Suzuki Swift vs Hyundai I30

What's the difference?

The Suzuki Swift GL S Plus offers good value-for-money, strong safety, a competitive ownership package, miserly fuel economy, a surprisingly roomy interior and respectable overall refinement. That's offset somewhat by sluggish performance, a firm ride, sober interior, and a small boot (with the rear seats up). As always, the significance of these pluses and minuses depends on your specific priorities. But we reckon for a car well past mid-life it's still worthy of a spot on your small urban car short-list.

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.

Suzuki's traditionally followed its own path when it comes to design, and where other current small cars are increasingly a mix of sharp angles and geometric surfaces, the Swift's exterior is a blend of relatively soft forms and rounded intersections.

The headlights and tail-lights are large irregular shapes, and the distinctive side glass treatment tapers towards the rear, the smaller back windows ending in a vertical door handle and a narrow black graphic element which wraps around the C-pillar to the hatch window.

Note to Suzuki designers: The high-set handles may add visual interest, but they're a pain to use.

Interior styling offers a hint that despite upgrades and facelifts along the way this generation of the Swift is now five years old.

The approach is straight bat, with a multi-tiered dash design accommodating conventional analogue dials in a vaguely racy 'twin-peaked' instrument cluster, the multimedia display in the centre stack and ventilation controls underneath that.

Other age-related giveaways are the manual handbrake and uniformly grey colour palette. The only breaks being occasional flashes of faux metal trim and shiny back inserts.

It all works well from an ergonomic point-of-view but lacks inspiration and emotional impact.

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.

Measuring a bit over 3.8m nose-to-tail, and roughly 1.7m across, the Swift is perfectly proportioned for the urban environment. And with an overall height of just under 1.5m and a 2.45m wheelbase it maximises the packaging potential for passengers within such a compact footprint.

Interior accommodation is good, with plenty of space up front, and in the back. At 183cm I was able to sit behind the driver's seat set to my position with a surprising amount of head and legroom.

Three full-size adults across the rear seat would be an uncomfortably cosy arrangement, even on short trips. But a trio of up to early teenage kids will be fine.

Seating negatives amount to something of an armrest rant. Specifically, the lack of a front centre armrest, front door armrests that are unreasonably hard, and omission of a fold-down rear centre armrest.

When it comes to storage, there's a reasonably generous glove box in the front, plus bins and a bottle holder in each door, as well as two cupholders and an oddments tray in the centre console.

Those consigned to the rear have to contend with a close to bare-bones layout, with a single cupholder (located at the rear of the front centre console), a bottle holder in each door, and a single map pocket on the back of the front passenger seat.

No adjustable ventilation, again, no fold-down centre armrest, and no USB or 12-volt power outlets. In fact, the only connections available are a 12V socket, USB-A media and charging outlet and a 3.5mm 'aux-in' jack, all in the front console. The kids won't be thrilled.

Boot space is passable rather than spectacular for the class (so that's where the rear seat room comes from...) with 242 litres on offer.

As our photos show, the (admittedly big) CarsGuide pram wouldn't fit, and we could only squeeze in the small (36L) and medium (95L) suitcases from our three-piece test set without removing the cargo cover. Fold the 60/40 split-folding rear seat down and available space opens up to 556 litres.

Worth noting there aren't any tie-down hooks to secure loose loads, and there's a space-saver spare under the floor.

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.

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 Swift GL is powered by a 1.2-litre, naturally aspirated, four-cylinder petrol engine, driving the front wheels through a continuously variable auto transmission.

Featuring dual variable valve timing to enhance performance, and two fuel injectors for each cylinder (in the name of better fuel atomisation and efficiency), the all-alloy unit produces 66kW at 6000rpm and 120Nm at 4400rpm.

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.

Suzuki's official fuel economy number for the combined (ADR 81/02 - urban, extra-urban) cycle is 4.8L/100km, the 1.2-litre four emitting 110g/km of CO2 in the process.

Our time with the car included mainly city and suburban trips, with some freeway freeway running thrown in, and the result was a (dash-indicated) average of 5.8L/100km. Still pretty handy.

Minimum fuel recommendation is 91 RON standard unleaded (or E10), and you'll need just 37 litres of it to fill the tank. Using the official consumption figure, that translates to a range of around 640km.

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.

Sure, 900kg isn't a lot of kerb weight, but 66 isn't a lot of kilowatts, and 120 isn't a lot of newton metres. In short, this little car is far from a powerhouse.

It takes a strong and persistent flex of the right ankle to get the Swift GL moving adequately, the CVT auto shuffling itself around to keep the 1.2-litre engine somewhere near its (relatively high) 4400rpm maximum torque sweet spot. Not ideal in dense, slow-moving traffic on tight streets.

If you're after more urgent acceleration in a Swift, the 1.0-litre, three-cylinder GLX Turbo is the better option. It'll hit 100km/h from rest in around 8.0 seconds while this car will take around 11 seconds. Only snag is the $29,790 (before on-road costs) price tag.

On top of the performance challenges, the ride is firm, the Swift's strut front / torsion beam rear suspension transferring a fair bit of bump and thump from our spectacularly ordinary city and suburban roads. This despite the 16-inch rims being shod with 185 width rubber boasting a normally comfort-enhancing 55-series sidewall profile.

Overall refinement is more than acceptable, though. Even while working hard, the engine remains reasonably quiet and outside noise from the urban grind is modest.

The steering delivers good road feel and the brakes (ventilated disc front / drum rear) are also nice and progressive.

No surprise, given the Swift's compact dimensions, that it's a breeze to park in tight spaces, the reversing camera remaining clear day and night.

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!

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.

Suzuki covers the Swift with a five year/unlimited km warranty, which is cost-of-entry now in the mainstream market. Roadside assistance is renewed annually for up to five years if the car is serviced at an authorised Suzuki dealer.

Speaking of which, service is scheduled for 12 month/15,000km intervals, with costs capped for five years/100,000km. The average annual figure over that period is $293, which is competitive in the small car class.

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.