► CAR‘s retrospective view on the Hyundai i30 N
► They don’t make ’em like this anymore
► Can it achieve hot hatch cult status?
Hot hatches used to be simple. Big power, manual gearbox, front-wheel drive, and a cheeky attitude that made you grin like an idiot. The Hyundai i30 N isn’t just a throwback to that golden recipe. It might be the last great example of it.
Born from nowhere and honed by former BMW M engineering boss Albert Biermann, the i30 N exploded onto the scene as Hyundai’s first true hot hatch, and left us wondering why it took the brand so long.
Should you buy the i30 N? If you value fun over finesse and want every journey to feel like a proper drive, then yes. Just know that time is running out.
Here’s how we test cars, and why you should trust us.
At a glance
Pros: turbo torque, infectious exhaust note, chassis that feels tuned by BMW’s M team
Cons: thirsty under hard use, ride can be patchy, increasing purchase cost against rivals
What’s new?
Following it launch in 2017 the i30 N cemented its place in hot hatch folklore, offering big boost turbo thrills and mischievous wheelspin. Since then, it earned a softer suspension tune (late 2019 to early 2020), borrowed from the i30 N Fastback model, which makes ride less edge-of-seat rugged.
But Hyundai pulled the plug on ICE N production in Europe in February 2024. If you’re in Europe, stock is drying up fast, and there’s nothing in the UK without going down the approved-used route. Australia, however, continues sales unchanged – lucky Antipodeans. That context reframes this car from a current weapon to a last-of-its-kind internal combustion icon, as Hyundai tells us EVs can deliver all the thrills you’ll ever need.
What are the specs?
Under the bonnet you’ll find a potent 2.0 litre turbocharged four cylinder, delivering 276bhp and 289lb ft of torque. A six-speed manual is standard, with a-six speed dual clutch automatic optional and well executed.
You’ll achieve a low six second sprint to 62mph without trying, and Hyundai quotes 35mpg, though driven hard, low 20s mpg is more realistic. The Continental Pirelli P Zero 19 inch rubber and limited slip differential work in tandem with adaptive dampers across five modes (Eco to N), offering a suspension arsenal as versatile as it is purposeful.
Tech wise, LED headlights and a 10.25-inch sat nav touchscreen with adaptive cruise, autonomous braking, lane keep and sign recognition, all wrapped in the remainder of a five year warranty package, round out a richly specced hot hatch.
How does it drive?
Characterfully wayward and rough around the edges, not least in the way the turbo suddenly arrives on-song like an old Subaru rally car. On a damp road you can accelerate away hard and clean, before spinning the wheels in the mid-range. Do so and you’ll feel the diff tugging the wheel, the axle tramping, the traction control light blinking away like it’s trying to tell you to slow down via Morse code. You know, hot hatch stuff.
In the dry grip levels are good but the rear can be easily provoked to swing round on tight turns by dumping the gas pedal. Understeer isn’t entirely absent if you get on the power mid-bend but the diff works hard to avoid it. Ride is still at the uncompromising end of the scale, however; this is a hatch at the hardcore end of the scale. It looks less wild than the Civic Type R, but in some ways is actually the hairier hatch. It’s very much a larger-than-life kind of hot hatch, and the tweaks haven’t changed that – which is a good thing.
On the track, we found it a good match for long, fast corners – feeling heroically grippy, biting hard on turn-in, and maintaining reassuring chassis balance mid-bend. It’s not a track car for the road in the way the Honda Civic Type R wants to be, but a composed and confidence inspiring thing nonetheless. And a good laugh.
All the while you’re treated to a coarse and angry soundtrack replete with crackles and bangs that wouldn’t feel out of place on a rally stage. Absolutely glorious, old-school, stuff – and something the new car price lists are badly missing.
What about the interior?
Inside, the cabin mirrors Hyundai’s more recent EV-led design polish. The driving position is spot on, the steering wheel chunky and tactile. The dashboard layout is intuitive, with sport seats that hug well and a touchscreen that’s responsive and full featured.
Rear legroom and boot space remain sensible. Five doors and a usable hatch make it an everyday car. Though interior materials and finish can’t match the Civic Type R or Golf GTI, the i30 N’s cabin is neat, durable and purpose led.
Before you buy
Since the i30 N is now out of production in Europe, rivals are a mixed bag of new and used, including the Renault Mégane RS, Toyota GR Yaris, Honda Civic Type R, Ford Focus ST and Cupra Leon. The Civic Type R and Focus ST are the most likely cars to occupy the same shopping lists. Expect to pick up a good approved-used i30 N from around £18k, which represents solidly impressive depreciation from the £24,995 launch price.
Compared with the Honda Civic Type R, the i30 N feels less precise but arguably more playful. The Honda delivers scalpel sharp responses, a more composed ride and a stronger sense of engineering polish, especially at the limit. But it also asks more of the driver and the wallet, with a far higher price. The Hyundai is easier to wring out on the road, delivers instant fun without demanding ten tenths, and wears its rebellious streak proudly.
For an enthusiast craving raw driving feel and drama, the i30 N still stands out, though. Just be sure to weigh up running costs, parts availability (Hyundai promises at least 10 years), and the rise of fast EV alternatives like the Abarth 500e and MG4 XPower.
Verdict
The i30 N arrived as Hyundai’s declaration of intent. An unapologetically fun, unfiltered hot hatch that plays rough and laughs harder. Though production has ended in Europe, its legacy continues wherever buyers still chase petrol-fuelled thrills.
It may lack the precision of similarly-priced secondhand Civic Type R or the sophistication of a used Mégane RS Trophy, but it owns its character. Boomy exhaust, sudden throttle, cheeky oversteer.
Its unvarnished chassis, manual gearbox and BMW M-inspired credentials give it soul in a segment growing increasingly sterile. If you want emotion, grin inducing pace and a bucketload of personality, there’s little else like it.