2019 Hyundai I30 vs 2018

What's the difference?

There is no denying the Hyundai i30 Fastback N will appeal to a certain type of customer - probably someone who is a bit older and wants the steer clear of the 'boy racer hot-hatch' scene. This is a good car for someone who is young at heart, no doubt about it.

But I'm convinced the best version of an i30 Fastback N is still to come - one with a dual-clutch auto transmission, a bit more sound deadening and a 'comfort' mode for the suspension. Yeah. That'd help build the brand.

The third-generation i30 was a hugely impressive car when it launched last year and continues to impress now. The added halo if the i30 N has rapidly solidifed Hyundai's reputation as a quality car maker.

With the Smart Sense pack fitted, either as an option on lower-spec cars or as standard from the SR up, the i30 is well in front of its rivals as a total package, even if it misses out on some details.

If you had to pick the best of the range, it would have to be the SR, with its bigger wheels and sportier tune, the 1.6 turbo and a cabin full of gadgets (while retaining the better cloth trim), it's sharply-priced and better again than just about anything in the segment or at this price point. It is, quite simply, a car that will make everyone happy.

And if it's outright performance you're after, you can't go past the i30 N.

I'm really keen to hear what you think about the design of this car - tell us in the comments if you're a fan, or if - like me - you're just not quite sold on the styling.

It is truly polarising. At the launch, you could almost split it down the middle of Australia's motoring scribes as to which were in the 'like it' vs the 'not so much' camps. Some of the older journos rated it. The younger ones weren't as convinced.

To my 34-year-old eye, the swoop of the roof is just a bit too hunched to make me go 'wow, that's like an Audi Sportback', but I can see plenty of Mercedes-Benz CLA and CLS influence in the rear end.

Hyundai reckons it's more mature looking and will likely appeal to that demographic of customer, too. The drive experience is aimed more at that buyer as well.

That said, it is considerably larger than the hatch model. Overall, the Fastback is 120mm longer (4455mm) and 28mm lower (1417mm) than the hatchback model, while the width (1795mm) and wheelbase (2650mm) go unchanged.

It's the wheelbase perhaps makes the design look a little less streamlined than it could be - if it were longer, the brand would have had more to play with in terms of the rake of the roofline.

Either way, though, it has a better drag coefficient than the hatch (0.297 Cd compared to 0.320 Cd), so it cuts through the air more cleanly.

That new roofline has had an impact on space for second row passengers - check out the interior pictures to see for yourself.

The i30's basic shape is very clean and far more grown up than the previous generation. While that car had all sorts of interesting surfaces and big headlights, this newer look is more restrained. The segment is starting to converge on a more conservative, pan-European look, with even the new Focus calming down. The i30 puts me in mind of the Peugeot 308, with elements of the VW Golf.

As you move up the range, you'll see chrome, which suggests more gadgets inside. On the SR sports pack, a mild body kit includes a rear spoiler and side skirts but stops short of a rear diffuser. Even the performance version, the N, is reasonably subtle, so the philosophy is common across the entire range, and it looks the business.

Speaking of the N, it's reasonably easy to spot with its big 19-inch wheels, red flashes here and there, N badging and grille and, if you're listening, a poppy-bangy exhaust note from its chunky twin exhausts.

Interior photos show a light and airy space, with all that glass letting in the light. The light leather option on the Premium was bright, even on an overcast day. It's a well-constructed and designed space, with sensible choices all through the cabin and Hyundai's habit of nailing the driving position continues. Some of the materials are a bit ho-hum and in the Go and Active, the plastic steering wheel is pretty dire, but the quality look and feel of the switchgear and the tangible quality feel of including a big screen makes up for that.

If a hatchback is a vehicle with five doors including one at the back that opens to a decently practical boot, then this is a hatchback. Just don't tell Hyundai I told you that, because the brand labels it a five-door coupe, or a Fastback. And one of the arguments for the existence of this car, apparently, is that isn't a hatchback. But, er, it is!

The boot is bigger in the Fastback - it offers 450 litres of cargo capacity, which is 55L more than the i30 hatch. Got kids? This is the next best thing to an i30 N wagon. Oh, how I wish there was an i30 N wagon... But I guess it'd actually be an i30 wagon N, based on the naming convention?

