Hyundai I30 vs Mazda 3

What's the difference?

Big boots to fill? The Hyundai i30 Sedan N stomps its authority with charming confidence and admirable talent. It’s hard to believe one of the biggest challengers to the i30 N hatch comes from its oddly-styled booted cousin. It’s just as thrilling, immersive, enjoyable and easy.

Which means that, if you’re in the market for a performance hot-hatch, it’s time for the sedan version to step into the limelight and be on your shortlist. It’s another N superstar.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

Given how effortlessly it traverses the mainstream and premium small car classes, the Mazda 3 might be the best value small car on the planet.

With racy styling, sports car handling, classy interior presentation and impressive, intelligent efficiency, there’s plenty to sink your teeth into here.

Poor rear vision, a dark back-seat area and smallish boot aside, it doesn’t have any glaring faults.

In a world overrun with SUVs, props to Mazda for evolving the small car so brilliantly to mask a half-decade of existence. Continuous improvements have made the 2024 G25 Evolve SP Vision an essential small car shortlist proposition, regardless of price.

Now, with hot hatches, more usually means less, with spoilers quite literally living up to their name by blighting an otherwise clean and attractive design. For some, anyway. Under the radar and all that.

But the attention-crazy (CN7) i30 Sedan – known otherwise as the seventh-generation Elantra pretty much most other places around the world – seems like the work of a protractor-brandishing origamian who would not down pencil and stop.

Which means that, in the N’s case, more might actually be more, because all the racy extras enhance the appearance of a very distinctively/divisively-designed sedan.

The blacked-out bumper treatment, red brake calipers, side skirts and handsome alloys draw the eyes away from the odd creases and angles that define the i30 Sedan.

The result is a striking four-door fastback that comes into its own. One might suspect the original drawings were of a slammed-down N, with the overtly sporty stuff removed for the necessary lesser grades that most people end up buying.

Which would be a case of less being less!

Anyway, let’s check out the interior.

How is it that the current Mazda 3 is already five years old? This hatchback is still stunning, the sort of car you look back at when walking away.

The shape is sleek and almost coupe-like, with a shark-like nose, cab-backward-style long bonnet, upswept shoulder line and a fastback silhouette.

More importantly, it’s the way the light dances across the sculptured sides that draw the eyes in. Bereft of clutter, it makes you wish all mainstream manufacturers had the courage to be so daring.

We’ve said it before – the 'BP'-generation Mazda 3 (Axela in Japan) is the brand’s boldest C-segment hatch since the 1993 'BA' 323 (Astina/Lantis/323F).

But there’s a price to pay for such timeless beauty…

Germany's small hot-sedan rivals would struggle to match the i30 Sedan N’s sheer practicality.

Running on a newer-generation architecture also shared with the latest Hyundai Kona, the result is a substantially larger, longer and wider proposition than the 2017-vintage i30 N hatch.

Upshot? The driver and passenger have plenty of space to stretch out in, within a palpably more contemporary cabin than presented in the five-door version. It feels like a car from the next size and decade up.

Being the i30 flagship, the N Premium’s dashboard is also dressed up to look suitably upmarket, angled towards the driver and offering twin 10.25-inch screens, with N-specific configurable instrumentation right ahead of the driver. Blue-stitched leather trim and darker cabin elements also set a racier ambience.

Predictably, there’s a comprehensive performance monitor within the touchscreen with all sorts of vehicle and driving data, including a lap timer. Clever if distracting. You might also take note of the big red button under one of the steering-wheel spokes, cringingly labelled NGS for ‘N Grin Shift’.

It brings a modest 7.0kW power boost, lasting only 20 seconds. Great for instant overtaking oomph, presumably.

Speaking of fast driving, lowered sports seats provide sufficient bracing through tight corners and extra ceiling clearance for helmets, while feeling sumptuously supportive the rest of the time. They're quite terrific.

Beyond these, all the regular sensible features found in more-humdrum i30 Sedans – an excellent driving position, ample ventilation, decipherable controls and stacks of useful storage – are also present.

The same applies across the generous back seat area, which lacks nothing for expected amenities to help keep kids of all ages safe, comfy, hydrated, ventilated and connected, while the N’s slightly-smaller boot (down 10 litres over the regular i30 Sedan) is still large enough for most needs at 464L. Blame the chassis stiffness brace back there.

Meanwhile, a space-saver spare lives underneath the wide, flat floor.

Complaints? The longitudinal buttress that runs along the left side of the centre console by the front passenger seat can constrict knee movement. Driver rear vision is poor, while that sloping back-door aperture makes getting in and out a head-banging affair for taller or bouffant-wearing folk.

