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The Advertiser
19-07-2025
- Automotive
- The Advertiser
2025 Hyundai i30 N auto review
Hyundai i30 Pros Hyundai i30 Cons As an avid performance car fan, I can't help but tip my hat to Hyundai and what it has achieved with its N performance sub-brand. Note: This is a revised version of our recent review of the Hyundai i30 N, as there have been no major changes to the model since it was published. We have updated key details such as pricing and specifications with the most up to date information available. Read our latest price and specs article here for all the details. In just over a decade, Hyundai N has become a household name in both motorsport and the general automotive sphere, shifting public perception of a brand that previously struggled to generate enthusiast excitement. As Toyota has done with its Gazoo Racing division, Hyundai has reinvigorated the passion for driving by offering affordable and sporty vehicles without compromise, despite industry pressures to focus solely on saving the planet. The two manufacturers have proven that ever-tightening emissions regulations don't have to spell the end of fun on four wheels, at least while electric vehicles (EVs) find their feet. And for Hyundai, it was the i30 N that started it all. First launched in 2017, the i30 N has gone on to spearhead the Hyundai N brand, offering a combination of raucous thrills and everyday usability at a sharp price point. The model has gone through a few iterations since its inception, and Hyundai has tinkered with the recipe again for 2025. Changes include a new matte grey finish for the 19-inch forged wheels, a revised grille, and red trim on the side skirts and front bumper inserts. Inside, it gets a 10.25-inch digital instrument cluster like the i30 Sedan N, and the suite of safety technology has also been upgraded. However, prices are up too, by as much as $4300. Does that mean the i30 N has lost some of its sparkle as the people's performance? Or is it still a refreshingly focused alternative to softer rivals such as the Volkswagen Golf GTI and Subaru WRX? The Hyundai i30 N has received a price increase across most of the range for 2025. Manual variants are up $3800, and there's been a $800 rise for automatic examples compared to the pre-update model. The flagship i30 N Premium is $4300 more expensive in manual guise, while Premium auto is $200 cheaper. To see how the Hyundai i30 N lines up against the competition, check out our comparison tool It's clear from the cabin of the i30 N that most of the budget for this model was allocated to performance upgrades. I'm okay with that, because the interior remains user-friendly with just enough spice to inspire some spirited driving. The i30 N is based on a small mainstream hatch, and Hyundai hasn't tried to hide that fact. As a result, the interior panels are adorned in hard, scratchy plastics, and even the plastic handbrake lever misses out on an upscale makeover. With that said, other high-traffic areas have been given the N treatment to bring the cabin up a notch, starting with the seats. Unlike other interior elements that have been given a nip or tuck, the seats in the i30 N are bespoke to the performance model. Two chair options are available – this 'base' model is fitted with cloth-trimmed sport seats, while the Premium gains proper buckets. The 'comfort' seats strike a nice balance – they're comfortable and supportive, with snug bolstering and power lumbar adjustment. N-specific stitching and embroidery further sets the fast flagship apart from an N-Line package. When it comes to purposeful driving, you sit low and snug with excellent visibility all around. Some hot hatches suffer from an elevated driving position that disconnects driver from vehicle, but that's not the case here. While the pews are elegant and easy to live with, they lack mod cons such as power adjustment and heating. You'll have to step up to the Premium trim for the latter. It's an upgrade that I'd be inclined to make, as the heated bucket seats are more befitting of a hot hatch in this vein. Other prominent touch points including the steering wheel and shifter are finished in soft leather with blue stitching. The steering wheel is particularly satisfying to handle, re-trimmed with perforated side panels and plenty of texture. A pair of bright blue N paddles plus the red overboost button add visual drama and easily accessible performance functionality. But if you want to add a bit more depth to your drive, it's worth delving into the suite of interior technology. New for 2025 is a 10.25-inch digital instrument cluster, which replaces a set of analogue gauges and 4.2-inch screen. The update is welcome, as the digital display modernises the cabin and offers a more diverse array of readouts. Each drive mode has its own unique visual theme, and the cluster can be easily configured to show trip data, fuel economy, lap times, tyre pressures, temperatures, and turbo boost pressure in addition to your standard speedometer and rev counter. The overhauled instrument layout is easily the most significant change for the 2025 model year, and it won't go unnoticed. Over to the left is a familiar 10.25-inch infotainment touchscreen, which somehow manages to be both bland and groundbreaking. It may be old news now, but Hyundai's N settings menu still stands out as one of the most comprehensive performance customisation offerings on the market. You can tinker with just about every aspect of the driving experience, and that's before you get to unique features like 'track sense', 'power shift' and 'road sense'. It can be overwhelming at first, and the tech takes a bit of getting used to, but it's worth it for the ongoing benefits of full control over your drive. Taking off the hot hatch hat for a second, the rest of the infotainment system is easy to navigate with an app grid layout and written labels for each function. It doesn't necessarily have the best processing power, as touch inputs are sometimes met with slow responses from the screen, but features are plentiful for a car in this segment. Satellite navigation is standard, as is a low-resolution reversing camera. On the other hand, wireless smartphone mirroring isn't – an ongoing frustration that sees the i30 N give up ground to its rivals. Underneath the centre stack you'll find a triple treat of charging outlets (USB-A, USB-C and 12V), as well as a wireless charging pad. The i30 maintains physical dials and buttons for the dual-zone climate control system. One of the benefits of a hot hatches is that they retain the practicality of the economy car they're based on, and that's no different here. The i30 N offers roomy split-section door bins, a large glovebox, centre console storage, and a sunglasses holder. Practicality in the back, however, isn't so great. In order to get seated behind my normal driving position I was forced to perform an undignified leg spread, and the hard plastic seatbacks aren't conducive comfortable resting of knees. At 6'1″, I had more than enough headroom, but the lack of legroom is limiting for transporting adults in the second row. The transmission tunnel sits nice and low, so the middle seat is useable for passengers on the smaller side. Amenities include a pair of USB-C outlets, map pockets and a centre armrest with integrated cupholders, although air vents are notably absent. Narrow door bins are just large enough for a drink bottle, but I imagine that it would be hard to reach on the move. When used as a two-seater, the 60/40-split second-row bench in the i30 N folds down to unlock more cargo space. The driver would need to be short though, as the rear seat back wasn't able to fold flat behind my driving position. The boot itself is also compromised, with a whopping great strut brace spanning its width. In fairness, it's only a real impediment when you want to utilise the bench storage. Metal bar aside, the boot in the i30 N has a competitive 381 litres of space, and useful features such as bag hooks and a 12V socket. Under the boot floor you'll find a space-saver spare wheel. To see how the Hyundai i30 N lines up against the competition, check out our comparison tool Changes for the 2025 model year haven't extended to the powertrain, which remains unaltered. To see how the Hyundai i30 N lines up against the competition, check out our comparison tool Depending on how you set it up, the i30 N can either be the silliest or most sensible hot hatch going around. It's all in the drive modes, and how you choose to deploy them. I won't pretend to understand all the technical wizardry going on under the skin, but the infotainment system in the i30 N houses a settings screen dedicated to individual customisation of the driving experience, from exhaust noise to steering weight, transmission speed, engine mapping, suspension firmness, ESC, and the e-LSD. The range of customisation available is remarkable for a car at this price point – it's the kind of thing you associate with high-end luxury cars and supercars. As you'd expect, the i30 N starts up in 'Normal' mode. But it's immediately clear that this is far from your run-of-the-mill i30. The i30 N produces a meaty burble at idle, and that doesn't really disappear unless you switch it into 'Eco' mode. Fruity exhaust aside, the i30 N plays nice around town with smooth power delivery and slick shifts via its dual-clutch transmission. There's little to no jerkiness from the gearbox at low speeds either, which is a common criticism of DCT-equipped vehicles. Direct and well-weighted steering makes this pocket rocket a joy to drive in urban environments – you can easily dart between lanes, or navigate tight suburban streets. And with its compact dimensions, no gap in traffic or parking space is too small. Sitting atop the i30 range, the N is kitted out with a reversing camera as well as front and rear parking sensors, not that they're strictly necessary. Although the i30 N is relatively well sorted as a city car, it's not without weaknesses. The N is more stiffly sprung than the variants below it, and that firmness translates into a bouncy ride on imperfect surfaces. For that reason I preferred the suspension in its softest setting, even when driving in a spirited manner. That said, I did sample the suspension in sports mode. My advice… don't. It's way too harsh for daily driving, and only worth considering for a track day. Another issue I encountered with the i30 N was its lack of ground clearance. Sat nice and low, the car is prone to scraping on driveways and speed humps more than even some sports cars I've driven recently. Not a dealbreaker for most, but it's something worth being aware of. In a similar vein, the proximity sensors spread around the exterior body panels are hit and miss, sometimes detecting obstacles that aren't there. Add that to the list of minor annoyances. But owners of a driver's car like the i30 N are likely to seize upon opportunities to skip town, and that means hitting the highway. Once again, the various drive modes come in handy here. Coasting at 100km/h in comfort mode, the i30N remains civilised despite noticeably elevated road noise from the Pirelli P Zero performance tyres. You'd imagine that 19-inch alloys would do the ride no favours, but I was pleasantly surprised. A not-so-pleasant surprise… the i30 N still doesn't have adaptive cruise control. That's massively disappointing, especially when you consider that every one of its main rivals ticks this box. Instead, i30 N buyers are forced to settle for regular cruise control with lane centring. Not only is adaptive cruise handy for long journeys, but it eases the burden of stop/start traffic during busy commuting periods. Let's not get too caught in the weeds, though. When presented open roads to express itself, the i30 N still sets the standard for smiles per mile at this price point. As soon as you activate N mode, the child within both you and the car comes out to play. What was a sporty exhaust note transforms into a symphony of pops, bangs and DCT 'farts', all of which are unapologetically raucous. Some will feel the racket is a little too boy racer for their liking, but as a young man in his 20s with few responsibilities, I couldn't get enough. Having said that, if you want to have a good time without ruining someone else's day, Sport mode ditches the antisocial faux gunfire without compromising on volume or general exhaust tone. It lends more airtime to all the fun turbo spooling sounds, too. Regardless, the i30 N offers more than just noise. Twisty country roads reveal the capability of its chassis, which is playful and welcoming of hard, spirited driving. The front-end of the i30 N is keen to take on corners – agile and light on its feet, with mountains of grip to pull you through bends. The electronic LSD no doubt helps with this. You'll undoubtedly experience understeer at the limit given the front-wheel drive layout of the i30 N, but I didn't reach that limit throughout this week-long test. Straight stretches of tarmac are equally satisfying. The big red N Grin Shift button unleashes maximum power and extra-snappy shifts for up to 20 seconds, and I used it liberally. The thrills of accelerating in the i30 N are compounded by the performance and tactility of Hyundai's DCT transmission, which offers slick shifts and instantaneous response from wheel-mounted paddle shifters. When left to its own devices the gearbox performs similarly well, aside from holding gears a little too long. Rounding out the suite of fun performance features in the i30 N is launch control. Traffic light grand prix, here we come! It's this combination of capability and fun that ranks the i30 N among the best value performance cars that money can buy. To see how the Hyundai i30 N lines up against the competition, check out our comparison tool The 2025 i30 N comes in two flavours – an unnamed base model, and the range-topping Premium. 