2025 Hyundai i30 hatch review: Australian first drive

The latest generation of the Hyundai i30 hatch arrived in Australia more than seven years ago – and for 2025, it has been treated to a range of updates inside, out and under the skin.

There should’ve been an all-new i30 hatch in showrooms by now – Hyundai typically launches new models every five or six years – but the boom in SUV sales appears to have placed it on the backburner.

Instead, the South Korean giant has taken the spanner to its popular hatch to keep it fresh for longer, in changes expected to last until it is inevitably replaced by an electric car closer to the end of this decade.

All models in the Hyundai i30 hatch range are now produced in the Czech Republic for Australia – not just the N hot hatch – rather than South Korea.

It means there is a new, more efficient turbocharged engine powering regular models – matched with mild-hybrid tech – but it is now hit with a five per cent import tariff, as Australia does not have a free-trade agreement with Europe as it does with South Korea.

In combination with additional equipment, the cheapest model – now a sporty N Line automatic model – is priced from $36,000 before on-road costs, up $3500 compared to its Korean-made equivalent.

A year ago, the cheapest Hyundai i30 hatch was priced from $24,000 plus on-road costs – or on special for $25,990 drive-away – with a manual transmission, and the days of sub-$20,000 drive-away deals for bare-bones entry models are well behind the i30.

Do the changes go far enough to keep Hyundai’s ageing hatchback competitive with much newer rivals? Let’s find out.

There are initially just two models in the updated i30 hatch range, excluding the flagship N – the N Line, priced from $36,000 plus on-road costs, and the N Line Premium, priced from $41,000 plus on-roads.

The deletion of cheaper variants means the price of entry into the line-up has surged by $12,000, and the new N Line variants still on offer are $3500 to $3700 more expensive than their predecessors. That’s more than likely a mix of the new features, engine change, and import tariff.

On test in this review is the N Line Premium, finished in Shadow Grey metallic paint for a $595 surcharge, bringing the price as seen here to $41,595 plus on-road costs, or $45,885 drive-away in NSW, according to the Hyundai website.

It was not long ago that a $40,000 i30 was the full N hot hatch, not the N Line – but it’s no secret cars are more expensive than they were five years ago, and Hyundai’s competitors have too moved up in price.

Hatchback rivals at the N Line Premium’s price include the Volkswagen Golf R-Line ($42,290), Mazda 3 G25 Astina ($42,470), Toyota Corolla ZR Hybrid ($39,100), Kia Cerato GT ($36,860), and MG 4 Excite 64 electric car ($41,990), all before on-road costs.

Standard features in the base N Line include 18-inch alloy wheels, LED headlights, an 8.0-inch touchscreen with wireless Apple CarPlay/Android Auto, 10.25-inch instrument display, leather-look and suede sports seats, and a full suite of advanced safety tech, including blind-spot monitoring, rear cross-traffic alert and traffic sign recognition.

The N Line Premium adds a power-adjustable driver’s seat, heated front seats, heated steering wheel, panoramic sunroof, a larger 10.25-inch touchscreen, wired Apple CarPlay and Android Auto, satellite navigation and Bluelink phone app support.

The 2025 Hyundai i30 is only fractionally bigger than it was at launch seven years ago – now 4340mm long, 1795mm wide and 1453mm tall on a 2650mm wheelbase – and interior updates are, ultimately, mild for the latest update.

As the likes of the Mazda 3 and Toyota Corolla have moved to sportier, swoopier exterior designs at the cost of interior space, the i30 retains its more conventional shape, which affords good visibility out the front, side and rear.

Changes inside for 2025 are led by a new widescreen digital instrument cluster – which we’ll detail in the next section – plus gloss black trim on the centre console, and extra features for the price.

The switch to European production has introduced new front seats for the N Line, sourced from the hero i30 N hot hatch, which are exceptionally supportive, and trimmed in a supple leather and suede combination – though they are quite tight for larger frames.

N Line Premium variants add heating, power adjustment and two-position memory on the driver’s side, on top of an extendable thigh cushion and four-way power driver lumbar in the regular N Line. Ventilated front seats are no longer available on any model.

For the trainspotters, there’s now a red outline around the engine start button, but the new version ditches the old car’s red seatbelts and air vent surrounds.

The steering wheel is N Line-specific, with small dimensions, soft leather wrapping and red stitching that give it a sporty feel, aided by large paddle shifters, and in the N Line Premium, heating. The gear shifter is also N branded with red highlights.

The plastic around the gear selector is now gloss black, and looks better than the old matte finish when clean and brand-new, but even in this test car with just 2000km on the odometer, it has already been marked and is covered in dust.

