TURN THE CORNER
Hyundai’s first genuine hot hatch marks a pivotal moment for the brand
One corner is all it takes to confirm Hyundai’s first genuine hot hatch is the real deal. The oversized brakes bite hard, the steering is precise, the adaptive suspension keeps the car flat as it changes direction and the mechanical limited slip diff slingshots you out of the corner without scrabbling for grip. If you were in any doubt, a couple of rally-car style blats from the exhaust seal the deal.
The i30N is a walk on the wild side for Hyundai. The brand, which built its reputation on sensible, good value A to B cars, is stepping out of its comfort zone and taking on some of the most revered nameplates on the road. Cars in the i30N’s sights include Volkswagen’s legendary GTI, Subaru’s cult car, the WRX and Renault’s manic Megane RS.
Hyundai chief executive, JW Lee, admits the i30N is an “underdog” in this company. It’s an honest assessment of the car’s credentials, but also a canny one – he knows Aussies love an underdog. “Personally I never dreamt of competing with Volkswagen but nowadays were are competing with them and other toplevel manufacturers,” he says.
But if you think Hyundai is about to enter the battle meekly, think again.
Hyundai engineers, led by the infectiously passionate German Albert Biermann, have thrown everything bar the kitchen sink at the i30N to tempt enthusiasts.
Along the way some of the niceties expected of a $40,000 car have been tipped out, sacrificed for go-fast gear.
There are no front parking sensors, you start the car with a conventional key and rear air vents are another omission. In the way of compensation, there are a mechanical limited slip differential, bespoke 19-inch Pirelli tyres and brake discs the size of those dinner plates you get in fancy restaurants.
There’s no powered driver’s seat, but there is a rev-matching button that will blip the throttle on downshifts to deliver optimum revs for blasting out of corners. It’s all part of Biermann’s plan to make the novice feel like a pro behind the wheel, as he explained at a media prototype drive last year.
“The key element is to have a fun-to-drive car for the not-so-experienced sport drivers,” he says. “The car should be approachable, you should have confidence in the car and you should have an enjoyable experience when you push it to the limit. The car gives you good feedback and is very precise.”
The feedback sounds completely feral at times. In N mode, the active exhaust lets out a crack on downshifts that echoes through trees like a 12-bore shotgun.
The engine output numbers are impressive: 202kW of power and 353Nm of torque, with another 25Nm available of boost available in short bursts for overtaking. The straight line performance is dulled slightly by the car’s weight – it’s not as light as VW’s GTI – but it’s still quick enough for the company it will keep