STING IS IN THE TAIL
Fastback version of Hyundai hottie is a sharper ride
Adistant murmur through the brake pedal rumbles as we arrive at Adelaide airport in Hyundai’s i30 Fastback N. It’s the sole symptom of a trying day on road and track, remarkable considering the torture test it endured at the hands of unsympathetic motoring media.
Confident in the car’s abilities, Hyundai let us loose at the nation’s newest racetrack in Tailem Bend, South Australia.
Media launches are often stage-managed affairs involving a couple of frustrating tours behind a pace car driver but not for the Fastback — its debut involved unlimited laps at limitless speed, including dozens of hard stops from the interesting side of 200km/h.
It’s rare for a driver to grow tired of trackday shenanigans before the car does but the i30 Fastback N is a particularly rare animal.
Based on a hatchback aimed squarely at Volkswagen’s timeless Golf GTI, the Fastback has few competitors.
The brand pitches it as a cut-price alternative to the Mercedes-AMG CLA 45 — a “four-door coupe” that outsells its hatchback cousin — though the i30 lies closer in price and purpose to Honda’s Civic Type R.
On sale from $41,990 plus on-road costs ($1500 more than the hatch), the Fastback brings improved aerodynamics and a bigger liftback boot offset by a slight reduction in rear headroom and compromised rear vision.
Otherwise, the pair are separated by a series of tweaks to be included in a running update for the five-door later this year (see below).
The cabin is brighter, benefiting from red stitching to a (thankfully) round steering wheel, along with red bezels for the air vents and a change from blue to black buttons for the wheel’s drive mode switches.
The eight-inch screen with satnav, Apple CarPlay, digital radio and a reversing camera remains unchanged, as do safety features including autonomous emergency braking and lane keeping assistance.
The same goes for the 2.0-litre turbo, which still sends up to 202kW/378Nm to the front wheels through a clever electronically controlled limited-slip diff and beautifully weighted six-speed manual transmission with rev-matching assistance.
Tweaks under the slinky new skin involve softer springs and shocks to match a new antiroll bar and rear camber links. The adaptive suspension package is intended to make the sedan a better bet on road and track.
Previously the i30 N was criticised for its jiggly ride on broken tarmac and reluctance to entertain keen drivers with tail-happy dynamics. The Fastback attempts a remedy.
Time on the road reveals the car remains alert and engaging in the bends, if a little abrupt in its responses to dodgy road surfaces.
The ride remains bouncy at times, it feels heavier than some rivals (the Fastback is a little heftier than the hatch, though the longer tail allows more even weight distribution) and road noise at highway speed exceeds that of a Golf.
Moving to the circuit, the Hyundai’s famously robust constitution — one backed by a racetrack warranty — is reinforced by a playful character that rewards enthusiasts. Myriad settings for engine, exhaust, steering, suspension, stability control and other aspects allow you to tailor the car to driving conditions.
The Fastback feels better suited to a day at the track relative to the original hatch and retains its balance on a hot day on the circuit.
Get it right and the Fastback revels in being tossed broadside toward an apex, its rump swinging in a playful dance that keeps you coming back for more.