Hyundai i30 VS Audi A1
- Appealing design
- Excellent cabin upgrade
- Lively performance and handling
- Too much highway road-noise intrusion
- Misses out on i30 Elite’s top-drawer safety kit
- Firm ride and rack rattle over bumpy roads
- Character-filled car
- Sporty performance
- City-friendly dimensions
- Fuel use a bit high
- Back seat lacks amenities
Since 2007, the i30 has consistently been Hyundai’s best model.
A car so focused on being an amiable Volkswagen Golf alternative, it’s even been co-developed in Germany. As such, over three distinct generations, there’s never been a dud version.
But does the i30 N-Line have the same impact in the non-full-fat, semi-skimmed warm-hatch category – you know, the sporty hatches that don’t cost the earth?
We drive the latest, 2021 i30 N-Line Premium to find out.
|Engine Type||1.6L turbo|
|Fuel Type||Regular Unleaded Petrol|
The Audi A1 2020 range offers something for everyone, and in the case of this particular variant, it’s the one you buy if you want as much grunt and gear as you can get.
It’s the top-of-the-range Audi A1 40 TFSI model, which gets the zestiest engine, the lengthiest equipment list, and offers performance to match some hot-hatches out there. It’s essentially an Audi-ised version of a VW Polo GTI.
This test wasn’t so much about the wow-factor, though. We put it through its paces as an urban runabout to see how it coped as a real-world city car.
Read More: Audi A1 2020 review
|Engine Type||1.8L turbo|
|Fuel Type||Premium Unleaded Petrol|
Right now, the N-Line with the DCT is the fastest auto i30 you can buy, and that – plus all the luxuries and features that the Premium includes – makes it an attractive grand touring small car with sufficient speed and athleticism to entertain the keener driver.
But the manual i30 N at only around $5000 more significantly elevates the driving experience and thrills, while an auto is imminent. That’s what we’d save up for.
Still, as a fun and entertaining warm hatch, the i30 N-Line still offers enough consistency to warrant your attention. Easy to respect but hard to get really rapt over.
If you’re eager for a sporty compact hatchback with premium design and luxury car badges, the Audi A1 40 TFSI is a very, very strong contender. It’s fast, fun, and functional for a little hatchback. It’s just very expensive, and for most people the $10K cheaper 35 TFSI model will tick most of the boxes. I’d recommend you drive it before signing on for the top-spec model.
For some people it’s what hasn’t changed that is the most interesting visual aspect about the 2021 i30 N-Line.
The “Sensuous Sportiness” nosecone found on all other i30s including the base grade does not apply here, for reasons which still aren’t clear, as most models bar the i30 N and Fastback are out of same South Korean factory. Yet even the latter (imported from the Czech Republic) are about to gain the fresh proboscis.
But is this a bad thing? Frankly, no, as the original front-end styling is arguably prettier than the fussy new visage.
Another thing is how well this pleasing 2017 design is ageing, with sober, elegant proportions and confident stance that reflect Hyundai’s desire to be classed as a credible Golf alternative. Plus, the N-Line body kit makes a statement without it being in your face. Listening, Honda Civic?
I don’t think I’ve seen a better transformation between generations than the current A1. In its previous guise it was bubbly and cute, but now it’s an angular brute.
This version’s S line sports body kit and funky 18-inch alloy wheels certainly help in that regard, but even the standard lighting signatures - LEDs front and rear - make it stand out as anything but a cutie pie city car.
The good news is that it hasn’t grown too much, either. Sure, it is a bit bigger, measuring 4029mm (on a 2563mm wheelbase), 1740mm wide and 1409mm tall. The last one was smaller (3973mm long on a 2469mm wheelbase, 1746mm wide and 1422mm tall), but this one isn’t elephantine in its proportions and so remains simple to park and squeezy enough to be considered a Light Car by industry standards.
And there are some really, really playful colours available. Like this Turbo Blue (which is only for this spec), and Python Yellow. There’s also black, green, red, three different greys, and two whites. The only issue is that flat white (Cortina White) is the only no-cost paint option. The rest will set out back $490 (for Tioman Green or the blue you see here) or $990 (for the rest).
And then you can option the paint with a black roof, for $1380 combined with blue or green, or $1880 in all the other colours. The black exterior styling pack adds black highlights around the grille and on the front and rear bumpers. Those little Audi four-ring stickers on the rear doors are standard on this spec.