While Hyundai’s small hatch has learned a few new tricks inside, there’s no hiding its age. The cabin is almost all black, and it lacks the bright screens and more contemporary switchgear of newer Hyundai cars.

Happily, that means there are traditional buttons and dials for the air-conditioning controls, as well as the volume. They are much easier to use than burying these features in the touchscreen, although there are some fiddly touch-sensitive shortcuts under said screen.

Leather-like materials are used on the armrests, and tops of the dashboard and door panels, but there is some obvious hard plastic on the middle of the passenger-side dashboard where rivals would place a contrasting material or a softer finish.

Amenities inside the N Line Premium include a panoramic glass roof with an electric sunblind and opening front section, a wireless phone charger, one USB-A and one USB-C port, one 12-volt socket, keyless entry and start, dual-zone climate control, and auto-dimming rear-view mirror.

There is more than enough storage space, with two cupholders, modestly sized centre console storage box and glovebox, deep door pockets with cutouts for bottles, and slots around the gear shifter for phones, keys, wallets and sunglasses.

Space in the rear for taller passengers is not as accommodating as newer rivals. At 186cm (6ft 1in) tall, my knees touch the driver’s seatback when it’s set in my preferred position, while my head hits the sunroof frame, and toe room is limited with the front seat sets low.

Shorter rear passengers sitting behind a shorter driver will have an easier time, as would those in the back of the regular N Line, which lacks the Premium’s sunroof that eats into head room.

There are finally power outlets for rear occupants – two USB-C ports, to be precise – joining air vents, nets on the front seatbacks, door pockets with bottle slots, a fold-down centre armrest with cupholders, three top-tether points, and two ISOFIX anchors.

The boot claims the same 395-litre capacity as the previous Korean-made N Line – which is now one of the larger boots in the small-car class – with ample space for a full-sized suitcase, as well as smaller hard and soft-shell bags.

But the space-saver spare wheel has been deleted for the European-made version, replaced by the battery for the mild-hybrid system – and a puncture repair kit in a small underfloor storage space.

It’s otherwise a practical boot, with a 12-volt power socket, LED light, bag hooks, and four tie-down points on the non-adjustable boot floor. The rear seats fold 60:40 for more space.

Standard in the i30 N Line Premium hatch is a 10.25-inch infotainment touchscreen with wired Apple CarPlay and Android Auto, satellite navigation, AM, FM and digital DAB radio, Bluetooth, and voice control.

The infotainment software is starting to feel its age compared to Hyundai’s latest models such as the Kona and Santa Fe, and it’s not the last word in response times, but it is easy to use once you learn its menus, and fast enough for all but the most tech-savvy users.

The N Line Premium’s inclusion of satellite navigation means it lacks wireless Apple CarPlay and Android Auto, due to what was understood to be an unusual quarrel between Hyundai and one of the two smartphone software suppliers.

Newer Hyundai models have resolved this – and offer wireless connectivity with in-built satellite navigation – but the N Line Premium misses out due to its older software. It’s specific to this variant, as the base N Line offers wireless connectivity on its 8.0-inch screen due to a lack of satellite navigation.

It is an annoying omission in 2024, but we would prefer the security of a cabled connection given we have previously experienced repeated wireless CarPlay and Android Auto drop-outs on the smaller screen in older i30s. We’ve yet to test the new base N Line to confirm if this is still the case.

The new 10.25-inch instrument display looks more modern and high-tech than the previous 7.0-inch screen, and is easy to navigate, though it doesn’t offer much customisation beyond different trip computer screens and the colour of the digital dials.

The N Line Premium offers five years of free access to Hyundai’s Bluelink connected smartphone app, with features such as vehicle tracking, fuel and diagnostics information, an SOS call function, and remote control of the locks, windows and air conditioning.

The six-speaker unbranded sound system in both N Line variants delivers acceptable punch, but it won’t excite true fans of music – especially compared to the Harman Kardon stereo in a VW Golf.

The Hyundai i30 hatch is covered by a five-star ANCAP rating, but it is based on testing of the Korean-made model conducted in 2017, under far less stringent protocols than those in place today.

The score is so old, it is due to expire after 31 December 2024, unless Hyundai elects to submit the i30 hatch for retesting.

The updates for the i30 hatch for model year 2025 have extended to safety technology.

New are blind-spot monitoring and rear cross-traffic alert – both capable of detecting and braking for obstacles – which were present on regular versions of the old i30 hatch, but not the N Line.

