Latest news with #VolkswagenGolfGTI
The Advertiser
3 days ago
- 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:
Hindustan Times
7 days ago
- Automotive
- Hindustan Times
Volkswagen India rolls out monsoon service camp for vehicle safety checks
Volkswagen India is offering a monsoon service camp for all its users. Check Offers Volkswagen India has announced the launch of its annual Monsoon Service Camp, aimed at helping vehicle owners prepare for the challenges of the rainy season. The campaign is available across all authorised service centres in India. The Monsoon Service Camp is now live across Volkswagen's service facilities nationwide and will be available for a limited time. Users can get in touch with their respective service centres for more information about the Monsoon Service Camp benefits. Alongside service offers, Volkswagen is sharing basic monsoon car care tips through its service network to help drivers stay informed about seasonal vehicle maintenance. Also Read : Volkswagen Autofest 2025 announced with exchange benefits, special discounts & finance schemes Complimentary 40-point vehicle Check-up As part of the initiative, customers can get a complimentary 40-point vehicle check-up. This inspection covers essential components, including brakes, tyres, wipers, and lighting systems, key areas often affected by monsoon driving conditions. Also Read : Volkswagen Golf GTI launched at ₹ 53 lakh, promises 250 kmph top speed and 0-100 kmph in 5.9 seconds Discounts on service value packages Volkswagen is also offering discounts on its Service Value Packages (SVPs) during the camp. These packages include fixed service costs, use of genuine parts, service by certified technicians, pan-India coverage, and transferable ownership options. Nitin Kohli, Brand Director, Volkswagen India, said, 'At Volkswagen, our priority is to ensure our customers feel confident and safe on the road, especially during the challenging monsoon season. The Monsoon Service Camp reflects our commitment to delivering value, trust, and expert care." Also Read : Honda City Sport vs Volkswagen Virtus GT Line: Which stylish sedan offers better value Volkswagen Autofest 2025 Benefits Volkswagen also recently announced the 2025 Volkswagen Autofest, which brings exchange and loyalty rewards to customers. Buyers also get special finance options, complimentary vehicle evaluation and test drives, and special service and maintenance benefits. The total benefits extend up to ₹ 2.5 lakh on the Taigun, and ₹ 1.5 lakh on the Virtus. The event is open to existing and new Volkswagen customers, backed by a strong ownership experience. Get insights into Upcoming Cars In India, Electric Vehicles, Upcoming Bikes in India and cutting-edge technology transforming the automotive landscape. First Published Date: 15 Jul 2025, 17:39 pm IST
NDTV
10-07-2025
- Automotive
- NDTV
Volkswagen India Teams Up With Jasprit Bumrah For Golf GTI Campaign
Volkswagen India has announced a strategic collaboration with the Indian cricketer and pacer Jasprit Bumrah. This partnership aims to give a push to the Golf GTI campaign in the Indian market. The German brand describes the partnership as a creative alignment bringing together precision engineering and athletic accuracy. "This collaboration goes beyond performance; it's a statement of intent that aligns with our motorsport DNA. We have crafted a narrative that is rooted in substance, one that reflects character, builds trust, and resonates deeply with our audience," said Nitin Kohli, Brand Director, Volkswagen India. Also Read: Tata Get Lifetime HV Battery Warranty "We are excited to join hands with Jasprit Bumrah, a cricketing legend who has redefined fast-paced, precision bowling. The power-packed duo of Jasprit and the Golf GTI will certainly enthral our customers," Kohli added. "I've always believed that true performance doesn't need to be loud - it just needs to be consistent. Partnering with Volkswagen and the Golf GTI felt like a natural fit," said Jasprit Bumrah. "It's a brand I long admired for its precision and presence, and I'm proud to be associated with something that stands for performance par excellence," the cricketer added. The Volkswagen Golf GTI begins with a price tag of Rs 53 lakh (ex-showroom) and boasts a robust 2.0-liter four-cylinder turbo-petrol engine that delivers 265 horsepower and 370 Nm of torque at its peak performance. This engine is mated to a 7-speed dual-clutch automatic transmission, which effectively channels power to the front wheels. Additionally, the Golf GTI is equipped with an electronically controlled front-axle differential lock, enhancing its handling and performance. To qualify as a hot hatch, the car showcases remarkable acceleration, claiming it can sprint from 0 to 100 kmph in just 5.9 seconds. Furthermore, the vehicle's top speed is electronically capped at 267 kmph. These figures underscore the sporty credentials of this hatchback.