Otherwise, the i30 Sedan N boasts a well-resolved cabin.

There is a price to pay for all this quasi-coupe styling flair, and that’s a comparatively snug-feeling interior, though you’d never call it cramped.

Actually, the Mazda 3 is no less spacious than most of its competition in all but one area, with enough room even for 200cm drivers, along with sufficient shoulder width and ceiling height to match.

If you’re really tall, maybe that missing sunroof isn’t such a bad thing, after all.

Sat so low-down on cushy, enveloping front seats that offer plenty of comfort and support, this is the anti-SUV. Maybe Mazda should have called this the MX-3.

Sporty and spot-on, the driving position is a laid-back affair, with an emphasis on better ergonomics, as emphasised by the thoughtful placement of switchgear that’s all within easy reach, ahead of a beautifully flowing and layered dash. Proudly Japanese in flavour, it brings to mind functional minimalism.

Drilling into some of the 3’s finer interior details, the analogue-look digital instrumentation is super-legible, ultra-classy and gorgeously lit at night. As previously mentioned, the dials and surrounding air vents are reminiscent of the later Porsche 944 and 968.

It’s not just all for the sake of aesthetics, either.

Yes, it’s lovely, but the thinned-rim three-spoke steering wheel feels great to grip, with nifty little paddle shifters that are a delight to prod.

Same goes for the physical volume knob and climate-control buttons, sidestepping the need to get distracted and frustrated by virtual sub-menus.

And having a conventional gear lever with old-school Tiptronic-style shifts suits the 3’s athletic vibe.

Plus, forward vision is A-OK, ventilation is faultless, storage is better than you might expect, and the fit and finish is as good if not better than any of this 3’s German premium opponents.

Out back, the split-fold rear backrest is set at a comfortable angle, the cushion is well padded, and you’re provided with USB ports, air vents, and an armrest with two cupholders. More thoughtfulness.

But while knee room is fair, rear headroom isn’t great if you’re tall or wear a beehive, as the falling ceiling line reveals.

Vision out is limited by that rising window line and fat pillars. Getting in and out of the back requires some contortionist moves. And the small windows mean it can be gloomier in the back than a Smiths album.

Finally, at just 295 litres, the 3’s cargo capacity is disappointing. Sure, it eclipses the Corolla hatch’s 217L cubby, but other rivals are far larger back there.

At least the floor is wide and flat and there are 60/40-split backrests for cabin access for longer items.

Note that a space-saver spare wheel lurks underneath. Mazda argues there’s always the closely-related CX-30 if you need (slightly) more space (317L).

Meanwhile, at the other end of the 3…

Mazda has rationalised the MY24 3 range, with fewer grades and no more manuals, sadly.

The pretty little piece of automotive industrial design you see here is the mid-range Evolve SP Vision, which sounds less like a car and more like a posh hairdryer from Vidal Sassoon.

Priced from $36,520 before on-road costs (or about $41K drive-away before you start haggling), this Mazda 3 is a sporty and well-equipped alternative to the likes of the speedy Hyundai i30 N-Line Premium, spacious Kia Cerato GT Turbo, new Subaru Impreza AWD 2.0R and evergreen Toyota Corolla ZR. All cost roughly the same money.

The thing is, do Mazda’s upmarket aspirations mean the 3 possesses the ride quality and chic to embarrass at times substantially more expensive hatchbacks with premium pretensions? We’re talking rivals like the BMW 1 Series, Mercedes-Benz A-Class, Peugeot 308 and VW Golf, here.

Stay with us, because we reckon you might be surprised by how far the 3 has come since its humble 323 predecessors.

Anyway, this version comes with most of the good gear, including a full suite of driver-assist safety tech like front and rear Autonomous Emergency Braking (AEB), blind-spot alert, lane-keep assist and adaptive cruise control, as well as keyless start and walk-away lock, powered driver’s seat with memory, 360-degree camera views, a head-up display, digital radio, sat-nav, auto tilt/folding exterior mirrors, dual-zone climate control, Bluetooth phone/audio connectivity and 18-inch alloys.

Oh, and for 2023, an upgraded version introduces a smartphone charger and wireless for the Apple CarPlay/Android Auto function, along with USB-C port access front and rear.

What’s missing at the Evolve SP Vision’s price point? Some mainstream rivals offer leather and a sunroof, available respectively in the more-expensive GT Vision, from $40,000, and flagship Astina grades, from nearly $42,500.

Still, that’s quite a lot of small car for the money, given the quality of the presentation and design. Speaking of which…

Make no mistake. Under the bonnet beats the absolute heart and soul of the Hyundai i30 Sedan N.

