HYUNDAI Motor Company Australia (HMCA) has significantly reduced pricing across its Kona Electric and Ioniq 5 model ranges, slashing manufacturer list prices by $8000 as part of a broader push to boost the appeal of its battery-electric vehicle line-up.

 

The revised pricing, effective immediately, sees the Kona Electric range start from $46,000 + ORC while the larger Ioniq 5 now opens at $68,200 + ORC.

 

Pricing of the performance-focused Ioniq 5 N remains unaffected by the changes.

 

The move comes on top of Hyundai’s previously announced End of Financial Year (EOFY) offers covering a range of petrol and hybrid models, as well as finance incentives.

 

A key change to the Kona Electric range is the introduction of a new Elite grade, creating a three-tier line-up that more closely mirrors the structure of the petrol and hybrid Kona family.

 

The revised range now consists of Standard Range, Elite, and Premium variants, broadening customer choice while lowering the entry point to Hyundai’s small electric SUV.

 

Hyundai says the pricing adjustments are accompanied by minor specification revisions across both the Kona Electric and Ioniq 5 line-ups.

 

For the Ioniq 5 range, the Premium N Line variant now receives leather sports seats featuring N logos in place of the previously fitted suede upholstery.

 

The updated Ioniq 5 line-up continues to offer Hyundai’s E-GMP dedicated EV architecture, ultra-fast charging capability and vehicle-to-load functionality, while the lower pricing brings the medium-sized electric SUV closer to key rivals in the increasingly competitive EV segment.

 

The revised Kona Electric and Ioniq 5 ranges are available to order now, with dealer arrivals commencing this month.

 

HMCA chief operating officer Gavin Donaldson said the repositioned pricing strengthened the appeal of the brand’s expanding electrified vehicle portfolio.

 

“With a diverse portfolio spanning light, small, medium and large SUVs, our award-winning EV line-up has never been more appealing, offering even better value and choice to Australian buyers,” he said.

 

The pricing overhaul follows a period of intensifying competition in Australia’s EV market, where manufacturers continue to adjust pricing and specifications in response to growing consumer choice and softer demand conditions.

Overview

 

HYUNDAI’S Santa Fe large segment SUV has been available for a couple of years now attracting reasonable sales considering the polarising bread van appearance and high standard of competition.

 

The base model Santa Fe all-wheel drive hybrid (tested) goes for a not insignificant $60,650 plus on-road costs, and is up against a few direct competitors in Toyota’s Kluger from $62,410 + ORC and the Kia Sorento S from $59,630 + ORC.

 

A swag of Chinese alternatives is also available across HEV and PHEV powertrains at similar or less money.

 

Power comes from Hyundai’s ubiquitous 1.6-litre four-cylinder SmartStream direct injected and turbocharged petrol engine and (44.2kW) electric motor hybrid driveline offering 172kW and 367Nm of total system output. Battery storage is listed at 1.49kWh.

 

The combination drives the wheels via a conventional six-speed automatic transmission with torque vectoring via what Hyundai calls eMotion Drive optimising grip/traction.

 

Now in its sixth generation, Santa Fe has plenty of appeal with the seven-seat base model tested a good choice for family of five especially if they need plenty of cargo space (up to 1949 litres) and don’t require the third row.

 

Further boosting practicality are fold flat second and third row seats.

 

The generously proportioned petrol/electric all-wheel drive Santa Fe base model driven is replete with front, side and rear parking sensors plus a 360-degree camera system, rain-sensing wipers, rear occupant alert, adaptive cruise control, and much more.

 

Upholstery is a serviceable cloth material, and the front seats are heated.

 

The dash is dominated by a 12.3-inch digital instrument cluster and 12.3-inch multimedia array with media system highlights including DAB+ digital radio reception, wireless Apple CarPlay, Android Auto and Bluetooth connectivity.

 

Dual-zone climate control with dedicated third row fan control is operated using a 6.6-inch touch display, the driver’s seat has power adjustment, keyless entry is included with push-button start, and all four windows have auto up/down.

 

The vehicle functions can be accessed via Hyundai’s Bluelink smartphone app which enables over-the-air updates for major vehicle systems. Also standard is a single wireless phone charger.

 

Hyundai Bluelink connected car services is complimentary for five years.

 

Exterior highlights include 20-inch alloy wheels, LED taillights, and ‘Hyper silver’ grille finish. Cladding is black plastic while the grille is a silver tone.

 

Standard safety equipment is generous across the new Santa Fe range, including 10 airbags and a comprehensive list of Hyundai’s SmartSense active safety technologies.

 

These include forward collision avoidance with junction turning and crossing features, lane change and keeping functions, driver steering assist and auto evasive steering assist, blind-spot view and collision avoidance, safe exit assist, speed limit assist, driver attention warning, high beam assist, adaptive cruise control, rear cross-traffic alert, and rear occupant reminder.

 

Four ISOFIX and five top-tether child seat mounts are included.