But to be honest, it stands out no matter what colour you choose, and that’s enough to get people’s heads turning on the street. And the interior design? Well, it has some good and bad points. See the interior pictures below to make up your own mind.
Given the basic ingredients are shared with the i30 Active, the N-Line’s interior presentation is an impressive step up.
Not immediately obvious are small changes for MY21, including the 2.25-inch larger central touchscreen with its modernised graphics and repositioned and simplified access button. From the handsome steering and matte grey leather/vinyl upholstery to the red piping and stitching as well as brushed metallic accents, the look and ambience agrees with the N-Line Premium’s price positioning.
The new digital instrumentation, with its BMW-style (or is that Honda-like) hexagonal tacho and central speedo, provides enough differentiation from bread-and-butter i30s for it to feel a bit more special.
As do the panoramic sunroof, thick-rimmed wheel, sports front seats, black trim, double stitching and red seat belts, while the MY21 multimedia update has fresh graphics that is easy and pleasurable to use.
But while there’s no missing the digital speedo, the instrumentation lacks the clarity and elegance of the previous, classically analogue iteration. And it cannot be configured like Audi’s Virtual Cockpit. Where’s the scope for personalisation? It feels like a wasted opportunity.
Otherwise it’s all normal-i30 inside, which means big doors for unimpeded entry/egress, sufficient space, loads of practicality, excellent ventilation and a first-class driving position, offering a welcoming, intuitive interface between car and driver. Vision out isn’t too bad, either, aided by that huge central touchscreen and big exterior mirrors.
The N-Line Premium’s heated and vented front seats are superb, with the driver’s offering a 10-way electrical adjustment including lumbar support. They ensconce their occupants in all the right areas, with bolsters that grip you in tight through tight turns, and immediately make you feel like you’re in a sporty hatch. Their accompanying red seatbelts look great too.
The rear seat area is a bit smaller than in many rival small cars nowadays, but it isn’t a disaster, as the back bench/backrest combo is firm yet supportive, promoting a comfy posture. Rear face-level air vents, a centre armrest, huge door pockets, overhead grab handles, coat hooks, individual reading lights and windows that drop almost all the way are further bonuses. But betraying the i30’s age is the lack of USB ports, with only a 12V outlet in the (huge) centre console between the front occupants.
Finally, the cargo area is big, deep and handy, with a huge space available and a low lip to negotiate heavier objects over. Under the floor is a space-saver spare. Capacity is rated at 395 litres, extending to 1301L with the rear backrests dropped.
Overall, then, with its racy yet classy trim, the i30’s cabin in N-Line Premium guise is as inviting as you’d wish for in a warm hatch.
There are elements of the A1’s cabin design that are tremendous. And other bits that are not so tremendous.
The bad bits include the fact you’re paying about $50,000 on the road for a car that has hard plastic just about everywhere the eye can see.
The good bits are that the textured plastics on the dash are beautiful, and so are the designed elements on the doors. I love the door handles, I love the metallic finish, I love the layout and I love the way it makes you forget that you’re in a luxury-branded car with hard plastic all around you.
The media screen and digital dashboard help, too - it feels technical and premium in the driver’s seat as a result. The graphics are crisp and clear, the menus are mostly easy to navigate, but I had some issues getting Apple CarPlay to work. It has wireless CarPlay, and I had it plugged in, so perhaps that was confusing things.
But the Audi media system also includes Audi Connect in this spec, meaning there are realtime map, traffic and hazard updates, plus a Wi-Fi hotspot, fuel prices, parking, weather and Google maps and services. It’s high-tech, and if that’s what you like, this is definitely going to please you more than a Mini Cooper.
Practicality is good, with bottle holders in all four doors, cup holders between the front seats and a covered centre console and wireless charging bay in front of the shifter. In the back, storage is sparse: aside from the door pockets, there’s nothing - no cup holders, no map pockets.
There is enough space for four adults in the A1, so if you plan to take your mates to brunch or if you’ve got young kids, you should be comfortable enough in here.
I had the driver’s seat set for my own height (182cm) and I was able to slide in to the rear seat without much fuss at all, with adequate knee and toe room, and decent headroom too. Try and fit three across the back and it’ll be uncomfortable, unless those three are very slim.
There are dual ISOFIX child-seat anchor points and three top-tether points, and the seat structure is pretty flat, making fitment of these types of seats simple enough.