2025 Hyundai i30 N equipment highlights: i30 N Premium variants add: The suite of Hyundai Bluelink connected car services includes: To see how the Hyundai i30 N lines up against the competition, check out our comparison tool A five-star ANCAP safety rating applies to hatch versions of the Hyundai i30 built prior to 1 January 2025, but vehicles built from January 1 onwards are unrated. Safety equipment fitted to the i30 N includes: To see how the Hyundai i30 N lines up against the competition, check out our comparison tool The Hyundai i30 N is covered by a five-year, unlimited-kilometre warranty. Logbook servicing is required every 12 months or 10,000km. The first five services are capped at $1945 as part of a lifetime service plan. To see how the Hyundai i30 N lines up against the competition, check out our comparison tool The base i30 N still represents a bargain buy among its affordable performance car peers. Sure, prices have gone up, but you'll still be hard pressed to find a vehicle that better balances everyday practicality and driving enjoyment for $50,000. Despite its drab interior and a couple of glaring equipment omissions, the standard i30 N hatch has enough space to handle a small family and all the tech you'd expect in a sub-premium model. It gets the job done when faced with everyday challenges, and absolutely excels when set loose on a twisty stretch of road. The combination of straight-line speed, an appropriately noisy exhaust and a willing chassis just works, especially when tuned to the driver's liking via Hyundai's approachable customisation system. That's what sets the i30 N apart from rivals like the underpowered VW Golf GTI and the CVT-equipped Subaru WRX, which have both been dialled down as driver's cars over the years. If you're after a mature 'warm' hatch, maybe those cars are for you. But if track days fill your weekends and emotion takes precedence over reason, the i30 N takes the cake. All that's left is to decide whether it's worth stretching to the Premium, or pivoting to an old-school manual transmission. The optional bucket seats are well worth consideration, although $3500 is a decent chunk of change. And while I had an absolute hoot pulling paddles with the DCT, a third pedal is bound to dial the driving engagement up to 11. It's a dilemma worth mulling over, but regardless of which variant you choose, you're onto a winner. Interested in buying a Hyundai i30 N? Let CarExpert find you the best deal hereMORE: Explore the Hyundai i30 showroom Content originally sourced from: i30 Pros Hyundai i30 Cons As an avid performance car fan, I can't help but tip my hat to Hyundai and what it has achieved with its N performance sub-brand. Note: This is a revised version of our recent review of the Hyundai i30 N, as there have been no major changes to the model since it was published. We have updated key details such as pricing and specifications with the most up to date information available. Read our latest price and specs article here for all the details. In just over a decade, Hyundai N has become a household name in both motorsport and the general automotive sphere, shifting public perception of a brand that previously struggled to generate enthusiast excitement. As Toyota has done with its Gazoo Racing division, Hyundai has reinvigorated the passion for driving by offering affordable and sporty vehicles without compromise, despite industry pressures to focus solely on saving the planet. The two manufacturers have proven that ever-tightening emissions regulations don't have to spell the end of fun on four wheels, at least while electric vehicles (EVs) find their feet. And for Hyundai, it was the i30 N that started it all. First launched in 2017, the i30 N has gone on to spearhead the Hyundai N brand, offering a combination of raucous thrills and everyday usability at a sharp price point. The model has gone through a few iterations since its inception, and Hyundai has tinkered with the recipe again for 2025. Changes include a new matte grey finish for the 19-inch forged wheels, a revised grille, and red trim on the side skirts and front bumper inserts. Inside, it gets a 10.25-inch digital instrument cluster like the i30 Sedan N, and the suite of safety technology has also been upgraded. However, prices are up too, by as much as $4300. Does that mean the i30 N has lost some of its sparkle as the people's performance? Or is it still a refreshingly focused alternative to softer rivals such as the Volkswagen Golf GTI and Subaru WRX? The Hyundai i30 N has received a price increase across most of the range for 2025. Manual variants are up $3800, and there's been a $800 rise for automatic examples compared to the pre-update model. The flagship i30 N Premium is $4300 more expensive in manual guise, while Premium auto is $200 cheaper. To see how the Hyundai i30 N lines up against the competition, check out our comparison tool It's clear from the cabin of the i30 N that most of the budget for this model was allocated to performance upgrades. I'm okay with that, because the interior remains user-friendly with just enough spice to inspire some spirited driving. The i30 N is based on a small mainstream hatch, and Hyundai hasn't tried to hide that fact. As a result, the interior panels are adorned in hard, scratchy plastics, and even the plastic handbrake lever misses out on an upscale makeover. With that said, other high-traffic areas have been given the N treatment to bring the cabin up a notch, starting with the seats. Unlike other interior elements that have been given a nip or tuck, the seats in the i30 N are bespoke to the performance model. Two chair options are available – this 'base' model is fitted with cloth-trimmed sport seats, while the Premium gains proper buckets. The 'comfort' seats strike a nice balance – they're comfortable and supportive, with snug bolstering and power lumbar adjustment. N-specific stitching and embroidery further sets the fast flagship apart from an N-Line package. When it comes to purposeful driving, you sit low and snug with excellent visibility all around. Some hot hatches suffer from an elevated driving position that disconnects driver from vehicle, but that's not the case here. While the pews are elegant and easy to live with, they lack mod cons such as power adjustment and heating. You'll have to step up to the Premium trim for the latter. It's an upgrade that I'd be inclined to make, as the heated bucket seats are more befitting of a hot hatch in this vein. Other prominent touch points including the steering wheel and shifter are finished in soft leather with blue stitching. The steering wheel is particularly satisfying to handle, re-trimmed with perforated side panels and plenty of texture. A pair of bright blue N paddles plus the red overboost button add visual drama and easily accessible performance functionality. But if you want to add a bit more depth to your drive, it's worth delving into the suite of interior technology. New for 2025 is a 10.25-inch digital instrument cluster, which replaces a set of analogue gauges and 4.2-inch screen. The update is welcome, as the digital display modernises the cabin and offers a more diverse array of readouts. Each drive mode has its own unique visual theme, and the cluster can be easily configured to show trip data, fuel economy, lap times, tyre pressures, temperatures, and turbo boost pressure in addition to your standard speedometer and rev counter. The overhauled instrument layout is easily the most significant change for the 2025 model year, and it won't go unnoticed. Over to the left is a familiar 10.25-inch infotainment touchscreen, which somehow manages to be both bland and groundbreaking. It may be old news now, but Hyundai's N settings menu still stands out as one of the most comprehensive performance customisation offerings on the market. You can tinker with just about every aspect of the driving experience, and that's before you get to unique features like 'track sense', 'power shift' and 'road sense'. It can be overwhelming at first, and the tech takes a bit of getting used to, but it's worth it for the ongoing benefits of full control over your drive. Taking off the hot hatch hat for a second, the rest of the infotainment system is easy to navigate with an app grid layout and written labels for each function. It doesn't necessarily have the best processing power, as touch inputs are sometimes met with slow responses from the screen, but features are plentiful for a car in this segment. Satellite navigation is standard, as is a low-resolution reversing camera. On the other hand, wireless smartphone mirroring isn't – an ongoing frustration that sees the i30 N give up ground to its rivals. Underneath the centre stack you'll find a triple treat of charging outlets (USB-A, USB-C and 12V), as well as a wireless charging pad. The i30 maintains physical dials and buttons for the dual-zone climate control system. One of the benefits of a hot hatches is that they retain the practicality of the economy car they're based on, and that's no different here. The i30 N offers roomy split-section door bins, a large glovebox, centre console storage, and a sunglasses holder. Practicality in the back, however, isn't so great. In order to get seated behind my normal driving position I was forced to perform an undignified leg spread, and the hard plastic seatbacks aren't conducive comfortable resting of knees. At 6'1″, I had more than enough headroom, but the lack of legroom is limiting for transporting adults in the second row. The transmission tunnel sits nice and low, so the middle seat is useable for passengers on the smaller side. Amenities include a pair of USB-C outlets, map pockets and a centre armrest with integrated cupholders, although air vents are notably absent. Narrow door bins are just large enough for a drink bottle, but I imagine that it would be hard to reach on the move. When used as a two-seater, the 60/40-split second-row bench in the i30 N folds down to unlock more cargo space. The driver would need to be short though, as the rear seat back wasn't able to fold flat behind my driving position. The boot itself is also compromised, with a whopping great strut brace spanning its width. In fairness, it's only a real impediment when you want to utilise the bench storage. Metal bar aside, the boot in the i30 N has a competitive 381 litres of space, and useful features such as bag hooks and a 12V socket. Under the boot floor you'll find a space-saver spare wheel. To see how the Hyundai i30 N lines up against the competition, check out our comparison tool Changes for the 2025 model year haven't extended to the powertrain, which remains unaltered. To see how the Hyundai i30 N lines up against the competition, check out our comparison tool Depending on how you set it up, the i30 N can either be the silliest or most sensible hot hatch going around. It's all in the drive modes, and how you choose to deploy them. I won't pretend to understand all the technical wizardry going on under the skin, but the infotainment system in the i30 N houses a settings screen dedicated to individual customisation of the driving experience, from exhaust noise to steering weight, transmission speed, engine mapping, suspension firmness, ESC, and the e-LSD. The range of customisation available is remarkable for a car at this price point – it's the kind of thing you associate with high-end luxury cars and supercars. As you'd expect, the i30 N starts up in 'Normal' mode. But it's immediately clear that this is far from your run-of-the-mill i30. The i30 N produces a meaty burble at idle, and that doesn't really disappear unless you switch it into 'Eco' mode. Fruity exhaust aside, the i30 N plays nice around town with smooth power delivery and slick shifts via its dual-clutch transmission. There's little to no jerkiness from the gearbox at low speeds either, which is a common criticism of DCT-equipped vehicles. Direct and well-weighted steering makes this pocket rocket a joy to drive in urban environments – you can easily dart between lanes, or navigate tight suburban streets. And with its compact dimensions, no gap in traffic or parking space is too small. Sitting atop the i30 range, the N is kitted out with a reversing camera as well as front and rear parking sensors, not that they're strictly necessary. Although the i30 N is relatively well sorted as a city car, it's not without weaknesses. The N is more