The engine carries over from before – a 1998cc 2.0-litre turbocharged four-cylinder direct-injection unit, making 206kW of power at 6000rpm and 392Nm of torque between just 2100 and 4700rpm.

Tipping the scales at 1475kg, the resulting power-to-weight ratio is an impressive 140kW/tonne. And, don’t forget, pressing the N Grin Shift unleashes an extra bit of power, bumping the total up to 213kW for a 20-second burst.

The 0-100km/h sprint time takes 5.3 seconds, on the way to a 250km/h top speed.

Refreshingly, traditionalists can still choose a six-speed manual (albeit with a rev-matching function), or eight-speed wet-type DCT dual-clutch auto transmission, and both drive the front wheels via an electro-mechanical limited-slip differential.

When you think about it, shoehorning a big torquey engine in a light and agile small car is a recipe for fun. Ford did just that with the Escort RS2000 in the 1970s… and Mazda’s now an expert at it, too.

The engine in question is the G25, a 2.5-litre four-cylinder naturally aspirated twin-cam petrol engine, delivering 139kW of power at 6000rpm and 252Nm of torque at 4000rpm.

As this Evolve SP Vision hatch tips the scales at 1415kg, it makes for a healthy, and consequently very lively, power-to-weight ratio of over 98kW/tonne.

That’s if you decide to use all the available revs, which the six-speed torque-converter auto makes great use of.

Driving the front wheels, it offers a 'Sport' mode to extend the revs even more, which is keeping in line with this Mazda’s sporty character.

Less so is the company’s decision to ditch the old multi-link independent rear suspension system a few years back for a more prosaic torsion beam arrangement. We’ll get to how that affects ride and handling in a moment.

The i30 N DCT’s official combined average consumption is 8.3 litres per 100km, for a carbon dioxide emissions rating of 194g/km.

Around town, that consumption figure shoots up to 11.8L, and drops to 6.3L outside of urban areas. Add 0.2L apiece for the less-efficient (but more-engaging) manual version.

Filling the 47L tank, with 95 RON premium unleaded petrol, you could exceed 565km between refills on average.

With a combination of gentle highway schlepping and blasting through the hills around the fast Murray River-area rural roads, our trip computer indicated a commendable 10L/100km – given this car’s 250km/h performance.

Mazda claims the G25 averages 6.6L/100km on the combined cycle… for a carbon-dioxide emissions rating of 154g/km. On a 51L tank, that gives a potential distance of over 940km!

Driven good and hard in our hands, we managed 7.5L/100km, which isn’t bad given the speed and conditions it was subjected to.

Plus, the Mazda’s happy on 91 RON 'standard' unleaded petrol.

Out about the hilly roads around Albury/Wodonga, the i30 Sedan N feels in its absolute element. The mixture of long open straights and tight corners really show off Hyundai’s incredible chassis tuning capabilities.

i30 Sedan N improvements for 2024 include brakes with better cooling and resistance to fade, stronger engine mounts for improved agility, more insulation, reduced vibrations, upgraded steering components for even more-precise handling and tweaks to the stability control system for more-effective operation.

Suspension is by McPherson-style struts up front and a multi-link rear-end arrangement.

Aided by an active variable exhaust note (which is quite nicely applied), the 2.0-litre four-pot twin-scroll turbo has a deep set of lungs, providing a decent wad of torque as it revs out fast and freely to its 6000rpm red-line. As you might expect, this is deceptively rapid.

Whether driving the solid and well-oiled six-speed manual – surely one of the best in the business and truly a great thing – or super-slick eight-speed DCT, there’s a delightful amount of muscle and speed for the money.

We’re also fans of the steering’s poise and response, resulting in hunkered-down handling that belies this car’s substantial length and width, backed up by lots of feel and feedback.

Throw in delightfully strong and effective braking, and the i30 N is incredibly alert and agile for something so big.

The trade-off of all this athleticism is a consistently firm – though not harsh – ride, as well as some road and tyre-noise intrusion when cruising comfortably along the highway.

As an everyday commuting proposition, the i30 Sedan N is right on the money.

Out on the racetrack, however, it's like on something a little bit more illicit, for things really start coming alive, with the N’s polished chassis set up revealing a satisfyingly vivid bandwidth of capability.

In 'Normal' mode, the front end feels reassuringly planted with minimal understeer, while the rear possesses a playful lightness that allows for progressive back-end lift-off if desired.

The i30 is so exquisitely tuned and pliable it makes amateurs feel like professionals.

Select 'N' mode and the electronic limiters loosen, for proper oversteer fun if that’s your thing, controlled and reeled right back in by meaty, confidence-boosting steering, providing improbably fluent handling for a sedan this size.