The boot capacity is good for a car of this size at 335 litres, which is a solid 20 per cent bigger than before. You won’t find a spare under the boot floor, though, as all A1s have an inflator kit. The back seats fold down to allow 1090L of cargo capacity, but there’s a ledge you have to contend with if you’re trying to load larger items in. Maybe skip the IKEA trips in this one, then.
Price and features
In October, 2020, Hyundai facelifted the PD-series i30 hatch.
Known as the PD4, most of the range gains a wide toothy grille with chrome bars and a sleeker shape to the front bumper as well as fresh lighting elements – but not the N-Line. Why? More on that later. You’ll also find a revised rear bumper and diffuser. The inevitable price rises have also struck, to the tune between $2400 and $3100 depending on grade.
However, there are plenty of new features for all MY21 i30s, including auto-folding side mirrors with heating, a 7.0-inch multifunction display and a restyled steering wheel and gear selector, while on the safety front all models include autonomous emergency braking (AEB) with pedestrian and cyclist detection, lane-keep and steering assist, lane following assist, adaptive cruise control with full stop/go functionality, driver attention warning and auto high beams.
Priced from $36,220, the N-Line Premium as tested here is on the expensive side, but it does usher in two significant changes over the regular i30 – a turbo-engine and dual-clutch transmission powertrain and an upgrade from a torsion beam to a multi-link rear suspension system. Both are transformative additions.
Additionally, you’ll find keyless entry/start, dual zone climate control with rear-seat air vents, heated and vented front seats, a powered driver’s seat, solar control glass, rain-sensing wipers, dusk-sensing LED headlights, front as well as rear parking sensors, sunroof, sunvisor extenders, digitised instrumentation display and wireless smartphone charger.
Meanwhile, a somewhat larger (to 10.25-inch) central touchscreen houses the wireless Apple CarPlay/Android Auto display, Bluetooth phone and audio streaming connectivity, a premium audio system upgrade, digital radio, satellite navigation and rear-view monitor, while a body kit, 18-inch alloy wheels shod with Michelin Pilot 4 performance tyres and a temporary spare round out things nicely. This i30 is heaving with gear.
Should buyers of the $29,490 Ford Focus ST-Line, $35,790 Honda Civic RS, $33,690 Kia Cerato GT Turbo and $35,290 Mazda3 G25 Astina be turning Hyundai’s way? Maybe, as the South Korean-built five-door hatch matches or exceeds most for kit – with the curious exception of blind-spot monitoring and front and/or rear cross-traffic alert (the Mazda’s got both) as well as the Civic’s excellent side lane-watch camera – while offering substantially more power and torque to boot than the lot (related Kia excepted).
One of the few options is metallic paint for $495.
The Audi A1 40 TFSI model is far from affordable if you’re looking at city-sized hatchbacks.
The list price for this model is $46,450 plus on-road costs, and for that you don’t even get leather trim! And heated seats? Optional...
You can option the S-line interior package to get a flat-bottomed steering wheel and leather seat trim, but as standard, even on this top-spec variant, you get cloth seats and a boring old round wheel.
As tested our A1 40 TFSI was $49,720 before on-roads (making for a circa-$55K drive-away price as you see it), because it had the optional blue paint ($490) and black roof ($890), plus the black exterior styling package ($790) and 18-inch Audi Sport wheels ($1100).
It already has 18-inch wheels as standard, plus the S-line exterior body styling pack with sportier front and rear bumpers, sill trims and a rear spoiler.
Plus there are LED headlights and tail-lights, dual-zone climate control, a 10.25-inch digital dashboard, a 10.1-inch multimedia touchscreen with Android Auto, digital radio, built in sat-nav, built-in Wi-Fi and wireless Apple CarPlay.
That’s in addition to push-button start, keyless entry, 2xUSB ports (USB-A and USB-C) ambient lighting, an auto-dimming rearview mirror, wireless phone charging, front and rear parking sensors, semi-autonomous self parking, auto lights and auto wipers, heated and folding mirrors with kerb-side dipping, and a few safety spec items you’ll find in that section below.
Engine & trans
While most i30s are stuck with a dull 120kW/203Nm 2.0-litre four-cylinder naturally-aspirated unit, the N-Line steps up to Hyundai’s 1591cc 1.6-litre twin-cam 16-valve four-pot turbo from the Gamma GDI gasoline direct injection family of engines, delivering a healthy 150kW of power at 6000rpm and 265Nm of torque from a low 1500rpm to 4500rpm.
