these issues are generally resolved under warranty and are far from common.
- What goes wrong? Honestly, not very much.
- Our research showed that any issues are sporadic at best and there are very few, if any “common” problems.
- We know of a handful of owners that have reported a slight rattle in the dash or around the windscreen.
- There are the odd reports of the piece of plastic trim above the internal rear vision mirror falling out.
- A few reports of the leather cracking or creasing over time and owners with sunroofs reporting that the sunroof can squeak and rattle and on occasion non-sunroof cars developing rattles in the headlining. Although again, these are not common problems by any means and all of those issues have generally been resolved under warranty.
- Mechanically, there are reports that 5th and 6th gear can crunch and the steering rack can bind up if you are extremely unlucky.
- The Bi-Modal Exhaust Spring can wear and squeak.
- There are reports that the boost control solenoid and the steering rack bearing can wear prematurely.
- Again, these issues are generally resolved under warranty and are far from common.
- What goes wrong? Honestly, not very much.
- Our research showed that any issues are sporadic at best and there are very few, if any “common” problems.
- We know of a handful of owners that have reported a slight rattle in the dash or around the windscreen.
- There are the odd reports of the piece of plastic trim above the internal rear vision mirror falling out.
- A few reports of the leather cracking or creasing over time and owners with sunroofs reporting that the sunroof can squeak and rattle and on occasion non-sunroof cars developing rattles in the headlining. Although again, these are not common problems by any means and all of those issues have generally been resolved under warranty.
- Mechanically, there are reports that 5th and 6th gear can crunch and the steering rack can bind up if you are extremely unlucky.
- The Bi-Modal Exhaust Spring can wear and squeak.
- There are reports that the boost control solenoid and the steering rack bearing can wear prematurely.
- Again, these issues are generally resolved under warranty and are far from common.
Engine:
- 2.0-litre turbocharged 4-cylinder engine
Power:
- 202kW (2.0-litre turbocharged 4-cylinder engine)
- 206kW (2.0-litre turbocharged 4-cylinder engine) from MY22 (PDe.4)
Torque:
- 353Nm (2.0-litre turbocharged 4-cylinder engine)
- 392Nm (2.0-litre turbocharged 4-cylinder engine) from MY22 (PDe.4)
Transmission:
- 6-speed manual transmission (all models and body styles)
- 8-speed dual clutch automatic transmission – from MY22 (PDe.4)
Fuel Consumption:
- 8.0 – 8.5L/100km – 2.0-litre turbocharged 4-cylinder engine
Body Style:
- 5-door hatchback
- 5-door coupé – from MY19 (PDe.3)
Height:
- 1447mm – 5 door hatchback
- 1419mm – 5-door coupé
Length:
- 4335 – 4340mm – 5 door hatchback
- 4455mm – 5-door coupé
Width:
- 1795mm
Kerb Weight:
- 1520 – 1541kg
Engine:
- 2.0-litre turbocharged 4-cylinder engine
Power:
- 202kW (2.0-litre turbocharged 4-cylinder engine)
- 206kW (2.0-litre turbocharged 4-cylinder engine) from MY22 (PDe.4)
Torque:
- 353Nm (2.0-litre turbocharged 4-cylinder engine)
- 392Nm (2.0-litre turbocharged 4-cylinder engine) from MY22 (PDe.4)
Transmission:
- 6-speed manual transmission (all models and body styles)
- 8-speed dual clutch automatic transmission – from MY22 (PDe.4)
Fuel Consumption:
- 8.0 – 8.5L/100km – 2.0-litre turbocharged 4-cylinder engine
Body Style:
- 5-door hatchback
- 5-door coupé – from MY19 (PDe.3)
Height:
- 1447mm – 5 door hatchback
- 1419mm – 5-door coupé
Length:
- 4335 – 4340mm – 5 door hatchback
- 4455mm – 5-door coupé
Width:
- 1795mm
Kerb Weight:
- 1520 – 1541kg
Engine:
- 2.0-litre turbocharged 4-cylinder engine
Power:
- 202kW (2.0-litre turbocharged 4-cylinder engine)
- 206kW (2.0-litre turbocharged 4-cylinder engine) from MY22 (PDe.4)
Torque:
- 353Nm (2.0-litre turbocharged 4-cylinder engine)
- 392Nm (2.0-litre turbocharged 4-cylinder engine) from MY22 (PDe.4)
Transmission:
- 6-speed manual transmission (all models and body styles)
- 8-speed dual clutch automatic transmission – from MY22 (PDe.4)
Fuel Consumption:
- 8.0 – 8.5L/100km – 2.0-litre turbocharged 4-cylinder engine
Body Style:
- 5-door hatchback
- 5-door coupé – from MY19 (PDe.3)
Height:
- 1447mm – 5 door hatchback
- 1419mm – 5-door coupé
Length:
- 4335 – 4340mm – 5 door hatchback
- 4455mm – 5-door coupé
Width:
- 1795mm
Kerb Weight:
- 1520 – 1541kg
Warranty:
5 years/unlimited kilometre warranty
Servicing:
12 months/10,000km
Model range, pricing & features
If you require a car with a fancy European brand name and the associated image that comes with that to feel good about yourself, then no, you shouldn’t buy an i30N.