That boot space is a good size, even if it isn't the most practical - you can lower the back seats down, but there's a strut brace that sits behind the seats and seriously impinges load-through room.

The back seats of all so-called 'five-door coupes' are typically less comfortable than they could be, and the i30 Fastback N slots into that category, too.

The headroom is tight for anyone taller than six-foot, particularly for ingress and egress as the roofline is low but the seat is actually rather high. Legroom, knee room, shoulder space and toe room are decent for the size of the car, but not class leading. The seat is comfortable enough, but there are no rear air-vents.

The back has amenities such as mesh map pockets, bottle holders in the doors and a flip-down armrest with cup holders. Up front there's another pair of decaf-soy-latte grippers, big door pockets, some loose item storage and even a Qi wireless charging point if you get the Premium Pack.

The media screen is Hyundai's top-end 8.0-inch touchscreen unit, which has Apple CarPlay/Android Auto smartphone mirroring, built-in sat nav, USB and Bluetooth connectivity and the N computer system (which includes a lap timer, and also allows you to configure the car's settings, but you have to trigger the buttons on the wheel to get there).

The i30's footprint contains a car with good interior dimensions. Passengers front and rear have plenty of headroom. Those in the back will fit easily if they're under 185cm, although the centre rear passenger might not be so happy if they're that tall.

Storage space varies between the models. Owners of the entry-level Go can expect just two cupholders but four bottle holders. There are also two bag hooks in the 395 litre boot and four tie-down hooks. The boot space dimensions are near the top of the class, easily wiping out the Mazda3 and Golf hatches' much smaller boots.

Step up to the Active and you get another two cupholders for a total of four.

Drop the 60/40 split-fold seats and the luggage capacity jumps to 1301 litres, meaning objects of a decent size will fit from your flat-pack furniture adventures. The Elite, Premium and SR Premium also pick up a luggage net.

Its external dimensions are reasonably compact and the turning circle is 10.6m. Ground clearance is 140mm when unladen.

There are six distinct trim levels in the i30 range. Our price guide is purely based on rrp - how much you pay will depend on drive-away deals and the cost of any options and accessories.

Our model comparison takes you through each of the specifications to help you find which one suits you best.

The price list opens with the bargain basement Go. The manual petrol kicks off at $19,990m with the twin-clutch auto diesel weighing in at $24,990, via a manual diesel and petrol auto. 

Standard features include 16-inch steel rims, air-conditioning, reverse camera, cloth trim, remote central locking, cruise control, trip computer, auto headlights, power windows front and rear, heated powered door mirrors (auto only) and a full-size spare tyre.

The sound system is the same in every i30. With six speakers, AM/FM radio, Bluetooth and USB at a minimum, the system is controlled via a dash-mounted 8.0-inch touch screen. iPhone and Android users will be pleased to know all i30s have Apple CarPlay and Android Auto, so if there's no GPS, you can use your phone for satellite navigation. There is no CD player or DVD player in any of the cars.

Tailored floor mats are available as part of the $320 interior-accessory pack which also includes a dash mat and fabric rear bumper protector.

Move on to the Active and you can get a 2.0-litre petrol manual ($20,950), auto ($23,250), diesel manual ($23,450) and twin clutch ($25,950). In addition to the Go's spec, you get 16-inch alloy wheels, rear parking sensors, LED daytime running lights, navigation system, park assist (a graphical display in the dash), folding heated mirrors and a full-size alloy spare.

The infotainment system also gains DAB radio.

The first of what you might call the sport editions is the SR manual and auto, starting at $25,590 for the six-speed manual and $28,950 for the seven-speed 'DCT' dual-clutch auto. Sporting the 1.6-litre turbo petrol, the SR has 18-inch alloys, dual-zone climate control, the advanced safety features of the Smart Sense pack including lane assist, active cruise control, a bit of chrome here and there and sports pedals, 

Next up is the Elite for between $27,790 and $30,490. Added to the Active's spec are fake-leather seats, steering wheel and gear shifter and keyless entry via smart key technology. The Elite also has 17-inch alloy wheels.