Tipping the scales at 1436kg, it results in a lively 104.5kW/tonne power-to-weight ratio.
It drives the front wheels only via a seven-speed dual-clutch transmission (DCT), with a trio of drive modes – eco, normal and sport with corresponding green, blue and red instrumentation illumination – as well as a manual tip-shift (with forward/up and backward down) and a big pair of paddle shifters behind the wheel.
This 40 TFSI model is the big humdinger in the range. It has the donk, right?
Yeah, it’s a 2.0-litre four-cylinder turbo-petrol engine, which is a full litre bigger in capacity than the base model car. And it’s the same engine fitted to the Polo GTI - a proper hot hatch!
It doesn’t quite have double the power and torque of the entry-level 30 TFSI model, but it does have solid outputs of 147kW (at 4400-6000rpm) and 320Nm (from 1500-4400rpm). That’s enough to slingshot this A1 from 0-100km/h in a hot-hatch-rivalling 6.5 seconds, according to Audi.
Unlike the lower grades, it runs a six-speed dual-clutch automatic, which it needs because it has so much torque. The 30 and 35 TFSI variants have a seven-speeder. All of them, including this one, are front-wheel drive.
Hyundai says the i30 N-Line Premium’s 1.6 T-GDi engine should average a combined 7.1 litres per 100km – 9.4L/100km around town and 5.9L/100km on the open road – but we managed a still-acceptable 9.2L/100km at the pump. That’s a fine effort considering how hard and fast we extended that four-pot turbo.
For the record, the Euro-5 emissions rated engine officially averages 167 grams per kilometre of carbon dioxide emissions.
Fitted with a 50L tank, some 700km between refills is possible. Standard 91 RON unleaded is recommended or 94 RON E10 mix is tolerable.
Claimed fuel consumption is rated at 6.4 litres per 100 kilometres. You might see close to that on a highway drive, but if you’re primarily city-dwelling like me, then expect higher.
I saw an average of 10.1L/100km during my urban review of the A1 40 TFSI. That was with stop-start engaged the whole time, and the occasional squeeze of the accelerator to test out the claimed acceleration.
Fuel tank size for the A1 is just 40 litres, so if you’re doing what I did with this grade of A1, you can expect to visit the servo every 400km or so.
It should come as no surprise to learn that this i30 is very much a warm – rather than sizzling hot – hatch.
Strong performance, eager steering, a taut chassis, a supple ride and strong brakes makes the N-Line walk the fine line between rorty girl/boy-racer runabout and comfy, refined grand tourer.
Around town, this means smooth and progressive acceleration – rather than all-or-nothing lunges forward – accompanied by light steering for easy manoeuvrability. Aided by a large camera and fairly good vision out, parking in tight spaces isn’t a chore.
Unlike most DCTs, Hyundai’s is tuned for eager off-the-line response and a minimum of hesitation, lacking the lag and jerkiness of most similar systems. What you’re left with is a smooth, speedy and slick shifter that is in keeping with the N-Line’s sporty aspirations.
In Sport mode, the turbo engine holds on to each ratio a little longer, for sustained thrust right up to the 6500rpm red line. A keen driver can have fun exploring the Hyundai’s outer limits safely, without spills… or thrills, for that matter.
That’s because the N-Line falls somewhat short of an i30 N as far as dynamics are concerned… shorter, in fact, that the price gap would have you expect.
While the handling and cornering characteristics are defined by accurateness and agility, with expected high levels of road-holding, mid-turn bumps do transmit through to the steering rack, making it rattle and shake; the front end can lose traction quite easily in damp conditions, and grip carving up through bends isn’t quite as tenacious as the best hot-hatches. What this car cries out for is a limited slip differential.
The ride quality – though a tad firm around town – isn’t uncomfortable by any stretch, with sufficient wheel travel for the Hyundai to be a happy urban commuter. Yet there isn’t quite the controlled and planted grip on offer to make this a satisfying driving machine.
That all said, this isn’t trying to be a Ford Focus ST or Golf GTI rival. To anticipate it as such would be naïve. That’s what the N’s for.
Probably the most glaring issue is noise intrusion, as there’s far too much tyre roar intruding into the cabin. Like most Hyundais, the i30 benefits from an Australian-specific chassis tune.
You shouldn’t be surprised to know that the A1 40 TFSI feels a lot like a Polo GTI to drive. It’s quick, it’s entertaining, it’s refined… it’s just about 50 per cent more expensive.
