Hyundai i30 N Review (2018-2024)

For its first proper attempt at a hot hatch, Hyundai had two very clear goals. Firstly, the i30N should be a genuinely first-rate hot hatch capable of mixing it with the very best in the category. Secondly, it should democratise hot hatch performance, the car itself being as affordable as possible rather than priced right at the top of the segment.

In both regards the Korean firm judged the i30N just right. The original version arrived in 2018 and had all the performance, grip, handling precision and everyday usability it needed to trouble competitors from established hot hatchback builders like Renault Sport, Ford and Honda. The i30N, recently facelifted for the 2021 model year, remains one of the more affordable cars of its type, too. In fact, at a shade under £30,000, it undercuts the similarly-powerful Ford Focus ST by more than £2000.

The facelift was a relatively minor one. It introduced a sharper new look, some refinements to the cabin, very subtly tweaked suspension and a shade more power (up to 276bhp from 271bhp). There is also now the option of a dual-clutch transmission to go with the six-speed manual gearbox, which is likely to remain the first choice among purists.

Yet perhaps the biggest change was the introduction of a sleekly styled Fastback bodystyle. With a lower roofline, and longer rear overhang, the coupe-inspired model swapped some of the hatch’s hardcore driver appeal for a bit more kerbside sparkle.

Unfortunately for fans of petrol hot hatches, Hyundai axed the i30 N in early 2024 to make way for electric performance models, such as the Ioniq 5N.

Any hot hatch worth its red stripes and tailgate spoiler needs to be as comfortable hauling around a family as it is being hurled down your favourite back roads. In fact, it’s this ability as an all-rounder that’s arguably the very definition of what makes a hot hatch.

Happily, the standard i30 is a fairly versatile machine, and much of that everyday utility is carried over into the N. For instance, the interior is reasonably roomy, with decent space in the rear for two six-foot adults (or three at a push, if they don’t mind getting friendly). The Fastback has a little less headroom due to the low roofline, but it’s only a matter of millimetres.

There’s a decent-sized boot as well, with the hatchback serving up 381 litres of carrying capacity and the Fastback an even more generous 436 litres. Fold the split/fold rear seats of each down and the available space increases to 1,287- and 1,337 litres, respectively. Mind you, this extra versatility is somewhat undermined by the large, tubular strut brace that fits just behind the rear seat. This piece of scaffolding improves the strength of the body for more accurate handling, but it is also a little obstructive when loading larger items.

Elsewhere, dashboard design is a little sombre, but it’s logically laid out, while the driving position is also excellent, with loads of adjustment and figure-hugging and hugely supportive sports seats. There’s also loads of useful storage dotted around the cabin, plus the usual USB sockets for charging your phone.

The Hyundai is fun to drive both on road and track, although at the very limit, the most enthusiastic hot hatch drivers will find they have more fun still in the edgier and livelier Honda, or the more uncompromising, four-wheel steered Renault Megane RS 300 Trophy.

The N in the Hyundai’s model name refers to the Namyang test and development facility in Korea where all sporty Hyundais are engineered, but also the 13-mile Nurburgring race track in Germany where they’re finely honed.

Much of the credit for the i30N’s impressive capability – although he’d insist his engineering team deserved far more praise than did he himself – goes to Albert Biermann. He oversees the development of these performance-oriented Hyundais having previously been engineering boss at BMW’s illustrious M Division. Recruiting Biermann and establishing a permanent R&D facility at the Nurburgring were two very clear signs that Hyundai really meant business. See also its world-beating campaign in the World Rally Championship.

Either way, with meaty steering, limpet-like grip and acrobatic agility, the i30N is seriously good fun when you decide to take the long way home. It’s perhaps not as expressive as some rivals, the car not changing its attitude much if you suddenly lift the throttle or brush the brakes mid-corner, but this greater stability and security will appeal to as many as it puts off. Moreover, when it's wet, dark and you don’t know which way the road goes next, the Hyundai is likely to give fewer heart-in-mouth moments than more wayward machines, such as the Ford Focus ST.

Of course, the price you pay for such cast-iron composure in the corners is a firm ride, particularly at low speed. It’s not uncomfortable as such, but over particularly broken urban tarmac the jiggling and jostling can become draining. Fortunately, the Hyundai is much more relaxing on smoother roads and at higher speeds, so long motorway hauls are no hassle.

Finally, while that 2.0-litre engine delivers strong performance, pulling hard all the way through the rev range, it’s not the most charismatic unit. The sports exhaust gives it a nice burble at idle, but worked hard it can get a bit droney.

Despite being far from the most expensive car of its type, the i30N comes well-equipped as standard. Conveniences like keyless go, a reversing camera, dual-zone climate control, satnav, Android Auto and Apple CarPlay are all thrown in. Other luxuries include heating for the seats and steering wheel, keyless entry, front- and rear parking sensors, LED headlamps and a reversing camera. You’ll pay extra for several of those features on rival cars. The only options you can add on top of the Hyundai, in fact, are paint colours.

All cars also get the brand’s easy-to-use 10.25-inch infotainment screen, which is packed with features. Included are Apple CarPlay, Android Auto and satnav, plus the usual Bluetooth and DAB radio.

There are effectively two trim levels to choose from - N Performance and newly launched N-Line. The latter is available only in hatchback guise and with the DCT gearbox, but adds high-backed bucket front seats, some natty body decals and bronze-finished alloy wheels, plus a couple of extra driver aids.

Speaking of which, all i30N’s get a decent haul of safety kit anyway, with autonomous emergency braking, lane keep assist, intelligent speed limit warning and e-call, which automatically dials the emergency services if the car’s airbags are deployed in a collision.

With hot hatch performance comes hot hatch running costs. Fuel, insurance, tax and tyres will all cost more on an i30N than a regular i30, although probably not prohibitively more. One of the key points of a hot hatch is that it remains easy to live with, an important part of which means not being inordinately expensive to run.

Hyundai says you’ll get 34mpg on the combined cycle, although the real-world mpg figure in mixed driving is likely to be closer to 30mpg. Meanwhile, Vehicle Excise Duty will cost £870 in the first year and £150 each year after that. The i30N sits in insurance group 28 (out of 50).

It comes fitted as standard with ultra-high performance Michelin tyres. The car has been engineered specifically for these tyres and owners should resist the temptation to seek out a less costly alternative when replacing them, or otherwise risk compromising the handling of their i30N. A replacement set of Michelin rubber will cost around £600.

Hyundai recommends servicing every 20,000 miles with more regular oil changes. The company does offer service plans to help owners spread the cost. One such plan covers all servicing expenses over three years and costs £500.

Despite being a mass-market manufacturer with nothing like the heritage of more established Japanese marques like Toyota, or European companies such as Volkswagen, Hyundai fares very well in owner satisfaction surveys. In fact, it regularly finishes ahead of the likes of BMW and Mercedes-Benz in such studies. The very generous five-year, unlimited-mileage warranty almost certainly helps in this regard.

By and large, the i30N is proving to be a durable and dependable machine, with only a handful of commonly occurring issues beginning to emerge. Some owners have reported difficulty shifting gear from fifth to sixth; a Hyundai dealer will be familiar with the fix and it shouldn’t be expensive. Meanwhile, a handful of very early cars suffered fuel pump issues, the symptoms being an engine misfire and loss of power. A new fuel pump will rectify the problem.

There are also reports of issues with infotainment systems – again, a dealer will be able to put these right – as well as rattles from head linings and creaks from the windscreen surround. As yet, no really serious or very costly problems have arisen on a regular basis.