Traffic sign recognition has also been added, along with a rear occupant alert to warn the driver of kids or pets left in the back seats when the car is turned off, multi-collision braking that applies the brakes after a crash to prevent secondary impacts, and a more advanced autonomous emergency braking system with intersection awareness.

The adaptive cruise control and lane-centring assist systems combine for what is now known as Highway Driving Assist in the N Line Premium, and it works brilliantly, assertively holding the centre of the lane and taking much of the stress out of long highway drives.

The regular lane-keep assist system – designed to prevent the car from leaving its lane – may be too aggressive and overeager for some drivers, and usually accompanies its intervention with a loud triple-beep, which can get annoying.

Our biggest gripe with the safety technology is the traffic sign recognition tech, which as with other new Hyundai vehicles, includes an overspeed alert that beeps at the driver when the vehicle has exceeded the speed limit it has detected.

Much like other systems of its kind, it is prone to misreading signs, such as detecting the speed limit on an off-ramp while the car is still travelling on the motorway at a much higher speed, or being hit-and-miss in correctly reading the hours on some school-zone signs, but missing them on others.

Fortunately, the infotainment menu to turn the alerts off can be mapped to the star buttons on the steering wheel – or under the touchscreen – and there is an intermediate setting that lets drivers retain the visual speed limit alert on the dashboard while disabling the chime.

Other Hyundai cars with newer infotainment systems will soon allow drivers to disable the speed limit chime by holding down the mute button on the steering wheel, but this is yet to apply to the i30 N Line Premium hatch and its older infotainment software.

The Hyundai i30 hatch is covered by the same five-year/unlimited-kilometre warranty as the rest of the South Korean car maker’s range.

The logbook calls for maintenance every 12 months or 10,000km, whichever comes first.

This is shorter than the industry standard of 12 months or 15,000km, and may not suit buyers who intend to cover long distances, but the lower distance cap is common for turbocharged petrol cars sold by Hyundai and Kia.

Three years/30,000km of servicing at a Hyundai dealer is quoted as $1095, while five years/50,000km is $1795.

For context, five years/75,000km of servicing is quoted as $1225 for a Toyota Corolla ZR Hybrid hatch, $2235 for a Mazda 3 G25 Astina hatch, and $3471 for a Volkswagen Golf R-Line. Note that all of these models have longer distance intervals than the i30.

A year of comprehensive insurance coverage with a leading provider is quoted as $1923, based on a comparative quote for a 35-year-old male living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.

For context, the same insurance provider and quote parameters return $1819 for the Corolla, $1607 for the Mazda 3 and $1509 for the Golf, in the model grades mentioned above.

The i30 is a brand-new model, so that may be a factor in why it is so expensive to insure against its peers.

Hyundai claims fuel consumption of 5.6 litres per 100 kilometres in mixed driving for the updated i30 N Line – a significant improvement on the previous 2.0-litre non-turbo automatic’s 7.4L/100km, and 1.6-litre turbo N Line’s 7.1L/100km – with figures of 5.0L/100km and 6.6L/100km quoted for extra-urban and urban driving respectively.

Over more than 1000km of city, highway, open country road and performance testing, the car’s trip computer displayed 7.0L/100km, as verified at the fuel bowser.

That is a fair way off the claimed combined figure, but thanks to the mild-hybrid system, we could beat the 5.0L/100km highway claim on flowing 60–80km/h extra-urban roads with few traffic lights – and returned 5.0 to 6.0L/100km on 110km/h freeways.

In urban areas, we saw consumption in the 7.0 to 8.0L/100km range, while stop-start city traffic saw fuel use shoot up to 9.0L/100km or more.

In short – the new 1.5-litre mild-hybrid engine makes for the most efficient i30 hatch yet, but the fuel consumption you see will depend more heavily than usual on the type of driving you do.

Unusually for a modern Europe-focused engine, the i30 N Line can run on 91-octane regular unleaded petrol. The 50-litre fuel tank will deliver a projected city fuel range of about 600km, or 900km to 1000km on the motorway.

The new i30 N Line turns, stops and rides much like the previous version, but it has lost the straight-line performance sparkle of its predecessor.

The new 1.5-litre turbo four-cylinder engine isn’t far off the old 1.6-litre turbo on torque – 253Nm vs 265Nm – but at 117kW, it’s well down on the previous car’s 150kW.

On our VBox satellite timing equipment, the new model accelerated from 0–100km/h in a repeatable 8.2 seconds – about a second slower than the 1.6-litre N Line.