stiffly sprung than the variants below it, and that firmness translates into a bouncy ride on imperfect surfaces. For that reason I preferred the suspension in its softest setting, even when driving in a spirited manner. That said, I did sample the suspension in sports mode. My advice… don't. It's way too harsh for daily driving, and only worth considering for a track day. Another issue I encountered with the i30 N was its lack of ground clearance. Sat nice and low, the car is prone to scraping on driveways and speed humps more than even some sports cars I've driven recently. Not a dealbreaker for most, but it's something worth being aware of. In a similar vein, the proximity sensors spread around the exterior body panels are hit and miss, sometimes detecting obstacles that aren't there. Add that to the list of minor annoyances. But owners of a driver's car like the i30 N are likely to seize upon opportunities to skip town, and that means hitting the highway. Once again, the various drive modes come in handy here. Coasting at 100km/h in comfort mode, the i30N remains civilised despite noticeably elevated road noise from the Pirelli P Zero performance tyres. You'd imagine that 19-inch alloys would do the ride no favours, but I was pleasantly surprised. A not-so-pleasant surprise… the i30 N still doesn't have adaptive cruise control. That's massively disappointing, especially when you consider that every one of its main rivals ticks this box. Instead, i30 N buyers are forced to settle for regular cruise control with lane centring. Not only is adaptive cruise handy for long journeys, but it eases the burden of stop/start traffic during busy commuting periods. Let's not get too caught in the weeds, though. When presented open roads to express itself, the i30 N still sets the standard for smiles per mile at this price point. As soon as you activate N mode, the child within both you and the car comes out to play. What was a sporty exhaust note transforms into a symphony of pops, bangs and DCT 'farts', all of which are unapologetically raucous. Some will feel the racket is a little too boy racer for their liking, but as a young man in his 20s with few responsibilities, I couldn't get enough. Having said that, if you want to have a good time without ruining someone else's day, Sport mode ditches the antisocial faux gunfire without compromising on volume or general exhaust tone. It lends more airtime to all the fun turbo spooling sounds, too. Regardless, the i30 N offers more than just noise. Twisty country roads reveal the capability of its chassis, which is playful and welcoming of hard, spirited driving. The front-end of the i30 N is keen to take on corners – agile and light on its feet, with mountains of grip to pull you through bends. The electronic LSD no doubt helps with this. You'll undoubtedly experience understeer at the limit given the front-wheel drive layout of the i30 N, but I didn't reach that limit throughout this week-long test. Straight stretches of tarmac are equally satisfying. The big red N Grin Shift button unleashes maximum power and extra-snappy shifts for up to 20 seconds, and I used it liberally. The thrills of accelerating in the i30 N are compounded by the performance and tactility of Hyundai's DCT transmission, which offers slick shifts and instantaneous response from wheel-mounted paddle shifters. When left to its own devices the gearbox performs similarly well, aside from holding gears a little too long. Rounding out the suite of fun performance features in the i30 N is launch control. Traffic light grand prix, here we come! It's this combination of capability and fun that ranks the i30 N among the best value performance cars that money can buy. To see how the Hyundai i30 N lines up against the competition, check out our comparison tool The 2025 i30 N comes in two flavours – an unnamed base model, and the range-topping Premium. 2025 Hyundai i30 N equipment highlights: i30 N Premium variants add: The suite of Hyundai Bluelink connected car services includes: To see how the Hyundai i30 N lines up against the competition, check out our comparison tool A five-star ANCAP safety rating applies to hatch versions of the Hyundai i30 built prior to 1 January 2025, but vehicles built from January 1 onwards are unrated. Safety equipment fitted to the i30 N includes: To see how the Hyundai i30 N lines up against the competition, check out our comparison tool The Hyundai i30 N is covered by a five-year, unlimited-kilometre warranty. Logbook servicing is required every 12 months or 10,000km. The first five services are capped at $1945 as part of a lifetime service plan. To see how the Hyundai i30 N lines up against the competition, check out our comparison tool The base i30 N still represents a bargain buy among its affordable performance car peers. Sure, prices have gone up, but you'll still be hard pressed to find a vehicle that better balances everyday practicality and driving enjoyment for $50,000. Despite its drab interior and a couple of glaring equipment omissions, the standard i30 N hatch has enough space to handle a small family and all the tech you'd expect in a sub-premium model. It gets the job done when faced with everyday challenges, and absolutely excels when set loose on a twisty stretch of road. The combination of straight-line speed, an appropriately noisy exhaust and a willing chassis just works, especially when tuned to the driver's liking via Hyundai's approachable customisation system. That's what sets the i30 N apart from rivals like the underpowered VW Golf GTI and the CVT-equipped Subaru WRX, which have both been dialled down as driver's cars over the years. If you're after a mature 'warm' hatch, maybe those cars are for you. But if track days fill your weekends and emotion takes precedence over reason, the i30 N takes the cake. All that's left is to decide whether it's worth stretching to the Premium, or pivoting to an old-school manual transmission. The optional bucket seats are well worth consideration, although $3500 is a decent chunk of change. And while I had an absolute hoot pulling paddles with the DCT, a third pedal is bound to dial the driving engagement up to 11. It's a dilemma worth mulling over, but regardless of which variant you choose, you're onto a winner. Interested in buying a Hyundai i30 N? Let CarExpert find you the best deal hereMORE: Explore the Hyundai i30 showroom Content originally sourced from: i30 Pros Hyundai i30 Cons As an avid performance car fan, I can't help but tip my hat to Hyundai and what it has achieved with its N performance sub-brand. Note: This is a revised version of our recent review of the Hyundai i30 N, as there have been no major changes to the model since it was published. We have updated key details such as pricing and specifications with the most up to date information available. Read our latest price and specs article here for all the details. In just over a decade, Hyundai N has become a household name in both motorsport and the general automotive sphere, shifting public perception of a brand that previously struggled to generate enthusiast excitement. As Toyota has done with its Gazoo Racing division, Hyundai has reinvigorated the passion for driving by offering affordable and sporty vehicles without compromise, despite industry pressures to focus solely on saving the planet. The two manufacturers have proven that ever-tightening emissions regulations don't have to spell the end of fun on four wheels, at least while electric vehicles (EVs) find their feet. And for Hyundai, it was the i30 N that started it all. First launched in 2017, the i30 N has gone on to spearhead the Hyundai N brand, offering a combination of raucous thrills and everyday usability at a sharp price point. The model has gone through a few iterations since its inception, and Hyundai has tinkered with the recipe again for 2025. Changes include a new matte grey finish for the 19-inch forged wheels, a revised grille, and red trim on the side skirts and front bumper inserts. Inside, it gets a 10.25-inch digital instrument cluster like the i30 Sedan N, and the suite of safety technology has also been upgraded. However, prices are up too, by as much as $4300. Does that mean the i30 N has lost some of its sparkle as the people's performance? Or is it still a refreshingly focused alternative to softer rivals such as the Volkswagen Golf GTI and Subaru WRX? The Hyundai i30 N has received a price increase across most of the range for 2025. Manual variants are up $3800, and there's been a $800 rise for automatic examples compared to the pre-update model. The flagship i30 N Premium is $4300 more expensive in manual guise, while Premium auto is $200 cheaper. To see how the Hyundai i30 N lines up against the competition, check out our comparison tool It's clear from the cabin of the i30 N that most of the budget for this model was allocated to performance upgrades. I'm okay with that, because the interior remains user-friendly with just enough spice to inspire some spirited driving. The i30 N is based on a small mainstream hatch, and Hyundai hasn't tried to hide that fact. As a result, the interior panels are adorned in hard, scratchy plastics, and even the plastic handbrake lever misses out on an upscale makeover. With that said, other high-traffic areas have been given the N treatment to bring the cabin up a notch, starting with the seats. Unlike other interior elements that have been given a nip or tuck, the seats in the i30 N are bespoke to the performance model. Two chair options are available – this 'base' model is fitted with cloth-trimmed sport seats, while the Premium gains proper buckets. The 'comfort' seats strike a nice balance – they're comfortable and supportive, with snug bolstering and power lumbar adjustment. N-specific stitching and embroidery further sets the fast flagship apart from an N-Line package. When it comes to purposeful driving, you sit low and snug with excellent visibility all around. Some hot hatches suffer from an elevated driving position that disconnects driver from vehicle, but that's not the case here. While the pews are elegant and easy to live with, they lack mod cons such as power adjustment and heating. You'll have to step up to the Premium trim for the latter. It's an upgrade that I'd be inclined to make, as the heated bucket seats are more befitting of a hot hatch in this vein. Other prominent touch points including the steering wheel and shifter are finished in soft leather with blue stitching. The steering wheel is particularly satisfying to handle, re-trimmed with perforated side panels and plenty of texture. A pair of bright blue N paddles plus the red overboost button add visual drama and easily accessible performance functionality. But if you want to add a bit more depth to your drive, it's worth delving into the suite of interior technology. New for 2025 is a 10.25-inch digital instrument cluster, which replaces a set of analogue gauges and 4.2-inch screen. The update is welcome, as the digital display modernises the cabin and offers a more diverse array of readouts. Each drive mode has its own unique visual theme, and the cluster can be easily configured to show trip data, fuel economy, lap times, tyre pressures, temperatures, and turbo boost pressure in addition to your standard speedometer and rev counter. The overhauled instrument layout is easily the most significant change for the 2025 model year, and it won't go unnoticed. Over to the left is a familiar 10.25-inch infotainment touchscreen, which somehow manages to be both bland and groundbreaking. It may be old news now, but Hyundai's N settings menu still stands out as one of the most comprehensive performance customisation offerings on the market. You can tinker with just about every aspect of the driving experience, and that's before you get to unique features like 'track sense', 'power shift' and 'road sense'. It can be overwhelming at first, and the tech takes a bit of getting used to, but it's worth it for the ongoing benefits of full control over your drive. Taking off the hot hatch hat for a second, the rest of the infotainment system is easy to navigate with an app grid layout and written labels for each function. It doesn't necessarily have the best processing power, as touch inputs are sometimes met with slow responses from the screen, but features are plentiful for a car in this segment. Satellite navigation is standard, as is a low-resolution reversing camera. On the other hand, wireless smartphone mirroring isn't – an ongoing frustration that sees the i30 N give up ground to its rivals. Underneath the centre stack you'll find a triple treat of charging outlets (USB-A, USB-C and 12V), as well as a wireless charging pad. The i30 maintains physical dials and buttons for the dual-zone climate control system. One of the benefits of a hot hatches is that they retain the practicality of the economy car they're based on, and that's no different here. The i30 N offers roomy split-section door bins, a large glovebox, centre console storage, and a sunglasses holder. Practicality in the back, however, isn't so great. In order to get seated behind my normal driving position I was