The Premium Auto jumps to $32,790 for the auto petrol and $35,490 for the DCT diesel. This machine picks up further styling changes - including a lot of chrome detailing - front parking sensors, electric driver's seat, auto LED headlights, sunroof and electrochromatic rear vision mirror.

The SR Premium auto goes back up to 18-inch alloys and again runs the 1.6-litre turbo petrol. The price is identical to the Premium diesel at $33,950 and is basically the same spec.

The final step is an important one - the i30 N. The N brand is Hyundai's performance arm and this is the first fully fledged performance car from Hyundai. The N has most of the same goodies as the SR Premium but rolls on 19-inch alloys, has bigger performance brakes, its own specification of Pirelli P-Zero tyres, an extra selectable drive mode known as N, dual-mode exhaust, sports front seats, mechanical limited slip diff, torque vectoring, auto rev matching and active dampers. 

The N starts at $39,990 and you can add a 'Luxury Pack' for $3000, or a Luxury Pack with panoramic sunroof for $5000, both of which include keyless entry, auto wipers, electric heated fronts seats and front parking sensors.

Colours include 'Phantom Black', 'Intense Blue', 'Marina Blue', 'Iron Grey', 'Fiery Red', 'Platinum Silver', and 'Polar White'. All but the white attract an extra $495 cost. SR-badged cars score 'Sparkling Metal', 'Lava Orange' and 'Phoenix Orange' as extra colour options. The N also has its own colour schemes - 'Performance Blue', 'Clean Slate', 'Engine Red' and 'Micron Grey'. Brown is, sadly, off the menu.

Also off the menu are a self-parking function, bull bar, heated steering wheel, subwoofer, nudge bar, roof rails, design pack, xenon light bar or a launch edition (you're probably a bit late anyway).

Dealer accessories include things like tinted windows, roof racks, a cargo barrier, towbar and a cargo liner. No doubt they'll also try to saddle you with rust and paint protection.

As with the other N model, the Fastback is powered by a 2.0-litre four-cylinder turbocharged engine producing 202kW of power (at 6000rpm) and 353Nm of torque (378Nm on overboost - from 1450-4700rpm).

At the time of writing it is only available with a six-speed manual transmission, and is front-wheel drive that features an electromechanical limited-slip diff.

There will be a dual-clutch automatic transmission added to the mix at some point - I'll talk more about that in the driving section below.

Engine specs vary across the range but all i30s are front-wheel drive.

The Go, Active Elite and Premium come with Hyundai's 2.0 GDi developing 120kW and 203Nm, driving the front wheels through either a six-speed manual or traditional automatic transmission. The 0-100km/h acceleration time for the Go and Active is around nine seconds.

The 1.6 CRDi diesel engine is available in the Go, Active, Elite and Premium with either a six-speed manual (Go and Active) or seven-speed twin-clutch automatic (all variants). The 1.6-litre turbo diesel produces an even 100kW and delivers 280Nm in the manual and 300Nm in the twin clutch. Performance figures appear leisurely - the race to 100km/h is a calm 10.2 seconds. Clearly it has less horspower and more weight, but once you're up and running, the in-gear acceleration is impressive. Emissions are kept in check with a diesel particulate filter.

The 1.6 turbo petrol is the same engine size as the diesel, spinning up 150kW and 265Nm. That engine is available in the SR and SR Premium along with a six-speed manual or the seven-speed DCT. The sprint to 100 is said to be around eight seconds, but independent testing has clocked it closer to seven.

The N's engine is a firecracker 2.0-litre turbo producing 202kW/353Nm, with 378Nm when the overboost function kicks in. That means a 0-100km/h time of 6.1 seconds, although it felt slightly quicker to me. In true Australian style, we don't get the lower-powered version of the N because we don't buy entry-level cars any more.

Across the rest of the range, the petrol vs diesel argument is fairly straightforward - the diesel is a happy, frugal cruiser while the petrols are a bit more rev-happy, particularly the turbo.

Oil capacity and type varies between the engines and it's all in the owner's manual if you need a top-up on the run. There are no 4x4/AWD/rear-wheel drive, LPG or plug-in hybrid versions.

Towing capacity for the 2.0-litre petrol is 600kg unbraked and 1300kg braked.