That mightn’t matter to you or factor into your considerations. I just want to point out that you can get a car that’s just as good to drive as this one, and still with a premium German brand attached to it, for a lot less.
The A1 does have it’s own spunk, though. It has a more masculine character, more aggressive styling, and more delightful interior design.
But it also has steering that is predictable and easy to judge, helping it feel nimble and grippy. From tight twisty roads to roundabouts, you’re going to be having fun in the A1 if you’re tooling around town.
It feels planted and grippy - aside from some front-wheel spin during take-offs if the tyres are cold - and you might notice the suspension can be a touch noisy as it pitter-patters over inconsistencies in the road surface, but the ride is firm yet controlled, offering enough comfort over potholed city roads and speed humps for this tester. And there are several of each of those obstacles on my daily drive to work.
The engine is a sweetheart, offering brilliant linearity to its power delivery. It pulls hard from low in the rev range, meaning you’ll be able to zip through traffic without much hassle at all. The powertrain is super responsive to inputs at speed, especially if you put it in Dynamic mode, which also allows you to hear some pops and crackles from the exhaust system.
That said, there is some vibration, shuddering and hesitation at low speeds, which is a combination of the stop-start system kicking in and out, a small amount of turbo-lag from the engine and some shuffling behind the scenes from the dual-clutch transmission. You might find the lurchy nature of the first-gear take-offs to be a bit hard to get used to, especially if you spend a lot of time in bumper-to-bumper traffic.
While this is an Urban Guide review focused on city driving, I thoroughly recommend you find a quiet stretch of twisty road outside the city limits. You won't be disappointed.
Tested in 2017, the i30 scored a five-star rating in the ANCAP crash-test results.
Each model includes seven airbags, AEB as part of Hyundai’s Forward Collision-Avoidance Assist driver-assist suite of features that includes pedestrian and cyclist detection, lane-keep and steering assist, lane following assist, adaptive cruise control with full stop/go functionality, driver attention warning and auto high beams.
Additionally, vehicle stability management (stability control and traction control), anti-lock brakes with Emergency Brake Distribution and Brake Assist, hill-start assist, lane-keep assist, driver-attention warning, auto on/off headlights and tyre pressure monitors.
There are also two rear-seat ISOFIX points as well as three top tethers for straps.
Meanwhile, the AEB system operates between 10km/h and 180km/h (other vehicles), with a complete stop possible at speeds of up to 55km/h (stopped vehicle), 80km/h (moving vehicles) and 65km/h (pedestrians and cyclists).
Oddly, only the i30 Elite features Rear Cross Traffic Alert, Blind-Spot Collision warning and Safe Exit Warning (great for not dooring cyclists).
The Audi A1 range scored a five-star ANCAP crash test rating in 2019, and it comes kitted out with some impressive safety tech.
You don’t get adaptive cruise control as standard, even on this expensive top-spec model. You can option it but you shouldn’t have to.
There’s no blind-spot monitoring or rear-cross traffic alert, which mightn’t seem like a big issue for a little car, but you’d be surprised how handy that tech can be when you’re reversing out of a parking space or trying to merge.
And while the previous A1 never came with a reversing camera, the new one does - it has guidance lines displayed on the screen, and there are front and rear parking sensors, too. Very handy for the urban jungle.
All A1s have six airbags (dual front, front side and full-length curtain).
Published online, the prices for the N-Line service is $299 for each of the first five annual services, then rises to $495 (year six), $585 (year seven), $370 (year eight), $310 (years nine to 11), $555 (year 12), $310 (year 13) and $585 (year 14) – and then onwards with similar varying numbers on Hyundai’s website right up to 51 years/510,000km service ($275 in 2021 dollars). Seriously!
While the VW Polo GTI that this spec of A1 shares plenty with is backed by a five-year/unlimited kilometre warranty plan, the Audi-badged compact hatch still has a lesser three-year/unlimited kay cover.
The A1 requires servicing every 12 months or 15,000km (just like a Polo), and there’s a pre-pay service pack you can roll into your finance if you so choose.
That service plan covers either three years/45,000km of driving ($1480) or five years/75,000km ($1990). In the case of the five-year plan, Audi is actually better value than the Polo GTI (which costs $2200 for pre-pay).
Where is the Audi A1 built? You might be surprised to learn the answer is Spain.
Concerned about reliability? Got questions over resale, problems, issues, faults, recalls or something else? Check out our Audi A1 problems page.