Hyundai i30 VS Mazda 2
- 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
- Big boot
- Good safety spec
- Smarter looks
- Not very comfy
- Engine not terrific
- Annoying mirrors
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 Mazda2 range has recently seen some big changes, with the facelifted model aiming to offer customers a different sort of car to what it was before.
It’s more expensive - prices are up by as much as 25 per cent! - but there’s a lot more standard equipment, some new trim levels, and all of them also get the G15 alphanumeric label… but it’s a carryover engine for this facelift, the first major update since 2015.
It’s an intriguing move from Mazda Australia to increase the entry price point by such a big amount because it’s essentially still the same old Mazda2 sedan underneath it all. And it’s not like this part of the market is flush with competitor offerings - there’s no more Hyundai Accent, the Kia Rio sedan is dead, there’s no Ford Fiesta sedan, Honda isn’t going to sell the new City model, you can’t get an MG 3 sedan, or a Kia Picanto sedan… in fact, there’s no other light sedan on the market anymore.
But there are some slightly larger sedans that are close on size, and in some grades even undercut the updated Mazda2 sedan when it comes to price.
So, does the most urban-friendly sedan on the Australian new car market still make sense?
|Fuel Type||Regular 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 need a brand-new city-sized light sedan, your only choice is the Mazda2.
But if you can deal with a slightly larger car, you’ll get a more comfortable, enjoyable and spacious experience by choosing a Kia Cerato or Hyundai Elantra, both of which you’ll probably get for less money than this base model Mazda2 G15 Pure.
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?
The Mazda2 sedan has always been one of those cars that packs more in than you’d think - especially the boot. We’ll get to that in the next section.
But let’s cover off what has changed from the pre-facelift model to this one, because you may have noticed it looks a little different.
That’s because it has revised front and rear bumpers, which are cleaner and simpler than before, and the grille now has a mesh finish rather than the plastic beam section of its predecessor.
The rear does, too, with the new back bumper design and tail-light finish making it appear a little more contemporary.
It carries off its size pretty well. The Mazda2 sedan is 4340mm long (on a 2570mm wheelbase), 1695mm wide and 1495mm tall.
The cabin of the Pure model has seen some cosmetic adjustments, but the overall design remains the same. Check out the interior pictures to see what we’re talking about.
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.
If you’re choosing the Mazda2 sedan over the hatch, you’re effectively stating that your prioritise boot space in your life. And good for you, because the Mazda2 sedan has 440 litres (VDA) of cargo capacity. The luggage capacity can be expanded by way of 60:40 split-fold rear seats, too.
It’s easily large enough for the CarsGuide pram, and also managed to fit all three of our suitcases (124-litre, 95-litre and 36-litre) in though any more than that and the gooseneck hinges for the boot-lid could make for some issues actually closing the boot. The aperture is a very good size, and it’s not hard to load things in because it’s a nice low opening, too.
The seat trim of the Pure model is brown cloth, which will either tickle your fancy… or not. The trim is fine, and so is the perceived quality of the fit and finish. There are simple ergonomic instruments like manual dials.
There’s a nice leather steering wheel, but there is no digital speedometer, no head-up display, and no centre console bin or armrest. There is a pair of cupholders, a small centre bin in front of the shifter, and a small cubby at the back of the console which could be used as a cup holder for rear seat passengers.
The 7.0-inch media screen is looking small by today’s standards, and while I applaud the addition of Apple CarPlay and Android Auto, I had issues with it every time I drove the car. It wouldn’t connect first time, requiring me to: a) wait the 10-20 seconds for the screen to load; b) plug the USB in; c) wait for it to say “Apple CarPlay failed”; d) unplug and reinsert the USB. Then it was fine. But sheesh I’d get sick of that quick.
The interface - using the rotary dial - is annoying. Touchscreens should be touch-capacitive when using smartphone mirroring. The reversing camera is also a bit low-res in its display.
The back seat isn’t overly spacious. With the driver’s seat set in my position (I’m 182cm tall), my knees were hard up against the seat in front, and my head was brushing the ceiling. That’s despite good toe room and decent cabin width.
Rear occupants don’t get bottle holders, there’s only one map pocket, and there’s no centre armrest. Unlike up front, where the door arm-rest pads are soft, they’re hard in the back. There’s no rear seat air-vents, and the transmission tunnel eats into space more than it probably should in a car of this size.
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.
As referenced above, the Mazda2 entry price point is up considerably compared to the pre-update version, thanks to the ditching of the entry-level Neo model.
How much has the price gone up? $5500. That’s a huge price hike for a vehicle in the most coin-conscious segment of the market.
The result is a base model G15 Pure version of the Mazda2 - in both sedan and hatch body-styles - for $20,990 plus on-road costs (also known as RRP / MRSP). And that means it’d be about $24,000 drive-away. It’s essentially the equivalent of the old mid-spec Maxx model, but more expensive.
Oh, and that’s for the six-speed manual, which only a few per cent of people buy. The six-speed automatic - as tested here - is $22,990 plus on-road costs. Or about $26,000 drive-away. For the base model. Eep. However, if you’re in the market, check Autotrader and you’ll probably find decent deals.
If you want the top-spec G15 GT sedan, it’s $25,990 plus on-roads (pushing $30k on-the-road).
