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What's the difference?
You’d be forgiven for thinking there aren’t many sedans left on sale in Australia, thanks to the massive shift in buyer preference to SUVs.
But while mainstream carmakers like Ford, Mitsubishi, Nissan, Subaru, Volkswagen and a lot more have scaled back their booted offerings, premium brands are yet to give up on sedans.
BMW alone has seven sedan models in its line-up ranging from small offerings like the 2 Series Gran Coupe all the way up to the 7 Series and 8 Series.
We are focusing on the former for this review, in entry level 218i guise. It’s a sleek sedan that certainly catches the eye, but can it compete with similarly priced SUVs in our crossover-loving country?
Is it possible for a ‘hot hatch’ to be over-the-top and completely under-the-radar?
When it’s the facelifted version of the radically-styled i30 Sedan N, then definitely. People just don’t associate pocket-rocket fun with the traditionally more-conservative four-door shape.
But the Hyundai, well, just look at it. It begs... nay, demands to differ.
Just facelifted in Australia along with the rest of the i30 Sedan range, the N sells alongside the iconic i30 Hatch N from Europe, and acts as a replacement for the sadly-discontinued i30 Fastback N.
Big shoes to fill then? Let’s stick the boot in and find out!
The sleek 2 Series Gran Coupe has injected some life into the sedan segment and adds another dimension to BMW’s line-up.
After spending a week with the 118i hatch and another week with the 218i Gran Coupe, I would pick the hatch because it suits my needs better and has a more understated design, at least from the A-pillar back.
But there is little to fault in the 218i, aside from the obviously higher price compared with a mainstream sedan like a Mazda3. But, as with the hatch, if you want something a little more premium and a little more special, then this funky sedan is well worth considering.
Big boots to fill? The Hyundai i30 Sedan N stomps its authority with charming confidence and admirable talent. It’s hard to believe one of the biggest challengers to the i30 N hatch comes from its oddly-styled booted cousin. It’s just as thrilling, immersive, enjoyable and easy.
Which means that, if you’re in the market for a performance hot-hatch, it’s time for the sedan version to step into the limelight and be on your shortlist. It’s another N superstar.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.
From the front, the 2 Series Gran Coupe carries the same face as the handsome 1 Series hatchback. But from the A-pillar back, it’s a completely different look.
BMW’s ‘Gran Coupe’ series of models - 2, 4 and 8 Series - are not just regular sedans. They are sleeker, with a coupe-like sloping roofline and a more squat stance. It’s BMW’s way of making sedans sexy. And it has worked on each of those models.
The 218i’s boot sits up high and the rear treatment with the wide slimline tail-lights and integrated boot lip spoiler make the car visually appealing. I prefer the look of the 1 Series hatch, but appreciate the sleek sedan.
As with the hatch, the 218i’s interior is a modern take on the unmistakable BMW cabin, and for the most part it’s a successful design.
Now, with hot hatches, more usually means less, with spoilers quite literally living up to their name by blighting an otherwise clean and attractive design. For some, anyway. Under the radar and all that.
But the attention-crazy (CN7) i30 Sedan – known otherwise as the seventh-generation Elantra pretty much most other places around the world – seems like the work of a protractor-brandishing origamian who would not down pencil and stop.
Which means that, in the N’s case, more might actually be more, because all the racy extras enhance the appearance of a very distinctively/divisively-designed sedan.
The blacked-out bumper treatment, red brake calipers, side skirts and handsome alloys draw the eyes away from the odd creases and angles that define the i30 Sedan.
The result is a striking four-door fastback that comes into its own. One might suspect the original drawings were of a slammed-down N, with the overtly sporty stuff removed for the necessary lesser grades that most people end up buying.
Which would be a case of less being less!
Anyway, let’s check out the interior.
The main key difference between the 1 and 2 Series is the boot capacity. But in terms of interior appointments, not much separates the two.
Our 218i test car was optioned with black ‘Dakota’ leather trim, which does not look or feel particularly premium. The blue pattern trim in the 118i hatch was much more visually appealing, helping to break up the dark greys of the cabin. But in the 218i, it just makes everything look rather dark and gloomy.
As with the 118i, the BMW 'iDrive' controller and multimedia touchscreen are top notch, all controls come to hand easily, and the dash is angled to the driver. For more details on the interior, check out my 118i review.
The bigger differences are in the second row. The Gran Coupe has less headroom compared with the hatch, due to the sloping roofline and the optional sunroof.
Both body styles share the same 2670mm wheelbase, which should mean legroom is the same. For some reason the 218i feels ever so slightly tighter in the rear, but we are splitting hairs here.
