Mini Cooper vs Hyundai I30

What's the difference?

It’s reassuring to realise that the British-built Mini’s German masters have not stood still over the past eight years.

This second facelift of the third-generation Cooper three-door hatch has freshened up the appearance on the outside, improved the look inside and provided a refined yet dynamic driving experience that fits in with the British brand’s reputation.

But the real shock is how reasonably priced the Classic Plus package is, especially when you consider that the Mini provides a truly unique proposition that’s backed by reassuringly high-quality BMW engineering.

A Cooper offering decent value-for-money? In 20 years, that’s certainly a first worth celebrating.   

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.

Yes, even after all these years. After all, BMW’s Mini has been more successful commercially than BMC’s original ever managed, primarily due to a massive uptake in the United States and China.

You can see why. The pert bug-eyed looks, frameless doors, chunky cabin, circular interior themes and, of course, the reputation put it in a unique place amongst today’s far more homogenised small car alternatives.

Interestingly, the most recent update in early 2021 has resulted in a sleek and more-focused look that moves away from the over-the-top caricature of previous iterations, though the black band around the nose cone might take some getting used to. Even the OTT Union Jack tail-light LEDs seem toned down.

And, like we said, there’s nothing like it on the market anymore. Once upon a time, close (if not exactly direct) opponents included the Alfa Romeo Mito, Audi A3 three-door, Honda CR-Z, Hyundai Veloster, Peugeot 208 GTi, Volkswagen Beetle… but they’re all gone.

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.

From the moment you open the light yet solid front door, it’s obvious that the Mini is a different type of small car.

The frameless doors give it a hardtop feel, though it’s a shame the necessary thick B-pillar doesn’t allow for the rear windows to find down for a truly ‘60s American hardtop-style open side experience.

The Classic Plus’ standard front seats are a highlight. Superbly supportive and with extensive adjustment permutations so even taller and heftier folk can find the right position, they help create a snug yet not cramped environment, with a low, focused driving position that’s easy to get comfy behind thanks to endless column and seat adjustability. One does peer over that bulky dashtop though.

The 5.0-inch black-panel instrumentation redesign does much to reduce the old Mini tweeness inside, with motorcycle-style digitised analogue-look dials and fresh new graphics and functionality (with new ‘favourites’ shortcuts added) for the rectangular centre multimedia screen. Based on BMW’s excellent iDrive system, it’s all easy and intuitive to operate.

However, that dash is looking old and messy now, with its small letter-box screen and messy buttons, though the toggle switchgear is pleasant to operate and adds to the Mini’s sense of occasion too. The kerbside mirror won’t automatically dip in reverse, and Android Auto users aren’t accommodated like Apple CarPlay users are.

Still, storage is sufficient for most peoples’ needs as long as the things they need put away aren’t too large, backed up by a foldable armrest-cum-cubby and handy pair of big cupholders ahead of the gear lever – which is an ex-BMW design that takes a minute to get used to but works just fine.

For a three-door four-seater coupe, practicality is better than you might imagine, aided by good all-round vision and thoughtful packaging.

Access to the rear is obviously not going to be the Hatch’s easiest party trick, but a single-action lift-up latch that slides and automatically returns the front seat back to the original spot helps enormously. It’s not too much of a struggle sliding between seat and pillar as well.

Once sat out back, you’ll find a firm but inviting bench and backrest (for two), a pair of cupholders and map pockets, a trio of cupholders as well as elbow rests incorporated into the side panels. All double up as receptacles for odds and ends. Lots of glass and those upright pillars impart a surprisingly spacious feel.

Speaking of back-seat room, because it’s only a two-seater configuration, there’s a welcome amount of acreage for elbows, shoulders and bottoms, while legroom isn’t too bad for a 178cm adult sat behind themselves. There’s nothing cramped or oppressive in the Classic Plus we’re in, save perhaps for the endless black trim.

However, betraying the F56 Cooper’s age, while the front centre-armrest sited smartphone charger is accessible to rear-seat occupants, there are no USB ports of any variety or overhead lighting in this sunroof-equipped example. Nor will you find a folding centre armrest or overhead grab handles. In fact, the latter is only provided for the front-seat passenger.

