From zero to hot hatch front row in one move
The i30N isn’t just remarkable because it’s Hyundai’s irst hot hatch – it’s a remarkable hot hatch. By James Taylor
I’VE NEVER BEEN so excited to drive a new Hyundai. Actually, I’ve never been at all excited about driving any Hyundai. Which means the i30N has already been doing its job, even before it’s turned a wheel.
This is Hyundai’s first fully focused hot hatch (2011’s Veloster was a quasi-coupe oddball, 2015’s i30 Turbo a restrained warm hatch), and its mission is to broaden the brand’s image beyond being a maker of competent but nondescript transport for people who aren’t interested in cars. And there are more than a few reasons why you should be very interested in the i30N.
Starting with the consonant after its name: N is the new high-performance subbrand for Hyundai, and the i30 is its first product. Think of N as Cupra is to Seat, or M division is to BMW – the latter being particularly pertinent, because the man in charge of Hyundai’s N projects, Albert Biermann, was previously vice president of engineering at BMW’s blue ’n’ red gofaster department. The i30N was already in progress before Biermann arrived, but he has played an important role in its sign-off. ‘N’ stands for two things, one being Namyang, Hyundai’s R&D centre in Korea, the other being Nürburgring. Hyundai has a dedicated test centre there; i30N prototypes have logged plenty of flying hours at the German circuit.
Like many modern hot hatches, the i30N is available in two grades of seriousness. The regular £24,995 car has 247bhp from its 2.0-litre turbocharged four-cylinder engine, 18-inch Michelins, and adaptive dampers with selectable modes. Our car is the £27,995 Performance version, which winds the power up to 271bhp, helping it get from zero to 62mph nd in 6.1sec (0.3 quicker), enlarges the brakes and brings N-specific 19-inch Pirelli tyres. It also adds an electronically controlled limited-slip differential, electric adjustment for the superbly comfortable sports seats, and an active exhaust system.
On start-up that exhaust growls like something in an enclosure at Longleat – the first clue that this is a hot hatch trained on the more hardcore end of the market. Another is the strut brace behind the back seats, spanning the gap between the rear arches and getting in the way if you need to drop the rear seats to carry big stuff.
Slot the manual lever into first and release the manual handbrake (two big box-ticks for purist hot hatch fans – no auto ’boxes or parking brakes in any i30N) and you’ll find the clutch has an abrupt bite to match the exhaust’s bark. The steering is heavy by modern standards, and the turning circle rubbish enough to make a fast Ford blush with pride.
Once you’re underway you’ll feel the e-diff gently tugging at the wheel as you exit a roundabout, and the ride is on the stern side of firm, even in the softest of the dampers’ selectable modes. This is a bit saucier than I’d expected.
Like sister company Kia, Hyundai doesn’t really do options – the only extra-cost equipment available for the i30N is a winter pack (heated seats and steering wheel – not fitted to our car) and metallic or pearl paint, or the Performance Blue our car’s finished in, a £585 option. It’s polarised office opinion, but it definitely makes the N stand out, with its contrasting red brake calipers and stripe of lipstick on the front bumper.
The lack of options doesn’t matter because the i30N wants for nothing in terms of kit. All versions, Performance or otherwise, get touchscreen nav with Apple CarPlay/Android Auto, wireless phone charging, keyless entry, cruise control, front and rear parking sensors, reversing camera and a space-saver spare wheel as standard. And the i30N still gets Hyundai’s five-year/unlimited mileage warranty, which also covers trackdays.
It feels like all the key ingredients for a proper driver’s car are in place. I’ve got an appointment with a B-road booked to find out for sure.