forced to perform an undignified leg spread, and the hard plastic seatbacks aren't conducive comfortable resting of knees. At 6'1″, I had more than enough headroom, but the lack of legroom is limiting for transporting adults in the second row. The transmission tunnel sits nice and low, so the middle seat is useable for passengers on the smaller side. Amenities include a pair of USB-C outlets, map pockets and a centre armrest with integrated cupholders, although air vents are notably absent. Narrow door bins are just large enough for a drink bottle, but I imagine that it would be hard to reach on the move. When used as a two-seater, the 60/40-split second-row bench in the i30 N folds down to unlock more cargo space. The driver would need to be short though, as the rear seat back wasn't able to fold flat behind my driving position. The boot itself is also compromised, with a whopping great strut brace spanning its width. In fairness, it's only a real impediment when you want to utilise the bench storage. Metal bar aside, the boot in the i30 N has a competitive 381 litres of space, and useful features such as bag hooks and a 12V socket. Under the boot floor you'll find a space-saver spare wheel. To see how the Hyundai i30 N lines up against the competition, check out our comparison tool Changes for the 2025 model year haven't extended to the powertrain, which remains unaltered. To see how the Hyundai i30 N lines up against the competition, check out our comparison tool Depending on how you set it up, the i30 N can either be the silliest or most sensible hot hatch going around. It's all in the drive modes, and how you choose to deploy them. I won't pretend to understand all the technical wizardry going on under the skin, but the infotainment system in the i30 N houses a settings screen dedicated to individual customisation of the driving experience, from exhaust noise to steering weight, transmission speed, engine mapping, suspension firmness, ESC, and the e-LSD. The range of customisation available is remarkable for a car at this price point – it's the kind of thing you associate with high-end luxury cars and supercars. As you'd expect, the i30 N starts up in 'Normal' mode. But it's immediately clear that this is far from your run-of-the-mill i30. The i30 N produces a meaty burble at idle, and that doesn't really disappear unless you switch it into 'Eco' mode. Fruity exhaust aside, the i30 N plays nice around town with smooth power delivery and slick shifts via its dual-clutch transmission. There's little to no jerkiness from the gearbox at low speeds either, which is a common criticism of DCT-equipped vehicles. Direct and well-weighted steering makes this pocket rocket a joy to drive in urban environments – you can easily dart between lanes, or navigate tight suburban streets. And with its compact dimensions, no gap in traffic or parking space is too small. Sitting atop the i30 range, the N is kitted out with a reversing camera as well as front and rear parking sensors, not that they're strictly necessary. Although the i30 N is relatively well sorted as a city car, it's not without weaknesses. The N is more stiffly sprung than the variants below it, and that firmness translates into a bouncy ride on imperfect surfaces. For that reason I preferred the suspension in its softest setting, even when driving in a spirited manner. That said, I did sample the suspension in sports mode. My advice… don't. It's way too harsh for daily driving, and only worth considering for a track day. Another issue I encountered with the i30 N was its lack of ground clearance. Sat nice and low, the car is prone to scraping on driveways and speed humps more than even some sports cars I've driven recently. Not a dealbreaker for most, but it's something worth being aware of. In a similar vein, the proximity sensors spread around the exterior body panels are hit and miss, sometimes detecting obstacles that aren't there. Add that to the list of minor annoyances. But owners of a driver's car like the i30 N are likely to seize upon opportunities to skip town, and that means hitting the highway. Once again, the various drive modes come in handy here. Coasting at 100km/h in comfort mode, the i30N remains civilised despite noticeably elevated road noise from the Pirelli P Zero performance tyres. You'd imagine that 19-inch alloys would do the ride no favours, but I was pleasantly surprised. A not-so-pleasant surprise… the i30 N still doesn't have adaptive cruise control. That's massively disappointing, especially when you consider that every one of its main rivals ticks this box. Instead, i30 N buyers are forced to settle for regular cruise control with lane centring. Not only is adaptive cruise handy for long journeys, but it eases the burden of stop/start traffic during busy commuting periods. Let's not get too caught in the weeds, though. When presented open roads to express itself, the i30 N still sets the standard for smiles per mile at this price point. As soon as you activate N mode, the child within both you and the car comes out to play. What was a sporty exhaust note transforms into a symphony of pops, bangs and DCT 'farts', all of which are unapologetically raucous. Some will feel the racket is a little too boy racer for their liking, but as a young man in his 20s with few responsibilities, I couldn't get enough. Having said that, if you want to have a good time without ruining someone else's day, Sport mode ditches the antisocial faux gunfire without compromising on volume or general exhaust tone. It lends more airtime to all the fun turbo spooling sounds, too. Regardless, the i30 N offers more than just noise. Twisty country roads reveal the capability of its chassis, which is playful and welcoming of hard, spirited driving. The front-end of the i30 N is keen to take on corners – agile and light on its feet, with mountains of grip to pull you through bends. The electronic LSD no doubt helps with this. You'll undoubtedly experience understeer at the limit given the front-wheel drive layout of the i30 N, but I didn't reach that limit throughout this week-long test. Straight stretches of tarmac are equally satisfying. The big red N Grin Shift button unleashes maximum power and extra-snappy shifts for up to 20 seconds, and I used it liberally. The thrills of accelerating in the i30 N are compounded by the performance and tactility of Hyundai's DCT transmission, which offers slick shifts and instantaneous response from wheel-mounted paddle shifters. When left to its own devices the gearbox performs similarly well, aside from holding gears a little too long. Rounding out the suite of fun performance features in the i30 N is launch control. Traffic light grand prix, here we come! It's this combination of capability and fun that ranks the i30 N among the best value performance cars that money can buy. To see how the Hyundai i30 N lines up against the competition, check out our comparison tool The 2025 i30 N comes in two flavours – an unnamed base model, and the range-topping Premium. 2025 Hyundai i30 N equipment highlights: i30 N Premium variants add: The suite of Hyundai Bluelink connected car services includes: To see how the Hyundai i30 N lines up against the competition, check out our comparison tool A five-star ANCAP safety rating applies to hatch versions of the Hyundai i30 built prior to 1 January 2025, but vehicles built from January 1 onwards are unrated. Safety equipment fitted to the i30 N includes: To see how the Hyundai i30 N lines up against the competition, check out our comparison tool The Hyundai i30 N is covered by a five-year, unlimited-kilometre warranty. Logbook servicing is required every 12 months or 10,000km. The first five services are capped at $1945 as part of a lifetime service plan. To see how the Hyundai i30 N lines up against the competition, check out our comparison tool The base i30 N still represents a bargain buy among its affordable performance car peers. Sure, prices have gone up, but you'll still be hard pressed to find a vehicle that better balances everyday practicality and driving enjoyment for $50,000. Despite its drab interior and a couple of glaring equipment omissions, the standard i30 N hatch has enough space to handle a small family and all the tech you'd expect in a sub-premium model. It gets the job done when faced with everyday challenges, and absolutely excels when set loose on a twisty stretch of road. The combination of straight-line speed, an appropriately noisy exhaust and a willing chassis just works, especially when tuned to the driver's liking via Hyundai's approachable customisation system. That's what sets the i30 N apart from rivals like the underpowered VW Golf GTI and the CVT-equipped Subaru WRX, which have both been dialled down as driver's cars over the years. If you're after a mature 'warm' hatch, maybe those cars are for you. But if track days fill your weekends and emotion takes precedence over reason, the i30 N takes the cake. All that's left is to decide whether it's worth stretching to the Premium, or pivoting to an old-school manual transmission. The optional bucket seats are well worth consideration, although $3500 is a decent chunk of change. And while I had an absolute hoot pulling paddles with the DCT, a third pedal is bound to dial the driving engagement up to 11. It's a dilemma worth mulling over, but regardless of which variant you choose, you're onto a winner. Interested in buying a Hyundai i30 N? Let CarExpert find you the best deal hereMORE: Explore the Hyundai i30 showroom Content originally sourced from: i30 Pros Hyundai i30 Cons As an avid performance car fan, I can't help but tip my hat to Hyundai and what it has achieved with its N performance sub-brand. Note: This is a revised version of our recent review of the Hyundai i30 N, as there have been no major changes to the model since it was published. We have updated key details such as pricing and specifications with the most up to date information available. Read our latest price and specs article here for all the details. In just over a decade, Hyundai N has become a household name in both motorsport and the general automotive sphere, shifting public perception of a brand that previously struggled to generate enthusiast excitement. As Toyota has done with its Gazoo Racing division, Hyundai has reinvigorated the passion for driving by offering affordable and sporty vehicles without compromise, despite industry pressures to focus solely on saving the planet. The two manufacturers have proven that ever-tightening emissions regulations don't have to spell the end of fun on four wheels, at least while electric vehicles (EVs) find their feet. And for Hyundai, it was the i30 N that started it all. First launched in 2017, the i30 N has gone on to spearhead the Hyundai N brand, offering a combination of raucous thrills and everyday usability at a sharp price point. The model has gone through a few iterations since its inception, and Hyundai has tinkered with the recipe again for 2025. Changes include a new matte grey finish for the 19-inch forged wheels, a revised grille, and red trim on the side skirts and front bumper inserts. Inside, it gets a 10.25-inch digital instrument cluster like the i30 Sedan N, and the suite of safety technology has also been upgraded. However, prices are up too, by as much as $4300. Does that mean the i30 N has lost some of its sparkle as the people's performance? Or is it still a refreshingly focused alternative to softer rivals such as the Volkswagen Golf GTI and Subaru WRX? The Hyundai i30 N has received a price increase across most of the range for 2025. Manual variants are up $3800, and there's been a $800 rise for automatic examples compared to the pre-update model. The flagship i30 N Premium is $4300 more expensive in manual guise, while Premium auto is $200 cheaper. To see how the Hyundai i30 N lines up against the competition, check out our comparison tool It's clear from the cabin of the i30 N that most of the budget for this model was allocated to performance upgrades. I'm okay with that, because the interior remains user-friendly with just enough spice to inspire some spirited driving. The i30 N is based on a small mainstream hatch, and Hyundai hasn't tried to hide that fact. As a result, the interior panels are adorned in hard, scratchy plastics, and even the plastic handbrake lever misses out on an upscale makeover. With that said, other high-traffic areas have been given the N treatment to bring the cabin up a notch, starting with the seats. Unlike other interior elements that have been given a nip or tuck, the seats in the i30 N are bespoke to the performance model. Two chair options are available – this 'base' model is fitted with cloth-trimmed sport seats, while the Premium gains proper buckets. The 'comfort' seats strike a nice balance – they're comfortable and supportive, with snug bolstering and power lumbar adjustment. N-specific stitching and embroidery further sets the fast flagship apart from an N-Line package. When it comes to purposeful driving, you sit low and snug with excellent visibility all around. Some hot hatches suffer from an elevated driving position that disconnects