Turbocharging means there is more than enough performance for around-town driving – as well as highway overtakes – and it feels more effortless than the 2.0-litre non-turbo engine previously fitted to regular, non-N Line i30 hatchbacks, but on a winding road, the old N Line will leave the new one behind.

The seven-speed dual-clutch transmission continues to have a few rough edges, with some hesitation at low speeds, and a delay between drive to reverse gears, but on the move it shifts quickly enough, albeit not a match for the eight-speed auto in the i30 N and other Hyundai cars.

It is not a full hybrid like a Toyota Corolla, and the wheels cannot be driven on electric power alone, nor is there any appreciable boost in performance with the electric motor assisting the petrol engine.

But it does enable an auto engine stop-start system that’s quick to respond once the traffic lights turn green, and turns off the engine while you’re still braking, at speeds below 30km/h.

In Eco mode, with the driver’s foot off the accelerator pedal, the mild-hybrid system will also turn off the engine completely to let the car free-wheel and save fuel. It’s smooth in its operation, and there’s little vibration or noise when the engine re-activates on even the smallest touch of the accelerator pedal.

It is a shame the engine-off coasting feature doesn’t activate in Normal mode, as throttle response at low speeds in Eco mode is (by design, given its name) lazy.

Where the i30 N Line continues to excel is in its handling. The suspension is firm around town, but not uncomfortably so, and it translates to little body roll and a tied-down feel on country roads.

Combined with grippy Michelin Pilot Sport 4 tyres, direct steering and body-hugging sports seats, it’s fun to drive on twisty tarmac – albeit without as much power to back it up as we’d like.

Braking performance in an emergency situation is superb, pulling up from 100km/h to zero in 35.4 metres on our first attempt. We were so surprised by the figure we let the brakes cool down and tried again, only to improve even further, recording a sports car-like 34.9m.

That is likely thanks to the Michelin tyres, as the brake discs have been downsized – from 305mm front and 280mm rear to 288mm front and 272mm rear. The brake pedal is quite firm when the discs are cool, which will appeal to some, but not to others.

Other complaints are relatively minor: in Sport mode, the steering is a little too heavy for our tastes, and the gearbox doesn’t always respond to the driver’s request for a downshift.

There is also a lot of tyre roar on coarse-chip surfaces – which can be drowned out by the stereo – though wind noise is well suppressed.

The Hyundai i30 N Line claims towing capacities of 1000kg braked and 500kg unbraked, with a 75kg towball weight.

It quotes a payload – the maximum weight of passengers and cargo the vehicle can carry before it is deemed to be overloaded – of 431kg, which is nearly enough for five average-mass occupants, or four people plus luggage.

Overloading the vehicle exposes the driver to fines – or could see insurance claims denied in the event of a crash – if the car is found to have exceeded its gross vehicle mass (GVM), which for the i30 N Line Premium is 1870kg.

To write off the updated i30 N Line as simply a slower and more expensive version of its predecessor would do it a disservice, because Hyundai’s venerable hatchback remains a well-rounded, likeable and fun-to-drive small car.

It’s reasonably roomy enough inside, the boot is big, it has plenty of the latest mod-cons without drowning buyers in too much technology, it has the handling to back up the N Line badge, and the new 1.5-litre turbo mild-hybrid engine does deliver a fuel saving.

It has taken steps back in some areas – the 1.5-litre engine lacks the performance edge of the outgoing 1.6-litre unit, it’s more expensive to buy, and there’s no more spare wheel – not to mention the interior design is feeling its age against newer rivals.

But if you’re after a small hatchback that makes you feel a little bit special without splashing thousands of dollars more on a full hot hatch, the Hyundai i30 N Line is worth a look.

A Hyundai Australia spokesperson told Drive in mid-September 2024 that there are currently about 1000 new i30 hatchbacks in stock around Australia, with a further 300 on ships headed for local ports.

If your budget stretches far enough, we would recommend the top-of-the-range N Line Premium over the base N Line, as we feel the cheaper model is lacking in equipment at its price, and the additional features are worth the $5000 up-charge.

The next step on your purchase journey should be to contact your nearest Hyundai dealer – find their details at this link – to check stock levels near you. You can also find Hyundais for sale on Drive Marketplace.

We recommend taking a test drive before signing on the dotted line, as your tastes and needs may differ. It’s also worth checking out and test-driving the Volkswagen Golf, as it is the reigning Drive Car of the Year Best Urban Car under $50K, as well as the Mazda 3 and Toyota Corolla, as they are worthy rivals.

To stay updated with everything that's happened to this car since our review, you'll find all the latest news here.