As brilliant as the i30N is, and as much as it can match and beat even some of the hottest hatches in terms of performance and driver engagement, the one area that it still can’t match the likes of the Volkswagen Golf GTI, is in the slightly pretentious appeal that it still feels only European brands can provide.
However, if you couldn’t care less about brand identity and the bells and whistles that comes with the European car image, then yes, you should buy an i30N.
Even after a few years and thousands of kilometres, the i30N is still a superb hot hatch. Engaging performance that will hold its own amongst far more expensive rivals while not compromising on it’s everyday usability, genuine practicality and great levels of tech and safety, its under the radar looks that subtly hint at its sporty demeanour all supported by a brilliant warranty and support network of fans make buying the i30N something of a no brainer.
In the used market, the i30N is the intelligent hot hatch to buy. Not taking anything away from the likes of the Golf GTI, Focus ST and Megane RS and all of the other alternatives, all very good at what they do, but, the i30N just makes sense.
If you require a car with a fancy European brand name and the associated image that comes with that to feel good about yourself, then no, you shouldn’t buy an i30N.
As brilliant as the i30N is, and as much as it can match and beat even some of the hottest hatches in terms of performance and driver engagement, the one area that it still can’t match the likes of the Volkswagen Golf GTI, is in the slightly pretentious appeal that it still feels only European brands can provide.
However, if you couldn’t care less about brand identity and the bells and whistles that comes with the European car image, then yes, you should buy an i30N.
Even after a few years and thousands of kilometres, the i30N is still a superb hot hatch. Engaging performance that will hold its own amongst far more expensive rivals while not compromising on it’s everyday usability, genuine practicality and great levels of tech and safety, its under the radar looks that subtly hint at its sporty demeanour all supported by a brilliant warranty and support network of fans make buying the i30N something of a no brainer.
In the used market, the i30N is the intelligent hot hatch to buy. Not taking anything away from the likes of the Golf GTI, Focus ST and Megane RS and all of the other alternatives, all very good at what they do, but, the i30N just makes sense.
If you require a car with a fancy European brand name and the associated image that comes with that to feel good about yourself, then no, you shouldn’t buy an i30N.
As brilliant as the i30N is, and as much as it can match and beat even some of the hottest hatches in terms of performance and driver engagement, the one area that it still can’t match the likes of the Volkswagen Golf GTI, is in the slightly pretentious appeal that it still feels only European brands can provide.
However, if you couldn’t care less about brand identity and the bells and whistles that comes with the European car image, then yes, you should buy an i30N.
Even after a few years and thousands of kilometres, the i30N is still a superb hot hatch. Engaging performance that will hold its own amongst far more expensive rivals while not compromising on it’s everyday usability, genuine practicality and great levels of tech and safety, its under the radar looks that subtly hint at its sporty demeanour all supported by a brilliant warranty and support network of fans make buying the i30N something of a no brainer.
In the used market, the i30N is the intelligent hot hatch to buy. Not taking anything away from the likes of the Golf GTI, Focus ST and Megane RS and all of the other alternatives, all very good at what they do, but, the i30N just makes sense.
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Disclaimer
Please note that pricing information is subject to fluctuations in the automotive market.
Information correct as of November 19, 2021.
The advice provided on this website is general advice only. It has been prepared without taking into account your objectives, financial situation or needs. Before acting on this advice, you should consider the appropriateness of the advice, having regard to your own objectives, financial situation and needs.
Read our full terms and conditions here.
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We wouldn't...
We'd be cautious
We would...