Slicing through tight bends and long arcs alike, the Hyundai’s sheer dynamic precision, consistency and discipline are deeply impressive. And intoxicating. We didn’t want to stop.

It may not look like a hot hatch in the prime of its life, but the i30 Sedan N sure behaves like one. And all for just $52K. Cheers, Hyundai!

Ask yourself. What do you want from a new small car?

Since the first Familia of the early 1960s, Mazda’s been at it constantly, through the 1300 and 323 eras and into the modern age of the 3.

The Hiroshima brand knows its stuff. Space, practicality, comfort, ease, reliability and affordability. But a small car has to offer more, specifically in the way it makes the owner feel.

That’s why, while the Focuses, Lancers, Astras and Pulsars are gone, the 3’s still here. And it isn’t just the lush visuals inside and out that are, well, sensory-rich.

As older Alfa Romeo owners know, there’s something special about an engine that sounds alive, and the moment you push the 3’s starter, it purrs into life. That’s the first clue.

Slot the refreshingly old-school lever into Drive, and the G25 leaps into action, and, if you need it to, will keep pulling forward strongly, engine buzzing, like it’s on a mission.

That describes the torquey urge of this big 2.5L four, paired perfectly with the sensibly-geared auto.

We miss Mazda’s magnificent manual immensely, but the 3’s instant response reflects its favourable circa-100kW/tonne power-to-weight ratio.

And, as we’ve harped on in the past, the twin-cam unit’s extra oomph beyond 4000rpm delivers muscular high-speed responses akin to a good turbo – or a great old-school Alfa. You can keep your laggy dual-clutch transmissions, Europe.

Now, sweet, smooth and speedy performance is one thing, but having the chassis tuned with precise and fluid steering for tactile handling, and confident roadholding, backed by nuanced driver-assist and traction controls, are another.

There is a consistent and unifying control to the 3’s linear and forgiving dynamics, reminiscent of past masters like the Focus (and today’s brilliant Peugeot 308) that makes it a joy to drive enthusiastically through fast corners, with the knowledge that it won’t suddenly snap-oversteer and bite an unalert driver back.

For a Mazda, the ride is quiet enough, but there is still some droning transmitted through the cabin, via the Bridgestone Turanza (215/45) tyres, on coarse-chip bitumen surfaces.

And while suspension comfort is pretty impressive for the most part, larger bumps reveal the torsion beam’s limitations, as the car can occasionally thud over them in a way that we remember the multi-link rear end wouldn’t.

Anyway, what we’re saying is that, overall, the 3 Evolve SP Vision is an immersive and interactive driving experience that is right up there with the best of them.

Brawny performance, exquisite agility and a refinement that, collectively, have eluded every small Mazda in living memory until this generation’s 2019 debut. This 3’s right on the money. Still.

Tested way back when this generation was new in early 2019, the Mazda 3 scored a maximum five-star ANCAP crash-test rating.

On the driver-assist front you’ll find front and rear AEB (with a working range of 40km/h to 200km/h) with pedestrian and cycle detection available between 10-80km/h, while the 'Forward Collision Warning' operates from 40-200km/h.

Blind-spot monitoring, lane departure warning, lane-keep assist, 'Forward Obstruction Warning', rear and front 'Cross-Traffic Alert', 'Secondary Collision', auto high beams, breakaway pedals, adaptive cruise control (with full stop/go functionality and cruising/traffic support), parking sensors front/rear, 360-degree round-view monitor, reverse camera, traffic sign recognition, driver monitor and tyre-pressure monitors are also included.

The lane-keep support systems work between 55-200km/h.

Seven airbags – front, side, curtain and a driver’s knee bag – are fitted, along with anti-lock brakes with 'Electronic Brake-force Distribution', 'Emergency Brake Assist', stability control, traction control, hill-start assist are also fitted, seat-belt pretensioners, and two rear-seat ISOFIX points as well as three top tethers for child seat straps.

The i30 Sedan N brings a five-year/unlimited kilometre warranty, as well as one year of roadside assistance.

Service intervals are at 12-months or 10,000km (not at every 15,000km like the regular i30 Sedan), with service pricing published on Hyundai’s website.

Over the first five years, the standard scheduled cost is $1795, or an average of under $360 annually.

Mazda offers a five-year/unlimited kilometre warranty, with five-years roadside assistance… and that’s nothing special nowadays.

Service intervals are at 12 months or every 15,000km.

A fixed-price service scheme is available, averaging out to $434 annually over the first five years. Mazda shows pricing right up to 16 years and 240,000km on its website.