Browse over 9,000 car reviews
What's the difference?
Start occupying the top step of the World Rally Championship podium and the brand benefits are huge. Just ask Audi, Ford, Mitsubishi, Subaru, Toyota, Volkswagen and the many others which have done exactly that to great effect over the years.
And Hyundai’s most recent foray into the WRC has focused on the compact i20, and here we have that rally weapon’s civilian offspring, the much-anticipated i20 N.
It’s a lightweight, high-tech, city-sized, hot hatch designed to steer you away from Ford’s Fiesta ST or VW’s Polo GTI, and add even more lustre to Hyundai’s N performance badge.
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 i20 N hatch is so much fun, and not in a special occasion kind of way. It’s an affordable, compact performance car that’ll put a smile on your face no matter where or when you drive it. The Fiesta ST and Polo GTI have a worthy new playmate. I love it!
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.
Hyundai’s current WRC challenger may be a coupe but this angry little five-door hatch absolutely looks the part.
We’re assured the N is the only current-generation i20 we’ll see in the Aussie market, and it runs with a relatively low (101mm) ground clearance, a grille pattern inspired by a chequered flag, black mirror shells, and menacing, angular LED headlights.
The ‘Satin Grey’ 18-inch alloys are unique to this car, as are the side skirts, raised rear spoiler, darkened LED tail-lights, a ‘sort-of’ diffuser under the rear bumper and a single fat exhaust exiting on the right-hand side.
There are three standard paint options - ‘Polar White’, ‘Sleek Silver’, and N’s signature shade of ‘Performance Blue’ (as per our test car) as well as two premium shades - ‘Dragon Red’, and ‘Phantom Black’ (+$495). A contrasting Phantom Black roof adds $1000.
Inside, the N-branded sports seats, trimmed in black cloth, featuring integrated headrests and blue contrast stitching, are unique to the i20 N. There’s a leather-trimmed sports steering wheel, handbrake lever and gear knob, as well as metal finishers on the pedals.
The 10.25-inch digital instrument cluster and same-sized multimedia screen look slick, and ambient lighting heightens the hi-tech mood.
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.
Although it’s just 4.1m long, the i20N is impressively space efficient with decent room up front and a surprising amount of head and legroom in the back.
Sitting behind the driver's seat, set for my 183cm position, I had plenty of head and legroom, although, understandably, three people across the back will need to be kids or understanding adults, on a short journey.
And there are plenty of storage and power options, including the wireless device charge pad in front of the gear lever, which doubles as an oddments tray when not in use, two cupholders in the front centre console, door bins with room for large bottles, a modest glove box and a lidded cubby/armrest between the front seats.
No armrest or air vents in the back, but there are map pockets on the front seat backs, and again, bins in the doors with room for bottles
There is a media USB-A socket and another for charging, as well as a 12V outlet in the front, and another USB-A power socket in the back. Hyundai suggests the latter could be handy for powering track day cameras. Great idea!
Boot space is impressive for such a compact hatch. With the rear seats upright there’s 310 litres (VDA) available. Fold the 60/40 split-folding rear backrest and no less than 1123 litres opens up.
A dual-height floor can be flat for long stuff, or deep for tall stuff, there are bag hooks provided, four tie down anchors, and a luggage net included. The spare is a space saver.
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.
At $32,490, before on-road costs, the i20 N is to all intents and purposes the same price as Ford’s Fiesta ST ($32,290), and the VW Polo GTI ($32,890).
It’s offered in one spec only, and aside from the standard safety and performance tech, this new hot Hunday boasts a solid standard features list, including: climate control, LED headlights, tail-lights, daytime running lights and fog lights, 18-inch alloys, Bose audio with Apple CarPlay/Android Auto and digital radio, cruise control, nav (with live traffic updates), rear privacy glass, keyless entry and start (as well as remote start), sports front seats, the leather-trimmed sports steering wheel, handbrake lever and gear knob, alloy-faced pedals, auto rain-sensing wipers, power-folding exterior mirrors, plus 15W Qi wireless smartphone charging.
There’s more, like the 10.25-inch ‘N Supervision’ digital instrument cluster, plus a same-size multimedia touchscreen in the centre of the dash, a track maps feature (Sydney Motorsport Park is already in there), as well as an acceleration timer, g-force meter, plus power, engine temperature, turbo boost, brake pressure and throttle gauges.
You get the idea, and it goes toe-to-toe with the Fiesta ST and Polo GTI.
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.
The i20 N is powered by a turbo intercooled 1.6 litre four-cylinder petrol engine, driving the front wheels via a six-speed manual gearbox and Torsen-type mechanical limited slip differential.
The all-alloy (G4FP) engine features high-pressure direct-injection and an overboost function, producing 150kW from 5500-6000rpm, and 275Nm from 1750-4500rpm (rising to 304Nm on overboost at max throttle from 2000-4000rpm).
And the engine’s mechanical ‘Continuously Variable Valve Duration’ set-up is something of a breakthrough. In fact, Hyundai claims it as a world’s first for a production engine.
Not timing, not lift, but variable duration of valve opening (managed independently of timing and lift), to strike the optimal balance between power and economy across the rev range.
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.
Hyundai’s official fuel economy figure for the i20 N, on the ADR 81/02 - urban, extra-urban cycle, is 6.9L/100km, the 1.6-litre four emitting 157g/km of C02 in the process.