Official claimed fuel consumption is rated at 8.0 litres per 100 kilometres, using 95RON premium unleaded petrol as a minimum.

On our four-hour drive loop through South Australia - which included a few spirited mountain roads, some highway cruising and B-road bruising - we saw 9.1L/100km indicated on the dashboard. That's a good result, I reckon.

Fuel tank capacity is 50 litres.

Fuel mileage depends on the capacity and gearbox and varies between the different combinations.

As always, the official fuel-economy figures are only a guide, but Hyundai's numbers seem closer to reality than other manufacturers, at least in my experience.

The 2.0-litre's petrol consumption is listed at 7.3L/100km for the manual and 7.4 for the six-speed automatic. My most recent experience with an automatic Active resulted in a figure of 8.2L/100km in mostly suburban running.

The 1.6 CRDi's diesel fuel consumption is listed at 4.5L/100km for the manual and 4.7L/100km for the seven speed.

Moving on to the 1.6 petrol, the combined cycle is listed at 7.5L/100km for the manual and the seven-speed DCT dual-clutch auto. 

The N's 2.0-litre turbo has a claimed combined figure of 8.0L/100km and it's worth noting that it requires 95 RON fuel. If you drive it like I did, you'll find that the 50-litre tank is a little on the small side.

Fuel-tank size is 50 litres, whether diesel or petrol.

Honestly, the changes described in the press material had me hoping for a pretty different drive experience to the i30 N hatch... but without a back-to-back drive, most people would be hard pressed to pick up on the differences. I'll admit it - I struggled, and Hyundai didn't give us the chance to sample the regular model against this one.

According to Hyundai, the Fastback N model rolls on a "new global chassis calibration" that was honed on the Nurburgring to reward the driver with "controlled and comfortable" handling - the very same tune that will be rolled out on the hatch sometime in 2019, according to the brand.

That tune incorporates a softer front suspension with reduced roll stiffness, which apparently makes it more comfortable but also more chuckable in corners. I thought the i30 N hatch was already pretty good at that, but oh well.

There are longer, softer bump-stops, as well as a new, narrower front anti-rollbar, plus the adaptive dampers are revised as well.

As for drive modes, you can choose from Eco, Normal and Sport drive modes, as well as N mode with an ESC Sport setting, and a configurable N Custom mode (my fave: Normal steering, Normal suspension, everything else in Sport+).

But I found that the Normal mode was still a bit too firm in a lot of situations, with the rear rebound after a bump making for a pretty bouncy ride over rough back roads, and sharp edges around town still upset progress to a reasonable degree. Put the suspension in its hardest mode and the ride is even more punishing, but that's to be expected. The steering weight is a bit too stiff, and though the rack is only two turns lock to lock, the turning circle is pretty large at 11.6m.

The i30 Fastback N is marginally heavier (12kg) mainly at the rear, which affects the weight distribution - the company says the ratio is 59.7 per cent front and 40.3 per cent rear, where the hatch is 61.8/38.2. That probably won't matter to the vast majority of owners and customers, but it theoretically helps with the more tail-happy character of the Fastback.

Unleashing the grunt of the engine and throwing the shifter between the gates, allowing it to do the throttle-blipping for you on downshifts - it takes a while for it to get old. But like most other front-wheel drive hot hatches, you can induce understeer if you approach a bend with too much heat, and there's also a bit of a battle to be had with the steering wheel under hard acceleration, with some torque-steer tug noticeable.

On the road you will still find yourself smiling stupidly when you lift off the throttle and hear the pop and fart of the exhaust system... provided you can hear it. If the surface is coarse - like a lot of highways and main roads in Australia - you might struggle, because there's a lot of road noise intrusion into the cabin. Some extra sound deadening wouldn't go astray.

Many of my criticisms are more around the perception of the new body type than the actual drive experience, which is still great for a high-powered hatch... fastback... coupe... whatever.

But with Hyundai's own marketing people telling us that this is a softer and more grown-up offering, I expected its character to match its more mature appearance a bit more than it did.

One of the areas in which the i30 stands out is its dynamics, whether the bottom-of-the-range Go or the SR Premium warm hatch or the N. While you're probably bored witless of motoring journos mentioning Hyundai's crack team of local engineers, much of the praise must go to them for making the i30 the best in the segment and a standout car in its own right.