Daily Maverick
08-07-2025
- Daily Maverick
R6m embezzled from special-needs school — experts say it's part of a larger education crisis
A Pretoria school was left drowning in debt while its HR manager secretly siphoned off millions of rands. Instead of the education and wellbeing of its students, many of whom rely on wheelchairs and specialised care, these funds were funnelled into the former employee's gambling addiction and a car purchase. Commenting on his sentencing, experts say it highlights deep systemic failings in the school's financial oversight, and an urgent need for stronger accountability measures. While families placed their trust in the New Hope School in Pretoria to care for and educate children with disabilities, a senior staff member was quietly diverting millions meant for their support. Over a period of four years, Ralton Christopher Fischer, then the school's human resources manager, stole more than R6-million. The money went to fuel a gambling addiction and purchase a car, while the school was left grappling with financial shortfalls and rising tax debts. Fischer has now been sentenced to 12 years behind bars, six of them suspended, after pleading guilty to using ghost employees and fake bank accounts to drain school coffers. He was sentenced by the Pretoria Specialised Commercial Crimes Court on 30 June, after pleading guilty to 11 counts of fraud committed between July 2018 and April 2022. At the time, Fischer was responsible for managing payments to staff employed by the School Governing Body (SGB), rather than by the Gauteng Department of Education. During this period, he fraudulently transferred funds into multiple bank accounts registered in his name, using the details of ghost employees. The scheme came to light when Fischer asked a colleague to forward documents to his personal email. The colleague noticed irregularities and raised concerns, leading to an internal investigation and the eventual discovery of the fraud. Fischer was arrested on 4 April 2023. In court, Fischer claimed that the stolen money was used to support a gambling addiction and to purchase a Volkswagen Golf GTI worth R150,000. He appealed for a lenient sentence, citing his role as a father of four minor children, two of whom have disabilities. He requested either correctional supervision or a wholly suspended sentence. However, the State argued for a custodial sentence. Advocate Abram Machitela, representing the prosecution, said the crime represented a serious abuse of trust and had a direct negative impact on the school and its vulnerable learners, many of whom rely on wheelchairs and specialised support. He also highlighted that the fraud led to more than R500,000 in tax liabilities for the school. Magistrate Du Preez concurred with the prosecution, stating that Fischer's actions were driven not only by addiction but also by greed and selfishness. The court found that Fischer's guilty plea was motivated by the strength of the State's case rather than genuine remorse. Widespread mismanagement Mzwandile Banjathwa, campaign coordinator at Corruption Watch, stated that financial mismanagement within South African schools is widespread and deeply concerning. He highlighted that Corruption Watch has been monitoring corruption in the education sector for more than a decade. Their first report, released around 2012, focused primarily on basic education. More recently, in 2022, they published a comprehensive report addressing corruption across the broader education system, including Technical and Vocational Education and Training (TVET) colleges, as well as basic education institutions. These reports reveal persistent issues such as embezzlement and procurement irregularities, among others. 'What we found was that there was a huge problem around the mismanagement of school funds by members of the SBG and we find that it's about 45% of those reports we're pointing to misappropriation of resources, maladministration, abuse of authority, employment irregularities and procurement irregularities as well,' he said. These reports were mainly from Gauteng, followed by KwaZulu-Natal, Eastern Cape and Free State. '…they were pointing at the SGBs themselves, the administrators themselves, and also school principals, which was a very huge problem for us at that particular time,' said Banjathwa. 'It is a very big problem in South Africa and this is mainly happening in low-income communities where you find that there isn't sufficient money for people anyway, so that's a very huge problem.' Financial mismanagement factors Banjathwa explained that several factors contribute to the problem of financial mismanagement in schools. 'Firstly, many members of SGBs lack formal financial training, which hampers their ability to manage school funds effectively. Secondly, there is often no mandatory independent audit conducted for schools, reducing accountability. There can also be conflicts of interest when some SGB members award contracts to themselves, their families, friends, or even teachers within the school, further exacerbating corruption risks,' he said. Banjathwa said the situation clearly highlights significant weaknesses in procurement and payroll oversight, which represent a major structural flaw in the education system. Although the Department of Education operates a centralised payroll system through Persal, this does not fully prevent problems. 'Unfortunately, Persal does not cover a lot of things. It does not cover funds that are received by schools through donations, through school fees, and so forth. 'So that is where a lot of corruption tends to happen, because you find that some teachers are appointed by the school governing bodies, administrators are appointed in some instances by the SGBs, and there are also cleaners and helpers in the school who are appointed by the SGBs,' he said. The bulk of corruption tends to occur precisely because this money is not managed through the centralised system. As a result, the Department of Education often does not know who is employed at a school, how much they are earning, or even whether these employees actually exist. Need for SGB oversight Demichelle Petherbridge, senior attorney at SECTION27, said that SGBs hold a position of trust within their school communities, tasked with making decisions that serve the best interests of learners and staff. She said cases like the one involving New Hope School expose significant systemic vulnerabilities, particularly in the oversight and transparency of SGB-administered funds. 