Also, keep in mind that passengers cannot crack a window back there. 

Further back, a can of goo in lieu of a spare wheel means the boot floor is deeper than you might imagine, with a small compartment below the second floor for added hidden storage. Beyond that, it’s an F56 Mini, so a 211L capacity and a pair of 60:40-folding backrests into the cabin as your lot luggage-capacity wise.

If you want practicality Mini offers the F55 5DR Hatch (278L) or our favourite of the lot, the lovely Clubman with 360L. Or if you don’t mind your Mini looking like a gargoyle, the Countryman extends that again to between 405L and 450L depending on rear-seat position.

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

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

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

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

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

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

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

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

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

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

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

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

Does it ever!

Regardless of whether we’re talking about a manual or auto, the facelifted i30 Sedan N for 2024 is only available in the one Premium grade, kicking off from $52,000, before on-road costs.

And though now costing a bit more than before, if it’s a booted hot-hatch experience you seek, then this Hyundai has few rivals. And all are all-wheel drive and not front-wheel drive.

The most obvious is the excellent, if slightly less-powerful, Subaru WRX, which – from just $45,990 for the manual – must be considered an incredible bargain. But the Sport auto version for $4000 extra more-closely mirrors the Hyundai’s specification.

After that… there’s Germany. Consider the Mercedes-AMG A35 sedan, but that represents a near-$40K jump. Plus, you’re also approaching $90K before you can get the Merc’s compatriot competitors – Audi’s sleek S3 quattro and BMW's M235i xDrive Gran Coupe – on the road.

This, then, leaves just the WRX as the Hyundai’s sole affordable four-door sedan alternative for hatch-averse buyers.

So, what’s changed in the i30 Sedan N for 2024?

Along with new LED lights featuring Hyundai’s now-signature full-width light bar, it gains new bumpers and alloys, a strengthened body structure, an array of detailed steering and suspension modifications, upgraded driver-assist safety tech and updated multimedia including USB-C ports.

Note, too, the arrival of real-time connected car services Hyundai calls 'Bluelink' that can locate your car or notify emergency services automatically if you’ve had a prang, among other handy things.

These come on top of all the regular N gear, like the striking body kit, electronically controlled suspension, mechanical limited-slip differential (LSD), bespoke performance driving modes, bigger ventilated brake package and special Michelin Pilot Sport tyres.

Premium also heralds the usual expected luxuries, such as adaptive cruise control, heated and vented sports front seats, leather upholstery, dual-zone climate control, ambient lighting, 19-inch alloys and pretty much all of the electronic driver-assist tech in Hyundai's cupboard. See the safety section below for an expanded explanation.

The only options are a $2000 sunroof and $595 premium paint.

That’s all pretty compelling value-for-money, especially for a car this size… and abilities. More on that later.

One of the stronger petrol engine families of the last decade is BMW’s B-series modular in-line units, in B38 1.2-litre and 1.5-litre three-cylinder, B48 2.0-litre four-cylinder and B58 3.0-litre six-cylinder formats.

The Cooper uses the B38A15M1, meaning a 1499cc 1.5-litre three-pot turbo featuring an aluminium block and head, a twin-scroll turbocharger, direct injection, variable valve lift (Valvetronic) and variable valve timing (Double VANOS).

It pumps 100kW of power at a peaky 6500rpm and 220Nm of torque from just 1480rpm to 4100rpm ­– enough for a 0-100km/h dash time of 8.2 seconds on the way to a 210km/h top speed.

Mounted transversely, it drives the front wheels via a seven-speed dual-clutch transmission (DCT) dubbed Steptronic in Mini-speak – a switch from earlier F56 examples from a few years back that used a six-speed torque-converter auto. The floor shifter has the typically-BMW back for up/forward for down shift pattern. For paddle shifters you need to step up to the Cooper S with the B48 2.0-litre engine.

The Mini’s UKL1 platform (Untere Klasse, German for ‘lower class’) modular architecture is spread between the F55 (5DR), F56 (3DR) and F57 (Convertible) models, and employs MacPherson-style struts up front and a multi-link rear end. A longer version of this also underpins the larger Mini Clubman and Countryman as well as BMW’s 1 Series, 2 Series (not coupe and convertible), X1 and X2.