There are some pretty impressive inclusions to justify the increases. There are new 15-inch alloy wheels, a system called G-Vectoring Plus (a torque vectoring system designed to improve cornering behaviour), plus there’s LED headlights, hill start assist, a reversing camera and rear parking sensors.
The Pure model misses out on a few things compared to the GT sedan, which has traffic sign recognition, a surround view camera, front parking sensors and adaptive cruise control.
Instead, the Pure has regular cruise control, and a lot of the new additions are safety-focused: it has auto emergency braking (AEB) with pedestrian detection, lane departure warning and lane keep assist, blind spot monitoring and rear cross-traffic alert.
It also debuts the aforementioned smartphone streaming tech of Apple CarPlay and Android Auto, which the Mazda2 hasn’t had up until now. The media screen - which is touch capacitive at a standstill and has a rotary controller to use at speed - also has six speakers, Bluetooth phone and audio streaming, digital radio and optional sat nav.
Just to add a little bit of context to the value equation here, if you can deal with a slightly larger car, you could get into a Kia Cerato or Hyundai Elantra for similar or less money. And that’s what I’d suggest you do.
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.
Under the bonnet of the Mazda2 - no matter which model you choose - there’s the brand’s newly monikered G15 SkyActiv engine. It’s a 1.5-litre gasoline (hence the G15) four-cylinder unit, with 82kW of power (at 6000rpm) and 144Nm of torque (at 4000rpm). Those outputs are up 1kW/3Nm over the pre-facelift car.
There’s no hybrid, plug-in hybrid, electric, turbo-petrol or LPG version of the Mazda2 sold in Australia… or anywhere else, for that matter. You can get it as a diesel in some markets, but not Australia.
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.
The claimed fuel consumption for the Mazda2 G15 auto sedan we drove is 5.3 litres per 100 kilometres.
On our test, which included a range of driving with plenty of traffic snarls, some arterial road cruising, and a short stint of 110km/h freeway motoring, we saw an indicated 7.0L/100km on the car’s trip computer, while our at-the-pump calculation was higher than that, at 7.4L/100km.
The fuel tank capacity for the Mazda 2 sedan is 44 litres.
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.
With compact dimensions, the Mazda2 sedan is one to consider if you really need a sedan. I don’t know why you’d really need a sedan, and if you’re an urban-dweller you’re likely going to be more naturally drawn to hatchbacks because they’re generally shorter and therefore easier to park.
But if you’re a sedan fancier, then the Mazda2 is just about your only compact choice.
It needs to be said, though, that there are more comfortable cars than the Mazda 2, especially around town.
The suspension of this little car is seemingly designed to offer a sporty experience, which is at odds with the intent of the car. It’s very firm, lacks composure over repetitive lumpy bumps and the suspension is very noisy in that situation too.
It isn’t crashy, but it can lack body control and composure, and at times I felt it was skittering over pockmarks, and it didn’t instil much confidence.
It’s better at higher speeds, and if the road is smooth. And if that’s your user case - or if you simply don’t care much about ride comfort - this could be just fine for you.
There’s no doubt that stiff suspension does help the Mazda2 feel a bit more sporty than it actually is, because it handles direction changes quite well, and as we’ve come to expect of Mazdas today, the steering is direct and sporty feeling. It doesn’t suffer mismatched weighting, either, meaning it feels like when it should and gains heft when you’d expect.
The engine is eager enough, but the throttle requires a bit more management than seems necessary - and that’s actually more to do with the transmission’s logic than anything else. At times when you think you’re pressing hard enough, you might find the engine is labouring, so you press harder on the accelerator and it kicks down and pushes you away with vigour. It’s just not as easy to make smooth progress in normal driving as I’d like.
There is a ‘sport’ mode for the transmission that ultimately solves that problem because it stops the auto gearbox from shifting up to a higher gear (to save fuel), but do you really wanna be in ‘sport’ mode all the time? I know I don’t.
One of my biggest urban driving gripes is Mazda’s insistence to only fit the passenger-side mirror with a convex lens. The driver’s side mirror isn’t convex - and that means other road users can be hard to discern, and to be honest the car’s blind-spot monitoring system saved us from side-swipes a couple of times this week.
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 Mazda2 has been around for quite a while. It scored the maximum five-star ANCAP crash test rating back in 2015, but the criteria has evolved somewhat since then.
However, it must be stated that Mazda has been proactive in updating its safety spec levels across its entire range, and the Mazda2 is no exception.
Standard safety equipment includes auto emergency braking (AEB) with pedestrian detection (but not cyclist detection), plus all models get a lane departure warning system, lane keeping assistance, blind spot monitoring, rear cross-traffic alert, rear parking sensors, a reversing camera, and even low-speed rear AEB.
The Mazda 2 - be it sedan or hatch - has six airbags (dual front, front side, full-length curtain), and it has dual ISOFIX child seat anchor points and but only two top tether points (outboard).
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!
Mazda Australia has a five-year capped price servicing campaign for all of its models, too, but the service intervals are shorter than competitor brands, too - yes, the company’s cars require servicing every 12 months, but the distance interval is 10,000km - meaning if you do a lot of distance, you might find yourself heading back to the dealer well before the 12-month period is up.
Servicing costs are reasonable, with the average cost per visit working out at $312 over five years/50,000km, not including consumables.
Mazda backs its cars with five years’ roadside assistance.
Worried about Mazda2 problems, reliability, faults, engine issues, transmission problems and other common complaints? Check out our Mazda2 problems page.