Rear-seat occupants have access to two USB-C ports, map pockets and, unlike the hatchback, the Gran Coupe has a central fold-down armrest with two cupholders. Tall bottles will fit in the door storage compartment. Sadly the 218i lacks any rear air vents.
The doors also have a smaller aperture, so it’s not as easy to get in and out of compared to the hatch.
The rear seats fold 60/40 via levers in boot. Speaking of which, the boot can swallow 430 litres of cargo, which easily exceeds the 380L capacity of the 118i hatch. It also matches the boot space in the Mercedes-Benz A180 sedan and is just five litres bigger than the Audi A3 35 TFSI sedan.
Germany's small hot-sedan rivals would struggle to match the i30 Sedan N’s sheer practicality.
Running on a newer-generation architecture also shared with the latest Hyundai Kona, the result is a substantially larger, longer and wider proposition than the 2017-vintage i30 N hatch.
Upshot? The driver and passenger have plenty of space to stretch out in, within a palpably more contemporary cabin than presented in the five-door version. It feels like a car from the next size and decade up.
Being the i30 flagship, the N Premium’s dashboard is also dressed up to look suitably upmarket, angled towards the driver and offering twin 10.25-inch screens, with N-specific configurable instrumentation right ahead of the driver. Blue-stitched leather trim and darker cabin elements also set a racier ambience.
Predictably, there’s a comprehensive performance monitor within the touchscreen with all sorts of vehicle and driving data, including a lap timer. Clever if distracting. You might also take note of the big red button under one of the steering-wheel spokes, cringingly labelled NGS for ‘N Grin Shift’.
It brings a modest 7.0kW power boost, lasting only 20 seconds. Great for instant overtaking oomph, presumably.
Speaking of fast driving, lowered sports seats provide sufficient bracing through tight corners and extra ceiling clearance for helmets, while feeling sumptuously supportive the rest of the time. They're quite terrific.
Beyond these, all the regular sensible features found in more-humdrum i30 Sedans – an excellent driving position, ample ventilation, decipherable controls and stacks of useful storage – are also present.
The same applies across the generous back seat area, which lacks nothing for expected amenities to help keep kids of all ages safe, comfy, hydrated, ventilated and connected, while the N’s slightly-smaller boot (down 10 litres over the regular i30 Sedan) is still large enough for most needs at 464L. Blame the chassis stiffness brace back there.
Meanwhile, a space-saver spare lives underneath the wide, flat floor.
Complaints? The longitudinal buttress that runs along the left side of the centre console by the front passenger seat can constrict knee movement. Driver rear vision is poor, while that sloping back-door aperture makes getting in and out a head-banging affair for taller or bouffant-wearing folk.
Otherwise, the i30 Sedan N boasts a well-resolved cabin.
Determining whether the BMW 218i Gran Coupe represents good value is tricky. Because you can get any number of small sedans from mainstream brands - like the Mazda3, Toyota Corolla, Subaru Impreza and more - for much less money, but with similar, or in some cases, more kit.
But if you’ve been 'glamoured' by the BMW badge and couldn’t possibly buy something non-European, the good news is the Bavarian brand is much better at including standard features than it used to be.
Could there be more standard gear for the price in this car? Absolutely. But, it’s not a slim features list either.
The 218i kicks off the 2 Series Gran Coupe line-up from $56,900, before on-road costs. From there you can step up into the 220i ($59,900) which gets a little more power and torque, and then there’s the sporty M235i xDrive Gran Coupe in Pure ($74,900) and regular guise ($79,900).
The price difference between the 218i sedan and the 118i hatchback I reviewed recently, is $7000. That is a massive uptick in price for a vehicle that, underneath, is identical. Essentially you’re paying for the boot.
It’s especially surprising when you consider the price gap between the hatch and sedan versions of its chief rival - the Mercedes-Benz A-Class A180 - is just $1700. While the Audi A3 35 TFSI sedan is only $2500 more than the Sportback hatch.
A lot of mainstream brands don’t charge any extra for a sedan body style over the hatch model in the small segment. Take a bow Mazda3, Kia Cerato and Toyota Corolla.
Does it ever!
Regardless of whether we’re talking about a manual or auto, the facelifted i30 Sedan N for 2024 is only available in the one Premium grade, kicking off from $52,000, before on-road costs.
And though now costing a bit more than before, if it’s a booted hot-hatch experience you seek, then this Hyundai has few rivals. And all are all-wheel drive and not front-wheel drive.
The most obvious is the excellent, if slightly less-powerful, Subaru WRX, which – from just $45,990 for the manual – must be considered an incredible bargain. But the Sport auto version for $4000 extra more-closely mirrors the Hyundai’s specification.