Stop/start is standard, and we saw a dash-indicated average of 7.1L/100km over several hundred km of city, B-road and freeway running on the occasionally ‘spirited’ launch drive.
You’ll need 40 litres of ‘standard’ 91 RON unleaded to brim the tank, which translates to a range of 580km using the official figure and 563 kays using our launch test drive number.
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.
Unusually for a manual car, the i20 N features a launch control system (with an adjustable rpm setting), which we found fiddly to get working, but with or without it, Hyundai claims a snappy 0-100km/h time of 6.7sec.
And it’s such a pleasure to steer a car with a slick-shifting manual gearbox. The six-speed unit features a rev-matching function accessed via the press of a racy red button on the steering wheel.
Buf for those who prefer an old-school, double-shuffle, heal-and-toe tap dance across the pedals, the relationship between the brake and accelerator is perfect.
And if you’re keen on Walter Rohrl-style left-foot braking, to help steady the car or steer it in fast cornering, the ESC is switchable through to Sport mode or completely off, allowing fuss-free simultaneous brake and throttle application.
There’s even a shift-timing indicator near the top of the instrument cluster, with colour bars closing in on each other as the tacho needle pushes towards the rev limiter. Fun.
Engine and exhaust noise is a combination of a raspy induction note and adjustable crackle and pop out the back, courtesy of a mechanical flap in the exhaust system, adjustable through three settings in N mode.
Traditionalists may not be thrilled by the addition of in-cabin synthetic enhancement of all of the above, but the net effect is thoroughly enjoyable.
It’s worth remembering in this context N stands for Namyang, Hyundai’s sprawling proving ground south of Seoul where the car was developed, and the Nürburgring where this go-fast i20 was fine-tuned.
The body has been specifically reinforced at 12 key points, along with additional welds, and “bolt-in underbody structures” to make the i20 N stiffer and more responsive.
The strut front, coupled (dual) torsion beam rear suspension has also been set up with increased (neg) camber and a revised anti-roll bar at the front, as well as specific springs, shocks and bushings.
A compact, mechanical LSD is added to the mix, and grippy 215/40 x 18 Pirelli P-Zero rubber was produced specifically for the car and is stamped ‘HN’ for Hyundai N. Impressive.
The end result is outstanding. Low-speed ride is firm, with suburban bumps and lumps making their presence felt, but that’s what you’re signing on for in a hot hatch at this price point.
This car feels balanced and well buttoned down. Power delivery is agreeably linear and at a fraction over 1.2 tonnes the i20 N is light, responsive and nimble. Mid-range urge is strong.
Steering feel is good, with assistance from a column-mounted motor taking nothing away from an intimate connection with the front tyres.
The sports front seats proved grippy and comfortable over long stints behind the wheel, and playing with the multiple N drive modes tweaking the engine, ESC, exhaust, and steering just adds to the involvement. There are twin N switches on the wheel for quick access to custom set-ups.
And that Torsen LSD is brilliant. I tried my best to provoke a spinning inside front wheel on the exit of tight corners, but the i20 N just puts its power down without so much as a chirp, as it rockets towards the next bend.
The brakes are 320mm vented at the front and 262mm solid at the rear. Calipers are single piston, but they’ve been beefed up and fitted with high-friction pads. The master cylinder is bigger than the standard i20 and the front rotors are cooled by lower control arm mounted air guides blowing through vented knuckles.
The launch i20 N fleet of around half a dozen cars copped an hours long hot lap pounding at Wakefield Park Raceway, near Goulburn NSW without drama. They’re well up to the task.
One niggle is a large turning circle. The data sheet says 10.5m but it feels like the car is carving a wide arc in U-turns or three-point turns.
A 2580mm wheelbase between the bumpers of a 4075mm car is substantial, and the steering’s relatively low gearing (2.2 turns lock-to-lock) no doubt has a lot to do with it. The price you pay for quick turn-in.
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!
Although it hasn’t been assessed by ANCAP or Euro NCAP, the headline on active safety tech in the i20N is the inclusion of ‘Forward Collision-Avoidance Assist’, which is Hyundai-speak for AEB (city and urban speed with pedestrian detection).
And from there it’s assist city, with ‘Lane Keeping Assist’, ‘Lane Following Assist’, ‘High Beam Assist’, and ‘Intelligent Speed Limit Assist.’
Followed by all the warnings: ‘Blind Spot Collision Warning’, ‘Rear Cross-Traffic Collision Warning’, ‘Driver Attention Warning’, and ‘Parking Distance Warning’ (front and rear).
The i20 N also features a tyre pressure monitoring system and a reversing camera. But if, despite all that, a crash is unavoidable there are six airbags on-board - driver and front passenger front and side (thorax), and side curtain - as well as three top tether points and two ISOFIX locations across the back row for child seats.
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.
Hyundai covers the i20 N with a five year/unlimited km warranty, and the ‘iCare’ program includes a ‘Lifetime Service Plan’, as well as 12 months 24/7 roadside assist and an annual sat nav map update (the latter two renewed free-of-charge each year, up to 10 years, if the car is serviced at an authorised Hyundai dealer).
Maintenance is scheduled every 12-months/10,000km (whichever comes first) and there’s a pre-paid option which means you can lock in prices and/or fold service costs into your finance package.
Owners also have access to the ‘myHyundai’ online portal providing details on the car’s operation and features as well special offers and customer support.
Service for the i20 N will set you back $309 for each of the first five years, which is competitive for a hot hatch in this part of the market.
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.