'Cases such as this highlight the need for strong oversight and transparency within SGB decision-making processes, and may indicate the need to further capacitate SGBs on their roles and responsibilities,' she said. The consequences of financial mismanagement have devastating consequences on the quality of education children receive. Petherbridge explained that such mismanagement often results in insufficient resources to maintain school infrastructure, pay essential utility bills, or purchase necessary materials like paper, stationery and other materials that assist with the running of a school. 'Financial mismanagement can therefore potentially impact the conditions in which learning takes place and negatively affect how education is provided,' she said. Expand centralised payroll system To address these issues, Banjathwa emphasised the need to strengthen payroll oversight by expanding the centralised payroll system as this would greatly improve transparency and accountability. This would enable the department to know exactly who is employed at each school, how much they earn, and allow for timely detection of irregularities. However, he also noted that while some policies exist on paper, they are often not effectively implemented at the school level, which undermines their impact. 'For example the Public Audits Act, it doesn't necessarily audit individual schools, but it does audit the provincial government and national government which should rely mainly on the data that is given to them by schools. So that is the first loophole that you are able to see,' he said. Banjathwa also said that regular and standardised audits that go to schools would assist schools greatly. 'It's also very important to have a standardised and mandatory training given to members of the SGBs, because that's another issue that is quite problematic. Most of these individuals do not have financial training, so they are unable to pick up these loopholes timelessly and that's a very huge problem,' he said. Petherbridge voiced similar solutions, calling for enhanced training and capacity-building for SGBs and emphasising the Department of Basic Education's responsibility to ensure this under the South African Schools Act. 'One solution may be to further train and capacitate SGBs on their roles and responsibilities and the Department of Basic Education has a responsibility to ensure such training in terms of the South African Schools Act. However, learners and parents are also free to inspect a school's financial documents and may request to see these and ensure further accountability,' she said. Regarding the recent sentencing in the case, Petherbridge believes it sends a positive message about accountability but that additional measures could be more impactful. 'Within the context of this case, additional community service to assist schools with learners with disabilities would also have been a beneficial sanction,' she said. In a statement, the National Prosecuting Authority (NPA) welcomed the sentence, describing it as a firm response to white-collar crime, and a necessary measure to protect vulnerable communities. 'The NPA remains unwavering in its commitment to protecting vulnerable communities, particularly children with special needs. This case highlights the organisation's zero tolerance for white-collar crime, especially when committed by individuals who abuse positions of trust. Stealing from a school that serves learners with disabilities is both morally and legally indefensible,' read the statement. DM
Time of India
07-07-2025
- Automotive
- Time of India
Formula 1: Norris wins Silverstone, Hülkenberg claims long-awaited podium
(Image: X/McLarenF1) Silverstone witnessed a race to remember as Lando Norris claimed a long-awaited home victory in a dramatic and rain-hit 2025 British Grand Prix. The McLaren driver delivered a performance filled with grit and timing, fending off chaos, a penalty-plagued teammate, and a chasing Lewis Hamilton to clinch the win that inspired his Formula 1 dreams as a boy. Norris, who had watched Lewis Hamilton's famous wet-weather triumph at Silverstone in 2008 as an eight-year-old, finally had his own moment on the same track—and in similar conditions. The Briton started third on the grid and made his way past Max Verstappen early on, only to lose out again due to a slow pit stop. But fortune turned when Verstappen spun after a restart, and Oscar Piastri, who had taken the lead by then, was handed a 10-second penalty for erratic braking behind the safety car. That opened the door for Norris, who stayed within striking distance of Piastri before the Australian served his penalty during a pit stop. From there, Norris never looked back, crossing the line nearly seven seconds clear of his teammate. The win was McLaren's first at Silverstone since 2008—Hamilton's iconic victory year. Volkswagen Golf GTI first drive review: Fast, Fun, Flawless? | TOI Auto by Taboola by Taboola Sponsored Links Sponsored Links Promoted Links Promoted Links You May Like An engineer reveals: One simple trick to get internet without a subscription Techno Mag Learn More Undo The penalty decision sparked debate, with Piastri defending his move as legal and even requesting over the radio for McLaren to reverse positions with Norris to offset the time loss. The team, however, chose to let the race stand. The result narrows Piastri's lead in the championship to just eight points over Norris at the halfway mark of the season. While McLaren celebrated a one-two finish, the surprise of the day came in third place. Nico Hulkenberg, in his 239th Grand Prix, finally achieved what had eluded him throughout his career: a podium finish. Starting 19th for Sauber, the German veteran stayed out of trouble, timed his tyre changes perfectly, and held off a late charge from Hamilton to seal his place in Formula 1 history. Hamilton, competing in his first home Grand Prix as a Ferrari driver, finished fourth, bringing an end to his run of 12 consecutive Silverstone podiums. Verstappen, who started from pole, had to settle for fifth after his spin dropped him down the order. Further back, the midfield battle saw Pierre Gasly take sixth for Alpine ahead of Lance Stroll's Aston Martin. Alex Albon brought home points for Williams in eighth, with Fernando Alonso and George Russell rounding off the top ten. Russell, like several others, gambled on slick tyres too early and paid the price with an off-track excursion. For the rookies, it was a trial by storm. Isack Hadjar crashed out after contact with fellow rookie Kimi Antonelli, while Gabriel Bortoleto, Liam Lawson, and Franco Colapinto also failed to finish. Haas' Oliver Bearman came closest, finishing 11th despite a run-in with teammate Esteban Ocon. With 12 races to go and the title fight tightening, the 2025 season promises more fireworks. But at Silverstone, it was Lando Norris' day—one that turned childhood dreams into reality and etched his name into British Grand Prix folklore. (Inputs from AP). Discover everything about the automotive world at Times of India .