After that… there’s Germany. Consider the Mercedes-AMG A35 sedan, but that represents a near-$40K jump. Plus, you’re also approaching $90K before you can get the Merc’s compatriot competitors – Audi’s sleek S3 quattro and BMW's M235i xDrive Gran Coupe – on the road.
This, then, leaves just the WRX as the Hyundai’s sole affordable four-door sedan alternative for hatch-averse buyers.
So, what’s changed in the i30 Sedan N for 2024?
Along with new LED lights featuring Hyundai’s now-signature full-width light bar, it gains new bumpers and alloys, a strengthened body structure, an array of detailed steering and suspension modifications, upgraded driver-assist safety tech and updated multimedia including USB-C ports.
Note, too, the arrival of real-time connected car services Hyundai calls 'Bluelink' that can locate your car or notify emergency services automatically if you’ve had a prang, among other handy things.
These come on top of all the regular N gear, like the striking body kit, electronically controlled suspension, mechanical limited-slip differential (LSD), bespoke performance driving modes, bigger ventilated brake package and special Michelin Pilot Sport tyres.
Premium also heralds the usual expected luxuries, such as adaptive cruise control, heated and vented sports front seats, leather upholstery, dual-zone climate control, ambient lighting, 19-inch alloys and pretty much all of the electronic driver-assist tech in Hyundai's cupboard. See the safety section below for an expanded explanation.
The only options are a $2000 sunroof and $595 premium paint.
That’s all pretty compelling value-for-money, especially for a car this size… and abilities. More on that later.
Mirroring the 118i, the 218i uses BMW’s three-cylinder turbocharged petrol engine, with power and torque outputs of 103kW and 220Nm, respectively. This compares to 110kW/250Nm for the base Audi A3 and 100kW/200Nm for the Mercedes-Benz A-Class.
The 218i uses a seven-speed dual-clutch automatic transmission driving the front wheels only.
According to BMW, the 218i can complete the 0-100km/h dash in 8.7 seconds - 0.2sec slower than the hatch.
Make no mistake. Under the bonnet beats the absolute heart and soul of the Hyundai i30 Sedan N.
The engine carries over from before – a 1998cc 2.0-litre turbocharged four-cylinder direct-injection unit, making 206kW of power at 6000rpm and 392Nm of torque between just 2100 and 4700rpm.
Tipping the scales at 1475kg, the resulting power-to-weight ratio is an impressive 140kW/tonne. And, don’t forget, pressing the N Grin Shift unleashes an extra bit of power, bumping the total up to 213kW for a 20-second burst.
The 0-100km/h sprint time takes 5.3 seconds, on the way to a 250km/h top speed.
Refreshingly, traditionalists can still choose a six-speed manual (albeit with a rev-matching function), or eight-speed wet-type DCT dual-clutch auto transmission, and both drive the front wheels via an electro-mechanical limited-slip differential.
On the official combined fuel cycle, the 218i uses 5.9 litres of fuel per 100 kilometres - the same as the 118i hatch. After a week of mixed driving, I recorded a figure of 9.1L/100km, which is quite a bit more than that official figure.
In terms of CO2 the official emissions figure is 135g/km and the 218i requires 95 RON premium fuel for its 50-litre fuel tank.
The i30 N DCT’s official combined average consumption is 8.3 litres per 100km, for a carbon dioxide emissions rating of 194g/km.
Around town, that consumption figure shoots up to 11.8L, and drops to 6.3L outside of urban areas. Add 0.2L apiece for the less-efficient (but more-engaging) manual version.
Filling the 47L tank, with 95 RON premium unleaded petrol, you could exceed 565km between refills on average.
With a combination of gentle highway schlepping and blasting through the hills around the fast Murray River-area rural roads, our trip computer indicated a commendable 10L/100km – given this car’s 250km/h performance.
If you love the look of the 2 Series Gran Coupe but are after an extra dollop of performance, the all-wheel drive 225kW/450Nm M235i xDrive is the pick of the range.
But don’t think the 218i is a lazy performer - it’s far from it.
The 218i’s acceleration is responsive, even quick, and it offers more than enough straight-line performance to satisfy most drivers.
On take-off there is some turbo lag, which isn’t helped by the fuel-saving idle-stop system, however that can be switched off, which we did every time we got behind the wheel.
Momentum was a little blunted by a steep hill, but other than that, no complaints about the sweet engine.
Steering is weighted on the heavier side but it is sharp.
As is expected of a BMW sedan, the 218i is engineered for engaging handling, and the balanced chassis and well-tuned suspension set-up encourage enthusiastic driving.
Excellent road-holding and grip ensured it did not come unstuck on uneven roads and overall the 218i feels really solid. Those front-wheel drive naysayers have officially been put in their place!
'Sport' mode livens things up with a noticeable improvement to throttle response.