Front susenpsion is by MacPherson struts and the rear is a choice of a sophisticated multi-link setup (SR and SR Premium) or torsion beams (everything else). The torsion-beam cars are very well planted and mostly fitted with eco-style tyres. That means a pretty good ride and little in the way of road noise.

When you go for the warm SR hatch with its sportier tune and multi-link rear suspension, you really do notice the difference. While the other cars are excellent as they are, the SR's tune is a bit firmer but also lots of fun to drive.

The electric power steering is weighted just so, even  when you switch out of the laughable Eco mode, which ruins the throttle response (who really uses that, anyone?).

At speed, the i30 is quiet and composed, the multimedia system barely ticking over to cover what little noise invades the cabin. It's equally at home in the city and on the open road, with the diesel making long highway drags even longer with its impressive fuel economy.

On the downside, the diesel does feel a little heavy and firm around town,so unless you're super-keen for an oil burner, the cheaper petrols are the go.

If you were to score the driving experience solely on the i30 N, the 8/10 would become a nine. Hyundai has entered a space previously unknown to the Korean carmaker by racing headlong into the hearts and minds of Golf GTi wannabes. Except, it isn't a wannabe, it's a genuine GTi-beater - cheaper, more powerful, better-equipped and even more fun to drive. The N sends a loud message that Hyundai is after VW's mantle.

Again, Hyundai's local team took a super-hard riding, Nurburgring suspension spec and made it suitable for our rubbish roads. While still no magic carpet, the N is more than liveable in Comfort mode but supremely capable in N mode. It's completely unflappable down a mountain road on a cold morning and able to do things the Veloster SR Turbo - the closest thing Hyundai previously had to a hot hatch - could only dream of. It's fast, it's fun and, like the rest of its range, it leads its market segment.

The basic safety package on the Go and Active inludes seven airbags, stability and traction controls, ABS, brake assist, hill-start assist and brake-force distribiution.

As part of the 'Smart Sense' pack (auto and DCT cars only, $1150 extra), Go and Active owners pick up forward AEB, forward collision warning, blind-spot detection, lane-change assist, lane-keeping assist, rear cross traffic alert and active cruise. These features are standard on Eite, Premium, SR, SR Premium and N.

Two ISOFIX points take car of the baby car seat or you can use one of the three top-tether child seat anchor points.

All i30s carry a maximum five-star ANCAP safety rating, even without the advanced safety features. It's annoying that the basic safety package on the Go and Active doesn't have AEB, though, while natural sales rival the Mazda3 has both forward and rear AEB.

The standard factory warranty offered on all Hyundai models is five years/unlimited kilometres and that extends to the i30 N models, too. It covers "non-competitive racetrack driving, and the fitment of high-performance semi-slick tyres" - so unless you start modding your i30 N, you will retain your warranty.

Plus there's a lifetime capped-price servicing plan, with intervals set at 12 months/10,000km, whichever occurs first. The costs are very low for the first five years of ownership, with the first, second, third and fifth visits costing $299, and the fourth set at $399. So, a total over five years of $1595 (before consumable items are added) at an average of $319 per annum. Not bad.

And if you service your car at Hyundai, you will get up to 10 years' roadside assist included. It rolls over for every year you remain loyal.

Hyundai offers a five-year/unlimited-kilometre warranty, which used to be the benchmark but is now slowly becoming the standard across the industry. The five-year warranty is accompanied by roadside assist for the first year. Capped-price servicing applies for the life of the vehicle and if you return to Hyundai for a service, you get another 12 months of roadside assist for flat battery or tyre incidents.

Resale value appears strong, as it has been for each version of the i30.

I'm often asked if the i30 engines use a timing belt or chain. All of Hyundai's engines use their own silent timing chain system, with the happy upside of lower service costs and no issues with snapping belts. The i30's reliability rating is impressive as a result.

As the car is still fairly new, no obvious six-speed automatic gearbox problems or seven-speed auto tranmission problems seem to have appeared. Gearbox issues have never really been a big problem with Hyundai and common diesel problems have long since been banished to history.

A quick search for any other common faults yielded nothing in the way of persistent problems or complaints.