driver from vehicle, but that's not the case here. While the pews are elegant and easy to live with, they lack mod cons such as power adjustment and heating. You'll have to step up to the Premium trim for the latter. It's an upgrade that I'd be inclined to make, as the heated bucket seats are more befitting of a hot hatch in this vein. Other prominent touch points including the steering wheel and shifter are finished in soft leather with blue stitching. The steering wheel is particularly satisfying to handle, re-trimmed with perforated side panels and plenty of texture. A pair of bright blue N paddles plus the red overboost button add visual drama and easily accessible performance functionality. But if you want to add a bit more depth to your drive, it's worth delving into the suite of interior technology. New for 2025 is a 10.25-inch digital instrument cluster, which replaces a set of analogue gauges and 4.2-inch screen. The update is welcome, as the digital display modernises the cabin and offers a more diverse array of readouts. Each drive mode has its own unique visual theme, and the cluster can be easily configured to show trip data, fuel economy, lap times, tyre pressures, temperatures, and turbo boost pressure in addition to your standard speedometer and rev counter. The overhauled instrument layout is easily the most significant change for the 2025 model year, and it won't go unnoticed. Over to the left is a familiar 10.25-inch infotainment touchscreen, which somehow manages to be both bland and groundbreaking. It may be old news now, but Hyundai's N settings menu still stands out as one of the most comprehensive performance customisation offerings on the market. You can tinker with just about every aspect of the driving experience, and that's before you get to unique features like 'track sense', 'power shift' and 'road sense'. It can be overwhelming at first, and the tech takes a bit of getting used to, but it's worth it for the ongoing benefits of full control over your drive. Taking off the hot hatch hat for a second, the rest of the infotainment system is easy to navigate with an app grid layout and written labels for each function. It doesn't necessarily have the best processing power, as touch inputs are sometimes met with slow responses from the screen, but features are plentiful for a car in this segment. Satellite navigation is standard, as is a low-resolution reversing camera. On the other hand, wireless smartphone mirroring isn't – an ongoing frustration that sees the i30 N give up ground to its rivals. Underneath the centre stack you'll find a triple treat of charging outlets (USB-A, USB-C and 12V), as well as a wireless charging pad. The i30 maintains physical dials and buttons for the dual-zone climate control system. One of the benefits of a hot hatches is that they retain the practicality of the economy car they're based on, and that's no different here. The i30 N offers roomy split-section door bins, a large glovebox, centre console storage, and a sunglasses holder. Practicality in the back, however, isn't so great. In order to get seated behind my normal driving position I was forced to perform an undignified leg spread, and the hard plastic seatbacks aren't conducive comfortable resting of knees. At 6'1″, I had more than enough headroom, but the lack of legroom is limiting for transporting adults in the second row. The transmission tunnel sits nice and low, so the middle seat is useable for passengers on the smaller side. Amenities include a pair of USB-C outlets, map pockets and a centre armrest with integrated cupholders, although air vents are notably absent. Narrow door bins are just large enough for a drink bottle, but I imagine that it would be hard to reach on the move. When used as a two-seater, the 60/40-split second-row bench in the i30 N folds down to unlock more cargo space. The driver would need to be short though, as the rear seat back wasn't able to fold flat behind my driving position. The boot itself is also compromised, with a whopping great strut brace spanning its width. In fairness, it's only a real impediment when you want to utilise the bench storage. Metal bar aside, the boot in the i30 N has a competitive 381 litres of space, and useful features such as bag hooks and a 12V socket. Under the boot floor you'll find a space-saver spare wheel. To see how the Hyundai i30 N lines up against the competition, check out our comparison tool Changes for the 2025 model year haven't extended to the powertrain, which remains unaltered. To see how the Hyundai i30 N lines up against the competition, check out our comparison tool Depending on how you set it up, the i30 N can either be the silliest or most sensible hot hatch going around. It's all in the drive modes, and how you choose to deploy them. I won't pretend to understand all the technical wizardry going on under the skin, but the infotainment system in the i30 N houses a settings screen dedicated to individual customisation of the driving experience, from exhaust noise to steering weight, transmission speed, engine mapping, suspension firmness, ESC, and the e-LSD. The range of customisation available is remarkable for a car at this price point – it's the kind of thing you associate with high-end luxury cars and supercars. As you'd expect, the i30 N starts up in 'Normal' mode. But it's immediately clear that this is far from your run-of-the-mill i30. The i30 N produces a meaty burble at idle, and that doesn't really disappear unless you switch it into 'Eco' mode. Fruity exhaust aside, the i30 N plays nice around town with smooth power delivery and slick shifts via its dual-clutch transmission. There's little to no jerkiness from the gearbox at low speeds either, which is a common criticism of DCT-equipped vehicles. Direct and well-weighted steering makes this pocket rocket a joy to drive in urban environments – you can easily dart between lanes, or navigate tight suburban streets. And with its compact dimensions, no gap in traffic or parking space is too small. Sitting atop the i30 range, the N is kitted out with a reversing camera as well as front and rear parking sensors, not that they're strictly necessary. Although the i30 N is relatively well sorted as a city car, it's not without weaknesses. The N is more stiffly sprung than the variants below it, and that firmness translates into a bouncy ride on imperfect surfaces. For that reason I preferred the suspension in its softest setting, even when driving in a spirited manner. That said, I did sample the suspension in sports mode. My advice… don't. It's way too harsh for daily driving, and only worth considering for a track day. Another issue I encountered with the i30 N was its lack of ground clearance. Sat nice and low, the car is prone to scraping on driveways and speed humps more than even some sports cars I've driven recently. Not a dealbreaker for most, but it's something worth being aware of. In a similar vein, the proximity sensors spread around the exterior body panels are hit and miss, sometimes detecting obstacles that aren't there. Add that to the list of minor annoyances. But owners of a driver's car like the i30 N are likely to seize upon opportunities to skip town, and that means hitting the highway. Once again, the various drive modes come in handy here. Coasting at 100km/h in comfort mode, the i30N remains civilised despite noticeably elevated road noise from the Pirelli P Zero performance tyres. You'd imagine that 19-inch alloys would do the ride no favours, but I was pleasantly surprised. A not-so-pleasant surprise… the i30 N still doesn't have adaptive cruise control. That's massively disappointing, especially when you consider that every one of its main rivals ticks this box. Instead, i30 N buyers are forced to settle for regular cruise control with lane centring. Not only is adaptive cruise handy for long journeys, but it eases the burden of stop/start traffic during busy commuting periods. Let's not get too caught in the weeds, though. When presented open roads to express itself, the i30 N still sets the standard for smiles per mile at this price point. As soon as you activate N mode, the child within both you and the car comes out to play. What was a sporty exhaust note transforms into a symphony of pops, bangs and DCT 'farts', all of which are unapologetically raucous. Some will feel the racket is a little too boy racer for their liking, but as a young man in his 20s with few responsibilities, I couldn't get enough. Having said that, if you want to have a good time without ruining someone else's day, Sport mode ditches the antisocial faux gunfire without compromising on volume or general exhaust tone. It lends more airtime to all the fun turbo spooling sounds, too. Regardless, the i30 N offers more than just noise. Twisty country roads reveal the capability of its chassis, which is playful and welcoming of hard, spirited driving. The front-end of the i30 N is keen to take on corners – agile and light on its feet, with mountains of grip to pull you through bends. The electronic LSD no doubt helps with this. You'll undoubtedly experience understeer at the limit given the front-wheel drive layout of the i30 N, but I didn't reach that limit throughout this week-long test. Straight stretches of tarmac are equally satisfying. The big red N Grin Shift button unleashes maximum power and extra-snappy shifts for up to 20 seconds, and I used it liberally. The thrills of accelerating in the i30 N are compounded by the performance and tactility of Hyundai's DCT transmission, which offers slick shifts and instantaneous response from wheel-mounted paddle shifters. When left to its own devices the gearbox performs similarly well, aside from holding gears a little too long. Rounding out the suite of fun performance features in the i30 N is launch control. Traffic light grand prix, here we come! It's this combination of capability and fun that ranks the i30 N among the best value performance cars that money can buy. To see how the Hyundai i30 N lines up against the competition, check out our comparison tool The 2025 i30 N comes in two flavours – an unnamed base model, and the range-topping Premium. 2025 Hyundai i30 N equipment highlights: i30 N Premium variants add: The suite of Hyundai Bluelink connected car services includes: To see how the Hyundai i30 N lines up against the competition, check out our comparison tool A five-star ANCAP safety rating applies to hatch versions of the Hyundai i30 built prior to 1 January 2025, but vehicles built from January 1 onwards are unrated. Safety equipment fitted to the i30 N includes: To see how the Hyundai i30 N lines up against the competition, check out our comparison tool The Hyundai i30 N is covered by a five-year, unlimited-kilometre warranty. Logbook servicing is required every 12 months or 10,000km. The first five services are capped at $1945 as part of a lifetime service plan. To see how the Hyundai i30 N lines up against the competition, check out our comparison tool The base i30 N still represents a bargain buy among its affordable performance car peers. Sure, prices have gone up, but you'll still be hard pressed to find a vehicle that better balances everyday practicality and driving enjoyment for $50,000. Despite its drab interior and a couple of glaring equipment omissions, the standard i30 N hatch has enough space to handle a small family and all the tech you'd expect in a sub-premium model. It gets the job done when faced with everyday challenges, and absolutely excels when set loose on a twisty stretch of road. The combination of straight-line speed, an appropriately noisy exhaust and a willing chassis just works, especially when tuned to the driver's liking via Hyundai's approachable customisation system. That's what sets the i30 N apart from rivals like the underpowered VW Golf GTI and the CVT-equipped Subaru WRX, which have both been dialled down as driver's cars over the years. If you're after a mature 'warm' hatch, maybe those cars are for you. But if track days fill your weekends and emotion takes precedence over reason, the i30 N takes the cake. All that's left is to decide whether it's worth stretching to the Premium, or pivoting to an old-school manual transmission. The optional bucket seats are well worth consideration, although $3500 is a decent chunk of change. And while I had an absolute hoot pulling paddles with the DCT, a third pedal is bound to dial the driving engagement up to 11. It's a dilemma worth mulling over, but regardless of which variant you choose, you're onto a winner. Interested in buying a Hyundai i30 N? Let CarExpert find you the best deal hereMORE: Explore the Hyundai i30 showroom Content originally sourced from:
Al Bawaba
16-07-2025
- Automotive
- Al Bawaba
Hyundai Motor IONIQ 6 N Debuts at Goodwood Festival of Speed, Setting New Benchmark for High-Performance EVs