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.

Running on 95 RON premium unleaded petrol, our Cooper managed a worthy 7.1L/100km in a fairly demanding mix of heavy urban commuting traffic and higher-speed performance testing. The trip computer was showing high-6s, so it wasn’t far off the truth.

The official figure should average out at 5.6L/100km, for a carbon dioxide emissions rating of 128 grams per kilometre. With a 44L fuel tank, the potential range-average is 785km.

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.

In a word, feisty.

Though only a three-pot turbo, the charming B38 1.5-litre engine is one of the best of the breed, offering a broad performance spectrum that allows it to rev cleanly and pull strongly all the way to the 7000rpm limit.

Additionally, the auto shuffles between its seven forward ratios seamlessly, for super-smooth progress.

However, around town, there is the usual momentary DCT hesitation from standstill, which can be quite frustrating if you’re in a hurry. Once that and the turbo wakes up, the Cooper will surge ahead with impressive determination, but instantaneous acceleration isn’t in this Mini’s repertoire. The previous, old six-speed torque-converter auto was far more immediate to throttle inputs.  

Note that selecting Sport in the drive mode kicks things along a little more urgently. As such, and at this price point, we’d like to see a pair of paddle shifters to add to that experience, especially now as there’s no manual gearbox on offer. The 'Green' eco mode, on the other hand, throttles things back to a slightly more leisurely pace to conserve fuel.

Minis are renowned for their direct steering and sharp handling, and the Cooper doesn’t disappoint.

At parking speeds, there’s heaps of electric assistance to make manoeuvring about easy – and don’t forget about the standard park assist system to lend a helping hand here – while out on the open road, the flat, precise and confident cornering imparts a wonderful sense of security and connection with the road that, for keener driver, is worth the price of entry alone.

Never nervous, yet always alive in your hands. Assisted by grippy Goodyear Eagle 205/45R17 rubber, you feel the expensive engineering going on underneath to keep everything in order and precisely where the driver needs the car to be. Even when caned along.

But… you also feel the at-times firm ride over the ragged urban streetscapes that Coopers will undoubtedly traverse most days, though it isn’t as abrupt or choppy as in previous iterations with this-sized wheel/tyre package. Plus, coarse bitumen surfaces make for a fair amount of road noise intrusion at times.

That said, if your regular commute takes in fresh, smooth roads, then the Mini shines.

If all this sounds awfully familiar, then keep in mind that the Cooper is very much a baby BMW in behaviour as well as demeanour.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

As with all i30 Sedans, the N does not score an ANCAP rating because it's not available in Europe. The hatch, on the other hand, managed a maximum five stars back in 2017.

Hyundai is pretty confident the sedan would score highly, too, due to a raft of standard driver-assist safety items, including Hyundai’s 'Forward Collision Avoidance Assist' (version 1.5) featuring AEB with pedestrian and cyclist detection, blind-spot monitoring, safe-exit warning and rear cross-traffic alert.

There is no speed operation data for the AEB and lane-assistance systems at this time.

As well, the N owner also scores driver-attention warning, intelligent speed limit assist, adaptive cruise control with full stop/go, rear occupant alert, six airbags, electronic stability control, anti-lock brakes with 'Brake Assist' and electronic brake-force distribution, tyre pressure monitors, rear parking sensors, a rear view camera, dusk-sensing headlights, auto high beams, rain-sensing wipers and front/rear parking sensors.

As with all i30 Sedans, the N’s back seat comes with two ISOFIX points as well as a trio of top tethers for straps.

Like BMW, Mini offers a three-year/unlimited kilometre warranty, which trails Mercedes-Benz’s five years and behind the seven-year unconditional warranty pioneered by Kia. A three-year roadside assistance package is also included.

Additionally, the car tells the owner/driver when it needs servicing, meaning it is condition-based rather than time-based scheduling. In the UK, it is generally recommended every 12 months or 10,000km is a good rule of thumb, just to be safe.

Owners can also purchase a five-year/80,000km service plan to help save money.

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.