Hyundai i30 N
Good value performance hatch fights well above its weight in this test trio
FEW cars have forced established auto makers to rethink their approaches in the same way as Hyundai’s i30 N has. In £29,495 Performance trim, it has price on its side and tech to match the Focus ST.
Design & engineering
AS with its rivals here, this hot
Hyundai is based on the regular i30, but with significant modifications to improve performance. The basic suspension set-up is the same as the Ford’s, with struts at the front and a multi-link rear end, while the suspension is also controlled by adaptive dampers.
The Hyundai has an electronically controlled limited-slip differential, too, to better transmit the 2.0-litre turbo engine’s 271bhp and 378Nm of torque (on overboost) to the road.
There are plenty of driving modes, but unlike the ST ’s predetermined four settings, pretty much everything in the i30 N is configurable. The steering weight, throttle response, diff parameters, suspension damping, exhaust sound, downshift rev matching and ESC are all adjustable, while there’s a Custom preset and an N-mode button that ramps everything up to the maximum.
This is where the heart of the i30 N lies, and the fact that you get all of this clever performanceenhancing tech for the price makes this a great, affordable performance car. Yet you can also see where corners have been cut to save some cash.
The quality isn’t as high as in either the Ford or Honda, but that might not matter to some people who are focused more on performance. What will bother them is that the sports seats aren’t as supportive and the driving position is not as good as either rival’s.
At least you get a lot of other equipment, including an eight-inch touchscreen with all of the functionality you’d expect (see Infotainment, page 50). On top of this, a heated steering wheel and seats, 19-inch alloys to match the Ford’s, a befittingly aggressive bodykit, LED lights, cruise and climate control, keyless operation, DAB, wireless charging, launch control and upgraded brakes mean it’s basically honours even with the Focus.
Driving
THE i30 N trails when it comes to the driving experience, though – mainly because it doesn’t have the same depth, subtlety or adjustability as the ST.
The steering is slower and more predictable than the Ford’s, and while it’s a good weight in normal mode, it’s too heavy and resistive in the N setting. As with the Focus, you know the damping has been set up to generate huge cornering forces, but it doesn’t have the ST ’s rounded edge and is very firm. There are more clonks and crashes over surfaces that the Focus is less ruffled by, but still not immune to. In N mode the damping is extremely stiff and probably best saved for track driving; we would recommend normal or Sport for the road, as this firmest setting is occasionally quite harsh. We hope the hatch adopts the i30 N Fastback’s slightly softer settings in time.
That e-diff has a similar effect as the Ford’s on performance, locking the Hyundai on to its line through corners, but traction isn’t as good as in the
Focus, and the i30 is keener to spin its wheels than the ST. However, there’s still plenty of muscle, as our test figures show. The Hyundai sprinted from 0-60mph in 6.3 seconds, which is fast, but its strong in-gear grunt was impressive, splitting its rivals.
The engine is a highlight too, fizzing away with an aggressive snarl and pops from its exhaust. The i30 sounds like a little rally car, and this gives it character. The six-speed gearbox is good, too.
Ultimately, though, while the i30 N is a great, aggressive hot hatch buzzing with personality, its limits aren’t quite as high as those of the Ford’s or the Honda’s. Nor is it as rewarding or as communicative as either, so it narrowly loses out.
Practicality
HOT hatchbacks have to cover pretty much every base, and the i30 N does the practicality side of things pretty well, with 381 litres of boot space and plenty of room for passengers inside.
Although the cabin isn’t quite as nice as the ST ’s, the racier looks don’t impact visibility as much (parking sensors and a reversing camera are standard, though). It’s also more manoeuvrable. Access to the rear is good, while other elements that contribute towards a car’s practicality – such as usability of the infotainment – are also sound.
Ownership
THE i30 in all forms gets a full five-star
Euro NCAP rating, with autonomous braking, lane-departure warning with lane-keep assist and six airbags all standard.
As with Ford, Hyundai didn’t fare too well in our Driver Power owner-satisfaction survey, though, taking 22nd spot. That’s poor for a brand that prides itself on its customer offering in the form of a five-year unlimited-mileage warranty with five years’ roadside assistance. This betters the
Ford and Honda’s three-year warranties.
Running costs
ACCORDING to our experts, the i30 N will depreciate the most here over a typical three-year/36,000-mile ownership period, losing £15,998. That equates to residuals of £13,497 (45.8 per cent).
However, all three cars are quite close when it comes to residual values in percentage terms. The Ford is expected to retain 46.3 per cent, or £14,826, which means it’ll shed £17,169. The Honda is the strongest, at 48.3 per cent retained value, or £16,201. Civic Type R depreciation stands at £17,349.