Hyundai Motor Company today unveiled IONIQ 6 N to the world at the Goodwood Festival of Speed, marking a pivotal milestone in Hyundai N's electrification journey. From its origins in electric motorsport with Pure ETCR to the development of track-capable yet street-ready electric vehicles (EVs), Hyundai N is once again redefining the boundaries of high-performance electrification with the debut of the IONIQ 6 the core of the IONIQ 6 N lies Hyundai's unwavering commitment to building high-performance EVs that deliver an exhilarating and engaging driving experience. This vision is grounded in N's three-pillar performance philosophy: Corner Rascal, Racetrack Capability and Everyday Sportscar. As such, IONIQ 6 N is engineered to thrill on the track while retaining the comfort and refinement expected for daily driving — achieving a harmonious balance between performance and technical advancements include fully redesigned suspension geometry, an improved N e-Shift (virtual gear shift) system that minimizes performance loss, plus better sound quality through updated hardware and extensive acoustic fine-tuning, ensuring that every drive is both engaging and immersive. By integrating these cutting-edge technologies, IONIQ 6 N not only exemplifies Hyundai N's pursuit of performance excellence but also signals a bright future for EVs within the high-performance sector.'With IONIQ 6 N, Hyundai N aims to elevate its offerings, enticing drivers with electric powertrains that offer high-performance enthusiasts a thrilling new avenue to electrify their passion both on the road and the track,' said José Muñoz, President and CEO of Hyundai Motor Excellence meets Electrified PerformanceIONIQ 6 N stands at the forefront of automotive advancement, boasting remarkable performance metrics and innovative technologies that redefine the EV driving experience. Producing an impressive 650 PS (478 kW) and 770 Nm of torque , IONIQ 6 N achieves a breathtaking 0-100 km/h acceleration time of just 3.2 seconds (using N Launch Control) and will go on to a top speed of 257 km/h (approximately 160 mph).Developed to meet the demands of modern high-performance driving, IONIQ 6 N features a revamped battery management system, N Battery. Engineered for optimal temperature management, the system adapts to a range of track driving scenarios — whether drag, sprint or endurance racing. The integration of battery conditioning functions leads to higher and long-lasting performance, while optimized thermal management control and an increased capacity in the battery coolant heater significantly reduce the conditioning time. This ensures that IONIQ 6 N is always ready to play a critical role in the design of the IONIQ 6 N, where downforce and drag reduction are thoughtfully balanced for optimum performance. Motorsport-inspired elements such as the swan neck rear wing and widened fenders not only accentuate its aggressive, track-ready appearance but also contribute to enhanced stability during high-speed cornering. Such aerodynamic efficiency ensures IONIQ 6 N delivers both visual impact and exceptional on-road 6 N is offered in a new color, Performance Blue Pearl, which adds a pearl finish to Hyundai N's signature Performance Blue. This newly developed color delivers a more refined visual expression with enhanced depth that elevates the IONIQ 6 N's performance its sculpted exterior lies fully redesigned suspension geometry and a reengineered chassis, developed to elevate handling precision and road holding. This advanced set up enhances track performance while preserving the ride comfort expected in daily driving. With a lowered roll center, IONIQ 6 N also delivers greater high-speed stability and improved cornering grip, making it a versatile performer on both the street and the elevating the driving dynamics are the new stroke sensing ECS (Electronically Controlled Suspension) dampers. By integrating stroke sensors, the system allows for a wide range of damping force adjustments to suit varying driving conditions — from everyday commutes to intense track sessions. The result is improved ride quality and more predictable, responsive handling.'IONIQ 6 N combines formidable power, sophisticated battery management, aerodynamic mastery and advanced suspension systems to deliver a compelling blend of speed, stability and comfort, setting new benchmarks in modern automotive engineering,' said Manfred Harrer, Executive Vice President and Head of Vehicle Development Tech Unit at Hyundai Motor Engagement: Advanced Vehicle Control in IONIQ 6 NIONIQ 6 N redefines the EV driving experience through its in-house developed advanced vehicle control software, optimized to enhance every aspect of driver interaction with the to this interconnected experience is the N Active Sound + system, which brings a dynamic audio dimension to the driving experience. Powered by a stereo sound source and performance-enhanced Acoustic Design Processor (ADP) it delivers an enriched sound stage that makes each journey aurally can choose from bespoke sound modes tailored to specific moods and driving scenarios — from the motorsport-inspired 'Ignition' to the heritage-infused EV sound 'Evolution', and the futuristic sci-fi tones of 'Lightspeed'. Each mode offers a captivating auditory the sense of performance even further is N e-Shift, Hyundai N's innovative shift control feature. By simulating motorsport-inspired close gear ratios, N e-Shift heightens responsiveness and strengthens the driver's connection to the car. Now fully compatible with key performance features including — N Launch Control, N Drift Optimizer, N Grin Boost and N Torque Distribution — N e-Shift ensures a seamless integration of control and to the sensory experience is the N Ambient Shift Light, a unique interior lighting feature that visually cues precise shift points for optimal performance. This synchronized ambient glow transforms the cockpit into an arena where every gear change is not just felt but seen, further enhancing driver N Track Manager empowers drivers to tailor and analyze their on-track performance like never before. This intelligent feature allows users to create custom tracks, monitor speed data, and evaluate performance through real-time ghost car visuals and detailed lap time analysis. By offering advanced track data management, N Track Manager further solidifies IONIQ 6 N as a track-capable EV engineered to meet a wide range of performance this is the N Drift Optimizer, which offers unparalleled control over the vehicle's drift characteristics. With customizable parameters for drift initiation, angle and wheel spin drivers can fine-tune the vehicle's behavior to suit their skill level and driving these driver-focused features demonstrate Hyundai N's commitment to delivering a versatile and exhilarating driving experience. By pushing the boundaries of advanced vehicle control software, the IONIQ 6 N opens new dimensions in driver engagement — for enthusiasts and everyday drivers tandem with the launch of IONIQ 6 N, a range of N performance parts will be available. Drawing on Hyundai N's motorsport heritage, these components let customers further personalize their vehicle and experience track-inspired performance on the street or circuit.A Celebration of Electrified Innovation and Thrilling PerformanceThis year, Hyundai N takes center stage at the Goodwood Festival of Speed, marking a historic milestone with the global debut of IONIQ 6 N. Following the world premiere of IONIQ 5 N in 2023, Hyundai N continues to showcase its commitment to innovation and electrification in the high-performance located beside the iconic Hillclimb course, near the starting line bridge, the Hyundai N booth features an exclusive grandstand, offering visitors unmatched views of the festival's more exhilarating action. This premium vantage point places attendees at the heart of the to the Hyundai N booth are invited to embark on an interactive stamp tour, which culminates in exclusive access to the grandstand. Completing the tour not only grants entry to this exclusive viewing area but also rewards participants with special event-only the booth, attendees can explore the full spectrum of Hyundai N's electrified lineup. Highlights include the newly unveiled IONIQ 6 N — showcased with optional N performance parts — alongside the IONIQ 5 N and IONIQ 5 N TA Spec. Together, these models reflect Hyundai Motor's journey from motorsport-inspired engineering to cutting-edge production Hillclimb event itself promises a spectacular display of speed and technology, featuring standout models such as the '14 WRC Rally 1, '24 WRC Rally 1 Hybrid, IONIQ 5 N, IONIQ 5 N TA Spec, i30 N, RN24, IONIQ 6 N, IONIQ 6 N Drift Spec, and IONIQ 6 N with N Performance parts. Each vehicle brings its unique capabilities to the course, guaranteeing a dynamic and thrilling on-track experience for all attendees. A not to be missed highlight of the festival is the 'N Moment' demonstration run, taking place on July 10. This synchronized showcase will feature the entire Hyundai N lineup, including the dynamic debut of the IONIQ 6 N, in a bold display of automotive prowess. It's set to be a defining moment for Hyundai N, celebrating its bold vision for the future of electrified performance.
The Advertiser
14-07-2025
- Automotive
- The Advertiser
Hyundai: More petrol N performance cars coming, and they'll be affordable
Hyundai may have just revealed its second electric N performance vehicle, but that doesn't mean petrol power is dead at its go-fast division. "We are not limiting ourselves into EV," Hyundai N boss Joon Park told UK outlet Car. "But this is some kind of tendency after we launched Ioniq 5 N, because Ioniq 5 N was a huge message for the entire car industry. And a lot of people thought, and think, that Hyundai N is going towards only EV. It's not true. "We are not focusing on EV only. We are not. I'm not the person who actually really likes the EV. I've always liked the smell and the sound and all those kinds of race cars." Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Hyundai has discontinued its petrol-powered i20 N and i30 N hot hatches in Europe, but they continue to be produced for our market. Moreover, Hyundai also has the i30 Sedan N – aka Elantra N and Avante N – for markets such as Australia, South Korea and North America. The i20 N and i30 N may be dead in Europe, but they're reportedly set to be reborn, with Car reporting word from Mr Park that his engineers are working on a hybrid-powered replacement for the hot hatches. They'll still be accessible to punters, too, unlike the Ioniq 5 N, which is more than twice as expensive in Australia as even the priciest i30 N. "Hyundai N has to be reachable. We actually want to play with our friend groups, with a proper-priced car and reachable price cars – we are not talking about a luxury exotic car," he said. "We are talking about the Hyundai N level. In that case, where should we go? Where nobody else is existing anymore, except for [the VW Golf] GTI." Hyundai axed the i20 N and i30 N in Europe in 2024, and at the time said this was "in line with our commitment to offering a zero-tailpipe-emission lineup to our customers by 2035 and to operating 100 per cent carbon neutrally by 2045". "The discontinuation of i20 and i30 N was a disaster for me. But it takes time to have a new one," said Mr Park. He suggested it would be harder work getting an i20 N replacement approved given that, typically, the smaller the vehicle the smaller the profit margins. He said the turbocharged 2.0-litre four-cylinder petrol engine that powers the i30 N won't appear in a successor model… at least not in Europe. "I'm responsible for the global market. Europe is not going to be easy," he said. "The 2.0-litre turbo engine for 280PS [206kW]… That cannot exist anymore based on the current regulation and future regulation." Whether Hyundai could keep the 1.6-litre turbo-petrol engine of the i20 N alive with electrification is unclear. A version of this engine already features in hybrid crossover SUVs from the brand such as the Tucson and Santa Fe. Hyundai has never offered a hybrid N model. It now has three separate petrol-powered N models – the i20 N, i30 N, and i30 Sedan N/Elantra N/Avante N – as well as two electric ones in the Ioniq 5 N and the just-revealed Ioniq 6 N. The Korean automaker is planning a significant expansion in hybrid sales. Per a plan announced last August, it wants to sell 1.33 million hybrids annually by 2028, an increase over 40 per cent compared with its global sales plan from the previous year. To that end, it's launching a new 2.5-litre turbo hybrid powertrain that's debuting in the next-generation Palisade large SUV. Hyundai has already confirmed the i30 Sedan N will move to a 2.5-litre turbo four, up from a 2.0-litre. That appears to open up the possibility of hybrid power for that model, though the sports sedan has never been sold in Europe. In addition to conventional hybrids, Hyundai also offers plug-in hybrids (though none are sold here presently) and is rolling out extended-range electric vehicles (EREVs) that incorporate a petrol engine used as a generator. It's unclear whether Hyundai would develop N vehicles with this technology, or with a hydrogen fuel-cell powertrain like the retro-styled N Vision 74 concept. Development of Hyundai N vehicles is centred in Europe, along with the new Magma performance vehicle line for luxury brand Genesis. "There's been so much innovation at Rüsselsheim and some major investment. Our new building opened a couple of months ago, and it gives us so much more possibility, and allows us to develop EVs," Hyundai Motor Europe Technical Center managing director Tyrone Johnson told Car. "We're going to be developing our own products in Europe. All [Genesis] Magma products will be developed in Europe, for the world – nothing will be developed in Korea." Australia is a major market for Hyundai N vehicles. While VFACTS industry sales reports bundle the i30 N with the rest of the i30 lineup, we know exactly how many i20 Ns are sold here because Hyundai doesn't offer any non-N i20 variants. To the end of June, Hyundai has delivered 723 examples of the i20 N in Australia this year. That's more than the Skoda Fabia (164) and Volkswagen Polo (401), both of which offer a wide range of variants. MORE: Explore the Hyundai i20 showroom MORE: Explore the Hyundai i30 showroom Content originally sourced from: Hyundai may have just revealed its second electric N performance vehicle, but that doesn't mean petrol power is dead at its go-fast division. "We are not limiting ourselves into EV," Hyundai N boss Joon Park told UK outlet Car. "But this is some kind of tendency after we launched Ioniq 5 N, because Ioniq 5 N was a huge message for the entire car industry. And a lot of people thought, and think, that Hyundai N is going towards only EV. It's not true. "We are not focusing on EV only. We are not. I'm not the person who actually really likes the EV. I've always liked the smell and the sound and all those kinds of race cars." Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Hyundai has discontinued its petrol-powered i20 N and i30 N hot hatches in Europe, but they continue to be produced for our market. Moreover, Hyundai also has the i30 Sedan N – aka Elantra N and Avante N – for markets such as Australia, South Korea and North America. The i20 N and i30 N may be dead in Europe, but they're reportedly set to be reborn, with Car reporting word from Mr Park that his engineers are working on a hybrid-powered replacement for the hot hatches. They'll still be accessible to punters, too, unlike the Ioniq 5 N, which is more than twice as expensive in Australia as even the priciest i30 N. "Hyundai N has to be reachable. We actually want to play with our friend groups, with a proper-priced car and reachable price cars – we are not talking about a luxury exotic car," he said. "We are talking about the Hyundai N level. In that case, where should we go? Where nobody else is existing anymore, except for [the VW Golf] GTI." Hyundai axed the i20 N and i30 N in Europe in 2024, and at the time said this was "in line with our commitment to offering a zero-tailpipe-emission lineup to our customers by 2035 and to operating 100 per cent carbon neutrally by 2045". "The discontinuation of i20 and i30 N was a disaster for me. But it takes time to have a new one," said Mr Park. He suggested it would be harder work getting an i20 N replacement approved given that, typically, the smaller the vehicle the smaller the profit margins. He said the turbocharged 2.0-litre four-cylinder petrol engine that powers the i30 N won't appear in a successor model… at least not in Europe. "I'm responsible for the global market. Europe is not going to be easy," he said. "The 2.0-litre turbo engine for 280PS [206kW]… That cannot exist anymore based on the current regulation and future regulation." Whether Hyundai could keep the 1.6-litre turbo-petrol engine of the i20 N alive with electrification is unclear. A version of this engine already features in hybrid crossover SUVs from the brand such as the Tucson and Santa Fe. Hyundai has never offered a hybrid N model. It now has three separate petrol-powered N models – the i20 N, i30 N, and i30 Sedan N/Elantra N/Avante N – as well as two electric ones in the Ioniq 5 N and the just-revealed Ioniq 6 N. The Korean automaker is planning a significant expansion in hybrid sales. Per a plan announced last August, it wants to sell 1.33 million hybrids annually by 2028, an increase over 40 per cent compared with its global sales plan from the previous year. To that end, it's launching a new 2.5-litre turbo hybrid powertrain that's debuting in the next-generation Palisade large SUV. Hyundai has already confirmed the i30 Sedan N will move to a 2.5-litre turbo four, up from a 2.0-litre. That appears to open up the possibility of hybrid power for that model, though the sports sedan has never been sold in Europe. In addition to conventional hybrids, Hyundai also offers plug-in hybrids (though none are sold here presently) and is rolling out extended-range electric vehicles (EREVs) that incorporate a petrol engine used as a generator. It's unclear whether Hyundai would develop N vehicles with this technology, or with a hydrogen fuel-cell powertrain like the retro-styled N Vision 74 concept. Development of Hyundai N vehicles is centred in Europe, along with the new Magma performance vehicle line for luxury brand Genesis. "There's been so much innovation at Rüsselsheim and some major investment. Our new building opened a couple of months ago, and it gives us so much more possibility, and allows us to develop EVs," Hyundai Motor Europe Technical Center managing director Tyrone Johnson told Car. "We're going to be developing our own products in Europe. All [Genesis] Magma products will be developed in Europe, for the world – nothing will be developed in Korea." Australia is a major market for Hyundai N vehicles. While VFACTS industry sales reports bundle the i30 N with the rest of the i30 lineup, we know exactly how many i20 Ns are sold here because Hyundai doesn't offer any non-N i20 variants. To the end of June, Hyundai has delivered 723 examples of the i20 N in Australia this year. That's more than the Skoda Fabia (164) and Volkswagen Polo (401), both of which offer a wide range of variants. MORE: Explore the Hyundai i20 showroom MORE: Explore the Hyundai i30 showroom Content originally sourced from: Hyundai may have just revealed its second electric N performance vehicle, but that doesn't mean petrol power is dead at its go-fast division. "We are not limiting ourselves into EV," Hyundai N boss Joon Park told UK outlet Car. "But this is some kind of tendency after we launched Ioniq 5 N, because Ioniq 5 N was a huge message for the entire car industry. And a lot of people thought, and think, that Hyundai N is going towards only EV. It's not true. "We are not focusing on EV only. We are not. I'm not the person who actually really likes the EV. I've always liked the smell and the sound and all those kinds of race cars." Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Hyundai has discontinued its petrol-powered i20 N and i30 N hot hatches in Europe, but they continue to be produced for our market. Moreover, Hyundai also has the i30 Sedan N – aka Elantra N and Avante N – for markets such as Australia, South Korea and North America. The i20 N and i30 N may be dead in Europe, but they're reportedly set to be reborn, with Car reporting word from Mr Park that his engineers are working on a hybrid-powered replacement for the hot hatches. They'll still be accessible to punters, too, unlike the Ioniq 5 N, which is more than twice as expensive in Australia as even the priciest i30 N. "Hyundai N has to be reachable. We actually want to play with our friend groups, with a proper-priced car and reachable price cars – we are not talking about a luxury exotic car," he said. "We are talking about the Hyundai N level. In that case, where should we go? Where nobody else is existing anymore, except for [the VW Golf] GTI." Hyundai axed the i20 N and i30 N in Europe in 2024, and at the time said this was "in line with our commitment to offering a zero-tailpipe-emission lineup to our customers by 2035 and to operating 100 per cent carbon neutrally by 2045". "The discontinuation of i20 and i30 N was a disaster for me. But it takes time to have a new one," said Mr Park. He suggested it would be harder work getting an i20 N replacement approved given that, typically, the smaller the vehicle the smaller the profit margins. He said the turbocharged 2.0-litre four-cylinder petrol engine that powers the i30 N won't appear in a successor model… at least not in Europe. "I'm responsible for the global market. Europe is not going to be easy," he said. "The 2.0-litre turbo engine for 280PS [206kW]… That cannot exist anymore based on the current regulation and future regulation." Whether Hyundai could keep the 1.6-litre turbo-petrol engine of the i20 N alive with electrification is unclear. A version of this engine already features in hybrid crossover SUVs from the brand such as the Tucson and Santa Fe. Hyundai has never offered a hybrid N model. It now has three separate petrol-powered N models – the i20 N, i30 N, and i30 Sedan N/Elantra N/Avante N – as well as two electric ones in the Ioniq 5 N and the just-revealed Ioniq 6 N. The Korean automaker is planning a significant expansion in hybrid sales. Per a plan announced last August, it wants to sell 1.33 million hybrids annually by 2028, an increase over 40 per cent compared with its global sales plan from the previous year. To that end, it's launching a new 2.5-litre turbo hybrid powertrain that's debuting in the next-generation Palisade large SUV. Hyundai has already confirmed the i30 Sedan N will move to a 2.5-litre turbo four, up from a 2.0-litre. That appears to open up the possibility of hybrid power for that model, though the sports sedan has never been sold in Europe. In addition to conventional hybrids, Hyundai also offers plug-in hybrids (though none are sold here presently) and is rolling out extended-range electric vehicles (EREVs) that incorporate a petrol engine used as a generator. It's unclear whether Hyundai would develop N vehicles with this technology, or with a hydrogen fuel-cell powertrain like the retro-styled N Vision 74 concept. Development of Hyundai N vehicles is centred in Europe, along with the new Magma performance vehicle line for luxury brand Genesis. "There's been so much innovation at Rüsselsheim and some major investment. Our new building opened a couple of months ago, and it gives us so much more possibility, and allows us to develop EVs," Hyundai Motor Europe Technical Center managing director Tyrone Johnson told Car. "We're going to be developing our own products in Europe. All [Genesis] Magma products will be developed in Europe, for the world – nothing will be developed in Korea." Australia is a major market for Hyundai N vehicles. While VFACTS industry sales reports bundle the i30 N with the rest of the i30 lineup, we know exactly how many i20 Ns are sold here because Hyundai doesn't offer any non-N i20 variants. To the end of June, Hyundai has delivered 723 examples of the i20 N in Australia this year. That's more than the Skoda Fabia (164) and Volkswagen Polo (401), both of which offer a wide range of variants. MORE: Explore the Hyundai i20 showroom MORE: Explore the Hyundai i30 showroom Content originally sourced from: Hyundai may have just revealed its second electric N performance vehicle, but that doesn't mean petrol power is dead at its go-fast division. "We are not limiting ourselves into EV," Hyundai N boss Joon Park told UK outlet Car. "But this is some kind of tendency after we launched Ioniq 5 N, because Ioniq 5 N was a huge message for the entire car industry. And a lot of people thought, and think, that Hyundai N is going towards only EV. It's not true. "We are not focusing on EV only. We are not. I'm not the person who actually really likes the EV. I've always liked the smell and the sound and all those kinds of race cars." Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Hyundai has discontinued its petrol-powered i20 N and i30 N hot hatches in Europe, but they continue to be produced for our market. Moreover, Hyundai also has the i30 Sedan N – aka Elantra N and Avante N – for markets such as Australia, South Korea and North America. The i20 N and i30 N may be dead in Europe, but they're reportedly set to be reborn, with Car reporting word from Mr Park that his engineers are working on a hybrid-powered replacement for the hot hatches. They'll still be accessible to punters, too, unlike the Ioniq 5 N, which is more than twice as expensive in Australia as even the priciest i30 N. "Hyundai N has to be reachable. We actually want to play with our friend groups, with a proper-priced car and reachable price cars – we are not talking about a luxury exotic car," he said. "We are talking about the Hyundai N level. In that case, where should we go? Where nobody else is existing anymore, except for [the VW Golf] GTI." Hyundai axed the i20 N and i30 N in Europe in 2024, and at the time said this was "in line with our commitment to offering a zero-tailpipe-emission lineup to our customers by 2035 and to operating 100 per cent carbon neutrally by 2045". "The discontinuation of i20 and i30 N was a disaster for me. But it takes time to have a new one," said Mr Park. He suggested it would be harder work getting an i20 N replacement approved given that, typically, the smaller the vehicle the smaller the profit margins. He said the turbocharged 2.0-litre four-cylinder petrol engine that powers the i30 N won't appear in a successor model… at least not in Europe. "I'm responsible for the global market. Europe is not going to be easy," he said. "The 2.0-litre turbo engine for 280PS [206kW]… That cannot exist anymore based on the current regulation and future regulation." Whether Hyundai could keep the 1.6-litre turbo-petrol engine of the i20 N alive with electrification is unclear. A version of this engine already features in hybrid crossover SUVs from the brand such as the Tucson and Santa Fe. Hyundai has never offered a hybrid N model. It now has three separate petrol-powered N models – the i20 N, i30 N, and i30 Sedan N/Elantra N/Avante N – as well as two electric ones in the Ioniq 5 N and the just-revealed Ioniq 6 N. The Korean automaker is planning a significant expansion in hybrid sales. Per a plan announced last August, it wants to sell 1.33 million hybrids annually by 2028, an increase over 40 per cent compared with its global sales plan from the previous year. To that end, it's launching a new 2.5-litre turbo hybrid powertrain that's debuting in the next-generation Palisade large SUV. Hyundai has already confirmed the i30 Sedan N will move to a 2.5-litre turbo four, up from a 2.0-litre. That appears to open up the possibility of hybrid power for that model, though the sports sedan has never been sold in Europe. In addition to conventional hybrids, Hyundai also offers plug-in hybrids (though none are sold here presently) and is rolling out extended-range electric vehicles (EREVs) that incorporate a petrol engine used as a generator. It's unclear whether Hyundai would develop N vehicles with this technology, or with a hydrogen fuel-cell powertrain like the retro-styled N Vision 74 concept. Development of Hyundai N vehicles is centred in Europe, along with the new Magma performance vehicle line for luxury brand Genesis. "There's been so much innovation at Rüsselsheim and some major investment. Our new building opened a couple of months ago, and it gives us so much more possibility, and allows us to develop EVs," Hyundai Motor Europe Technical Center managing director Tyrone Johnson told Car. "We're going to be developing our own products in Europe. All [Genesis] Magma products will be developed in Europe, for the world – nothing will be developed in Korea." Australia is a major market for Hyundai N vehicles. While VFACTS industry sales reports bundle the i30 N with the rest of the i30 lineup, we know exactly how many i20 Ns are sold here because Hyundai doesn't offer any non-N i20 variants. To the end of June, Hyundai has delivered 723 examples of the i20 N in Australia this year. That's more than the Skoda Fabia (164) and Volkswagen Polo (401), both of which offer a wide range of variants. MORE: Explore the Hyundai i20 showroom MORE: Explore the Hyundai i30 showroom Content originally sourced from:
7NEWS
14-07-2025
- Automotive
- 7NEWS
Hyundai: More petrol N performance cars coming, and they'll be affordable
Hyundai may have just revealed its second electric N performance vehicle, but that doesn't mean petrol power is dead at its go-fast division. 'We are not limiting ourselves into EV,' Hyundai N boss Joon Park told UK outlet Car. 'But this is some kind of tendency after we launched Ioniq 5 N, because Ioniq 5 N was a huge message for the entire car industry. And a lot of people thought, and think, that Hyundai N is going towards only EV. It's not true. 'We are not focusing on EV only. We are not. I'm not the person who actually really likes the EV. I've always liked the smell and the sound and all those kinds of race cars.' Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Hyundai has discontinued its petrol-powered i20 N and i30 N hot hatches in Europe, but they continue to be produced for our market. Moreover, Hyundai also has the i30 Sedan N – aka Elantra N and Avante N – for markets such as Australia, South Korea and North America. The i20 N and i30 N may be dead in Europe, but they're reportedly set to be reborn, with Car reporting word from Mr Park that his engineers are working on a hybrid-powered replacement for the hot hatches. They'll still be accessible to punters, too, unlike the Ioniq 5 N, which is more than twice as expensive in Australia as even the priciest i30 N. 'Hyundai N has to be reachable. We actually want to play with our friend groups, with a proper-priced car and reachable price cars – we are not talking about a luxury exotic car,' he said. 'We are talking about the Hyundai N level. In that case, where should we go? Where nobody else is existing anymore, except for [the VW Golf] GTI.' Hyundai axed the i20 N and i30 N in Europe in 2024, and at the time said this was 'in line with our commitment to offering a zero-tailpipe-emission lineup to our customers by 2035 and to operating 100 per cent carbon neutrally by 2045'. 'The discontinuation of i20 and i30 N was a disaster for me. But it takes time to have a new one,' said Mr Park. He suggested it would be harder work getting an i20 N replacement approved given that, typically, the smaller the vehicle the smaller the profit margins. He said the turbocharged 2.0-litre four-cylinder petrol engine that powers the i30 N won't appear in a successor model… at least not in Europe. 'I'm responsible for the global market. Europe is not going to be easy,' he said. 'The 2.0-litre turbo engine for 280PS [206kW]… That cannot exist anymore based on the current regulation and future regulation.' Whether Hyundai could keep the 1.6-litre turbo-petrol engine of the i20 N alive with electrification is unclear. A version of this engine already features in hybrid crossover SUVs from the brand such as the Tucson and Santa Fe. Hyundai has never offered a hybrid N model. It now has three separate petrol-powered N models – the i20 N, i30 N, and i30 Sedan N/Elantra N/Avante N – as well as two electric ones in the Ioniq 5 N and the just-revealed Ioniq 6 N. The Korean automaker is planning a significant expansion in hybrid sales. Per a plan announced last August, it wants to sell 1.33 million hybrids annually by 2028, an increase over 40 per cent compared with its global sales plan from the previous year. To that end, it's launching a new 2.5-litre turbo hybrid powertrain that's debuting in the next-generation Palisade large SUV. Hyundai has already confirmed the i30 Sedan N will move to a 2.5-litre turbo four, up from a 2.0-litre. That appears to open up the possibility of hybrid power for that model, though the sports sedan has never been sold in Europe. In addition to conventional hybrids, Hyundai also offers plug-in hybrids (though none are sold here presently) and is rolling out extended-range electric vehicles (EREVs) that incorporate a petrol engine used as a generator. It's unclear whether Hyundai would develop N vehicles with this technology, or with a hydrogen fuel-cell powertrain like the retro-styled N Vision 74 concept. Development of Hyundai N vehicles is centred in Europe, along with the new Magma performance vehicle line for luxury brand Genesis. 'There's been so much innovation at Rüsselsheim and some major investment. Our new building opened a couple of months ago, and it gives us so much more possibility, and allows us to develop EVs,' Hyundai Motor Europe Technical Center managing director Tyrone Johnson told Car. 'We're going to be developing our own products in Europe. All [Genesis] Magma products will be developed in Europe, for the world – nothing will be developed in Korea.' Australia is a major market for Hyundai N vehicles. While VFACTS industry sales reports bundle the i30 N with the rest of the i30 lineup, we know exactly how many i20 Ns are sold here because Hyundai doesn't offer any non-N i20 variants. To the end of June, Hyundai has delivered 723 examples of the i20 N in Australia this year. That's more than the Skoda Fabia (164) and Volkswagen Polo (401), both of which offer a wide range of variants.
Perth Now
14-07-2025
- Automotive
- Perth Now
Hyundai: More petrol N performance cars coming, and they'll be affordable
Hyundai may have just revealed its second electric N performance vehicle, but that doesn't mean petrol power is dead at its go-fast division. 'We are not limiting ourselves into EV,' Hyundai N boss Joon Park told UK outlet Car. 'But this is some kind of tendency after we launched Ioniq 5 N, because Ioniq 5 N was a huge message for the entire car industry. And a lot of people thought, and think, that Hyundai N is going towards only EV. It's not true. 'We are not focusing on EV only. We are not. I'm not the person who actually really likes the EV. I've always liked the smell and the sound and all those kinds of race cars.' Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Supplied Credit: CarExpert Hyundai has discontinued its petrol-powered i20 N and i30 N hot hatches in Europe, but they continue to be produced for our market. Moreover, Hyundai also has the i30 Sedan N – aka Elantra N and Avante N – for markets such as Australia, South Korea and North America. The i20 N and i30 N may be dead in Europe, but they're reportedly set to be reborn, with Car reporting word from Mr Park that his engineers are working on a hybrid-powered replacement for the hot hatches. They'll still be accessible to punters, too, unlike the Ioniq 5 N, which is more than twice as expensive in Australia as even the priciest i30 N. Supplied Credit: CarExpert 'Hyundai N has to be reachable. We actually want to play with our friend groups, with a proper-priced car and reachable price cars – we are not talking about a luxury exotic car,' he said. 'We are talking about the Hyundai N level. In that case, where should we go? Where nobody else is existing anymore, except for [the VW Golf] GTI.' Hyundai axed the i20 N and i30 N in Europe in 2024, and at the time said this was 'in line with our commitment to offering a zero-tailpipe-emission lineup to our customers by 2035 and to operating 100 per cent carbon neutrally by 2045'. 'The discontinuation of i20 and i30 N was a disaster for me. But it takes time to have a new one,' said Mr Park. Supplied Credit: CarExpert He suggested it would be harder work getting an i20 N replacement approved given that, typically, the smaller the vehicle the smaller the profit margins. He said the turbocharged 2.0-litre four-cylinder petrol engine that powers the i30 N won't appear in a successor model… at least not in Europe. 'I'm responsible for the global market. Europe is not going to be easy,' he said. 'The 2.0-litre turbo engine for 280PS [206kW]… That cannot exist anymore based on the current regulation and future regulation.' Supplied Credit: CarExpert Whether Hyundai could keep the 1.6-litre turbo-petrol engine of the i20 N alive with electrification is unclear. A version of this engine already features in hybrid crossover SUVs from the brand such as the Tucson and Santa Fe. Hyundai has never offered a hybrid N model. It now has three separate petrol-powered N models – the i20 N, i30 N, and i30 Sedan N/Elantra N/Avante N – as well as two electric ones in the Ioniq 5 N and the just-revealed Ioniq 6 N. The Korean automaker is planning a significant expansion in hybrid sales. Per a plan announced last August, it wants to sell 1.33 million hybrids annually by 2028, an increase over 40 per cent compared with its global sales plan from the previous year. To that end, it's launching a new 2.5-litre turbo hybrid powertrain that's debuting in the next-generation Palisade large SUV. Supplied Credit: CarExpert Hyundai has already confirmed the i30 Sedan N will move to a 2.5-litre turbo four, up from a 2.0-litre. That appears to open up the possibility of hybrid power for that model, though the sports sedan has never been sold in Europe. In addition to conventional hybrids, Hyundai also offers plug-in hybrids (though none are sold here presently) and is rolling out extended-range electric vehicles (EREVs) that incorporate a petrol engine used as a generator. It's unclear whether Hyundai would develop N vehicles with this technology, or with a hydrogen fuel-cell powertrain like the retro-styled N Vision 74 concept. Development of Hyundai N vehicles is centred in Europe, along with the new Magma performance vehicle line for luxury brand Genesis. 'There's been so much innovation at Rüsselsheim and some major investment. Our new building opened a couple of months ago, and it gives us so much more possibility, and allows us to develop EVs,' Hyundai Motor Europe Technical Center managing director Tyrone Johnson told Car. Supplied Credit: CarExpert 'We're going to be developing our own products in Europe. All [Genesis] Magma products will be developed in Europe, for the world – nothing will be developed in Korea.' Australia is a major market for Hyundai N vehicles. While VFACTS industry sales reports bundle the i30 N with the rest of the i30 lineup, we know exactly how many i20 Ns are sold here because Hyundai doesn't offer any non-N i20 variants. To the end of June, Hyundai has delivered 723 examples of the i20 N in Australia this year. That's more than the Skoda Fabia (164) and Volkswagen Polo (401), both of which offer a wide range of variants. MORE: Explore the Hyundai i20 showroom MORE: Explore the Hyundai i30 showroom
