The Hyundai i30 N Performance is a car that we always welcome in the editorial office with great enthusiasm. Any change regarding this model is something we absolutely need to try out, if only so that we can spend another editorial week with this great car.
This time, Hyundai has prepared two novelties for us, which we must certainly dwell on in the context of this car. The first is the overall modernization of the i30 model, which logically made its way into the sharp "enque" version as well. The second, much more interesting novelty is the presence of an eight-speed dual-clutch N-DCT automatic transmission.
Exterior
The current modernization brought a light facelift to the 30s, mainly in the concept of the front part. It now has lights with integrated daytime running lights in the form of effective light "wedges", and we also have a differently shaped front mask including a bumper. The rear part is not left behind either, offering LED lamps with a new graphic design.
However, here we have a sharp "enka" version, which is noticeably "curlier" than its classic "folk" version. It goes without saying that the shaping of both bumpers is even more pronounced, which do not lack a spectacular red lacquered part.
New are the 19" forged wheels, which reduced the material and thus positively also the weight. In terms of design, I would have preferred the discs before the current modernization, on the other hand, the loss of material brings another advantage, which is the more pronounced application of beautiful red painted brake calipers.
Another significant change is the rear part, which is equipped with new exhaust tips with a significantly larger diameter.
The Hyundai i30 N is still available in both body styles, and I personally still have no idea which version I would prefer. Boot size aside, each one offers a very distinctive approach when dealing with the rear.
As a result, I like both, each in a slightly different way. The fastback underlines the sporty character of the car, the hatchback, on the contrary, plays on the inconspicuous "family" car, which, however, is able to overwhelm the other "racers".
Interior
I always praise the interior of the i30 for its logical layout and good interior ergonomics. The modernized dashboard of the car will offer a new on-board infotainment display with more sophisticated graphics, which we know from new Hyundai models. Its environment thus has a significantly more modern impression, and the response to individual commands has also undergone positive changes.
The interior of the "sharp" N Performance version continues to differ from the regular i30 in several details. The first is the excellent seats with pronounced lateral guidance, which are of course electrically adjustable and heated. There is also a multi-functional steering wheel with a really massive ring, which, in addition to the standard controls for the cruise control, telephone, audio system and on-board computer, also has a pair of special buttons for selecting driving modes. In the case of a novelty machine, we have a new driver activating the NGS (N Grin Shift) function.
The instrument panel is still classic, it still has a pair of analog tachometer and speedometer indicators. Between them is the on-board computer display.
The fastback body will then offer a larger luggage compartment with a volume of 436 liters, which also has significantly better access.
Improved turbocharged two-liter and automatic
Fortunately, the current modernization of the i30 N is not only about the aesthetic aspect, in the case of the most powerful N Performance version, the designers also reached out to the technical side of the car.
The turbocharged two-liter gasoline engine now offers 4 kW more power, along with an increase in torque by 39 Nm. The Hyundai i30 N Performance now offers 206 kW of power (280 hp) and 392 Nm of torque.
The more powerful N Performance engine is now also available with an eight-speed automatic, which complements the classic six-speed manual. In the case of the "enka", it is a sporty dual-clutch automatic that comes with three interesting functions.
The announced functions include the so-called N Power Shift, N Grin Shift and N Track Sense Shift. The first announced N Power Shift enables faster and more intensive shifting when the car is accelerating and the throttle is open more than 90%, the second N Grin Shift allows maximum engine power for 20 seconds thanks to overboost and the third N Track Sense Shift can recognize which race circuit you are currently in and adjust the behavior of your gearbox.
My first introduction to the second announced function was very funny, I get into the car quite unprepared (it's the third time I've been sitting in an Enk, it shouldn't surprise me) and I only discover the NGS button on the multifunction steering wheel after driving a few kilometers. After pressing it, the supercharged two-liter immediately revs up, in my particular case, the automatic downshifts by two gears and a twenty-second countdown begins on the central display. God, what's going on? At that moment, the Enko "bristles" incredibly and will provide you with maximum power accompanied by noticeably sharper shifting.
The eight-speed dual-clutch automatic shifts as expected, i.e. logically, quickly and very smoothly. Its behavior then depends on the selected driving mode. Of course, there is also the option of shifting paddles under the steering wheel, which I really enjoyed after a long time. Manual shifting lets you fall calmly into the limiter, shifting to the next gear, and when the full gas is fully pressed, it is accompanied by an effective "splash" in the exhaust, and downshifting is also very addictive, which is accompanied by an automatic intermediate throttle and, again, a significant soundtrack coming from the exhaust vehicle systems.
Even with the automatic transmission, the I30 N Performance is still a very "mood" car. The difference in its behavior depending on the selected driving mode is really wide. Enko still has the classic ECO, NORMAL and SPORT modes, which you select with the left button on the multifunction steering wheel. The right button then activates the sharp "N" mode and the fully adjustable "CUSTOM" mode. The listed driving modes then have an overlap mainly in engine response, differential operation, exhaust volume, shock absorber settings, power steering settings, electronic stability control settings, etc.
In the case of "enka", I regularly oscillate between the economical ECO mode, which pushes the consumption to 9 liters per 100 km, and the fully adjustable CUSTOM mode (everything for sports except the steering and chassis), with which you will move around 12 liters per 100 km.
The chassis itself also received significant changes as part of the modernization, the replacement of individual components had a very positive effect on its behavior, in both of its extreme positions. The car is thus a bit more comfortable, for example, in an urban environment and just as confident in sharp sports mode. The car also stands out for its decent body rigidity, which is still supported by a spacer between the shock absorbers in the luggage compartment of the Performance variant. The steering is also excellent with a clear response from the wheels, and its characteristics then of course change with the selected driving mode.
The Hyundai i 30N Performance with an automatic transmission has not lost any of its qualities for me in terms of driving impressions. The car continues to have a perfect interplay of engine, transmission, differential, chassis and steering that makes this car a real driver's car to get used to. In the case of the tested machine, then the announced implementation is a little easier.
In conclusion
The modernized Hyundai i30 N Performance is still available at a decent purchase price. You can get the hatchback body version at a promotional price starting at CZK 769,990 including VAT, while the version with the tested automatic transmission is exactly CZK 50,000 more expensive. The tested fastback starts at a special price of CZK 789,990 including tax, and the automatic is available again for exactly CZK 50,000 more.
Just as I don't have a definite favorite in choosing a body variant, I'm not completely clear in choosing a gearbox. Every serious "racer" will most likely go for the manual, but personally I am more drawn to the currently tested automatic. What I value most about the car is its driving versatility, when it can be very fast and fun, on the other hand, very flexible and usable on a daily basis. A perfectly functioning machine then fits this definition really well.
As a result, I probably came to a simple solution, I would like to have two enkas. One in hatchback, one in fastback, one in manual and one in automatic.
Source: Author's text
Image source: Author's own photos