The ride seems more supple at speed, but can feel on the firmer side in urban driving. But nothing that would strike it from your shopping list.
Out about the hilly roads around Albury/Wodonga, the i30 Sedan N feels in its absolute element. The mixture of long open straights and tight corners really show off Hyundai’s incredible chassis tuning capabilities.
i30 Sedan N improvements for 2024 include brakes with better cooling and resistance to fade, stronger engine mounts for improved agility, more insulation, reduced vibrations, upgraded steering components for even more-precise handling and tweaks to the stability control system for more-effective operation.
Suspension is by McPherson-style struts up front and a multi-link rear-end arrangement.
Aided by an active variable exhaust note (which is quite nicely applied), the 2.0-litre four-pot twin-scroll turbo has a deep set of lungs, providing a decent wad of torque as it revs out fast and freely to its 6000rpm red-line. As you might expect, this is deceptively rapid.
Whether driving the solid and well-oiled six-speed manual – surely one of the best in the business and truly a great thing – or super-slick eight-speed DCT, there’s a delightful amount of muscle and speed for the money.
We’re also fans of the steering’s poise and response, resulting in hunkered-down handling that belies this car’s substantial length and width, backed up by lots of feel and feedback.
Throw in delightfully strong and effective braking, and the i30 N is incredibly alert and agile for something so big.
The trade-off of all this athleticism is a consistently firm – though not harsh – ride, as well as some road and tyre-noise intrusion when cruising comfortably along the highway.
As an everyday commuting proposition, the i30 Sedan N is right on the money.
Out on the racetrack, however, it's like on something a little bit more illicit, for things really start coming alive, with the N’s polished chassis set up revealing a satisfyingly vivid bandwidth of capability.
In 'Normal' mode, the front end feels reassuringly planted with minimal understeer, while the rear possesses a playful lightness that allows for progressive back-end lift-off if desired.
The i30 is so exquisitely tuned and pliable it makes amateurs feel like professionals.
Select 'N' mode and the electronic limiters loosen, for proper oversteer fun if that’s your thing, controlled and reeled right back in by meaty, confidence-boosting steering, providing improbably fluent handling for a sedan this size.
Slicing through tight bends and long arcs alike, the Hyundai’s sheer dynamic precision, consistency and discipline are deeply impressive. And intoxicating. We didn’t want to stop.
It may not look like a hot hatch in the prime of its life, but the i30 Sedan N sure behaves like one. And all for just $52K. Cheers, Hyundai!
The 2 Series Gran Coupe carries over the maximum five-star ANCAP crash safety rating awarded to the mechanically related 1 Series hatch. The test was conducted in 2019.
Standard safety equipment includes low-speed auto emergency braking, forward collision warning, lane departure warning, rear cross-traffic alert, driver attention alert, front and rear parking sensors, reversing camera, cruise control, and six airbags - although it doesn’t include a front centre airbag.
As with all i30 Sedans, the N does not score an ANCAP rating because it's not available in Europe. The hatch, on the other hand, managed a maximum five stars back in 2017.
Hyundai is pretty confident the sedan would score highly, too, due to a raft of standard driver-assist safety items, including Hyundai’s 'Forward Collision Avoidance Assist' (version 1.5) featuring AEB with pedestrian and cyclist detection, blind-spot monitoring, safe-exit warning and rear cross-traffic alert.
There is no speed operation data for the AEB and lane-assistance systems at this time.
As well, the N owner also scores driver-attention warning, intelligent speed limit assist, adaptive cruise control with full stop/go, rear occupant alert, six airbags, electronic stability control, anti-lock brakes with 'Brake Assist' and electronic brake-force distribution, tyre pressure monitors, rear parking sensors, a rear view camera, dusk-sensing headlights, auto high beams, rain-sensing wipers and front/rear parking sensors.
As with all i30 Sedans, the N’s back seat comes with two ISOFIX points as well as a trio of top tethers for straps.
The 218i comes with BMW’s three-year/unlimited kilometre warranty - a term that is well behind the majority of its competitors that offer five-year/unlimited kilometre cover.
Rather than an annual service schedule, BMW uses ‘condition-based servicing’, which essentially means that the vehicle’s computer will inform you when the car needs a service.
BMW’s 'Service Inclusive' pre-paid plan covers owners for five years or 80,000km for the 2 Series, and involves a $1700 up-front payment. It averages out to $340 per service, which is actually pretty reasonable for a high-end brand.
The i30 Sedan N brings a five-year/unlimited kilometre warranty, as well as one year of roadside assistance.
Service intervals are at 12-months or 10,000km (not at every 15,000km like the regular i30 Sedan), with service pricing published on Hyundai’s website.
Over the first five years, the standard scheduled cost is $1795, or an average of under $360 annually.