here was quite the buzz when Hyundai’s i30 N hot hatch
was first announced, with R&D boss Albert Biermann
putting years of experience at BMW M into an all-new
product for a manufacturer that’d only previously dabbled
in the segment with the Veloster Turbo.
The i30 N certainly delivered when we first drove it in- It looked like a hot hatch, sounded like a hot hatch, drove as well as
the most accomplished on the market and was competitively priced.
Nothing has changed since then (though a slightly softer suspension
set-up will be rolled out soon, in line with i30 N Fastback models), but the
Hyundai i30 N had to be in this test, simply because it toppled the previ-
ous Focus ST as a hooliganist pocket rocket and made the increasingly
senior Golf GTI seem way too sombre. Can it continue to impress against
the new Focus ST and the feistier Golf GTI TCR?
As standard, you get a 2.0-litre turbo engine that sends 248bhp to the
front wheels, for £25,995. But most buyers upgrade to the N Performance
model we’re testing. For £29,495, it ups the ante to 271bhp, and includes
19-inch alloys, an electronically controlled limited-slip differential,
uprated brakes, active exhaust, and faux suede and leather seats.
Even after a couple of years, the N’s looks haven’t gone stale; red
trimmings on the front and rear splitters, a gaping front grille, two ba-
zooka-sized exhaust pipes and details like a rear wing with a triangular
third brake light do just enough to hint at the potential without going
over the top.
Inside, it’s much like the Focus, in that it’s dominated by textured grey
plastic. But it’s also incredibly user-friendly and neatly laid out, with
an equipment list that if anything is marginally better than the Ford’s:
cruise control, heated steering wheel, parking sensors and rear camera,
keyless entry and go, sat-nav and wireless charging... The N’s seats
provide the best thigh support, too – great for taller drivers.
Light blue winged paddles inset on the steering wheel open up a
world of drive mode configurations. N mode is for maximum attack- everything becomes either heavy, loud, firm or devoid of electrical
helping hands – but you can adjust it via ‘N Custom’, so long as you have
10 minutes spare to sift through the configuration menu. Rev matching
for the manual gearbox is toggled via a simple ‘Rev’ button on the wheel,
accessible even in the i30’s more docile drive modes. Unlike the Ford’s rev
matching, the Hyundai’s can be fully deactivated.
As the quoted 6.1-second 0-62mph time suggests, the i30 N’s accel-
eration is slightly tardier than the Ford’s and VW’s, but this never feels
HYUNDAI i30N PERFORMANCEFeisty, fun... but not very frugalT
Crisp turn-in,
playful rear...
i30 N is a joy
on trackThe Giant TestThe Giant Test122 CARMAGAZINE.CO.UK | october 2019
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