 

The Hyundai Santa Fe is backed by a conditional seven-year/unlimited-kilometre warranty and eight-year/160,000km high voltage battery warranty.

 

Driving Impressions

 

Styling appreciation is a subjective thing and, in our case, we are not fans of the boxy Santa Fe particularly the rear treatment that seems to slope up and out from the bumper, exacerbated by low tail-lights that are a further jarring note in our opinion.

 

The use of H branded lights front and rear is a little bit twee we think and the wheel design could do with revision (Ed: we know that a revision is on its way soon).

 

It’s not all bad as the square front has a purposeful, commercial vehicle vibe and Hyundai has dressed up the body with sundry hardware such as roof rails and subtle wheel arch trims to lift its appearance.

 

Hopefully the next Santa Fe addresses the bread van looks of this one and also hopefully it doesn’t follow Kia down the path of polarising (some would say ugly) car design.

 

We’d like to see a rethink of the drive by wire gear selector that clutters the right side of the steering wheel and the heavily screen based menu controls are at times annoying, potentially distracting.

 

On test we only experienced about half a dozen Bluetooth dropouts.

 

We like the big comfy seats in the front, less so the middle and rear pews which are of necessity smaller, but they fold flat into the floor which is a bonus.

 

Other aspects of the stylish interior are first rate – the varied fascia material and colours, uncluttered horizontal planes and the two wireless phone chargers stand out. Though wide, the screens aren’t too big, and a smattering of analogue buttons access often used functions.

 

We couldn’t care less about gimmicks like the UV steriliser or the ambient mood lighting, but the bi-directional console lid and gesture tailgate are handy.

 

Being the base model dictates cloth upholstery which is OK by us as it’s easy to clean, comfortable to sit on, means you don’t get burnt on hot days and looks pretty good into the bargain.

 

The dual-zone climate control is efficient across all three rows and the Bose audio is a cracker.

 

As expected, the car’s ADAS was intrusive and distracting and a pain to turn off at each restart.

 

The auto high beam had a mind of its own, the driver distraction monitor was just that and the active lane keeping a continual source of annoyance… among other things.

 

It makes you wonder how much longer do we have to deal with overbearing and over sensitive, potentially dangerous alleged ADAS?

 

Though we are possibly diesel dinosaurs when it comes to utes and SUVs, the petrol-electric hybrid Santa Fe is a decent alternative if you don’t require a 3500kg towing capacity as it maxes out at 2000kg.

 

The feel from behind the wheel is similar to a turbodiesel but smoother as the Santa Fe’s driveline kicks out plenty of torque from low in the rev range with the added benefit of spinning out to higher revs than an oiler.

 

Though portly at two tonnes, the Santa Fe hybrid delivers decent performance across the spectrum of driving environments, tootling happily around town using little or no fuel, spinning up to highway speed in a blink and cruising at high speed with minimal intrusion by way of NVH.

 

Acceleration off the mark is quick and with both power sources working in unison, the Santa Fe may accurately be described as fleet footed.

 

Dynamically, the strut/multi-link suspension does a capable job of stabilising the weighty Santa Fe eliciting tidy, relatively flat cornering, supple bump absorption without deflection and responsive steering (for a family wagon). The premium tyres offer excellent grip and braking is strong.

 

In our pothole strewn suburb, the Santa Fe proved to be a handy tool dodging endless divots or occasionally soaking them up.

 

Though purportedly capable of off-road driving, we would suggest that be restricted to dirt roads in the Santa Fe at which it is a good thing.

 

It has three mode regenerative brakes that function as one pedal driving for much of the time saving fuel into the bargain.

 

Sipping cheaper 91 RON fuel is a bonus (as it’s about 50 cents a litre less than diesel at the time of writing) and during our stint with the Santa Fe we averaged about 6.5 litres per 100km giving a potential 1000km range from the 67-litre tank.

 

We like the Santa Fe from a driver’s seat perspective as it goes well, has decent dynamics for a porky family carryall, is relatively frugal and offers oodles of room – and you don’t have to plug it in for a measly 100km or less electric driving.

 

It’s a great get-in-and-go proposition, easily passing the Sydney to Dubbo non-stop test. A shame, then, it won’t win a beauty prize anytime soon.

 

The biggest car news and reviews, no BS

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Welcome to The Downshift, or TDS for short, The Drive’s morning news roundup serving up the biggest automotive headlines from across the globe.

The Downshift gets you up to speed with quick recaps of stories, fit with links for those who want to dive deeper into the news. Here’s your bulletin for Tuesday, June 2, 2026.

Hyundai has announced its May sales figures, and while overall sales have increased by 3% against May 2025, the biggest story is that the company sold 39% more Sonatas compared to that same period one year ago—8,456 examples, versus 6,082. It echoes similar gains for the Toyota Camry and Honda Accord, as sedans are showing signs of life again in the U.S. [Hyundai]

Toyota has given the GR86 a slight update with improved throttle calibration, shifter feel, and new interior trim options. [Toyota]

United Auto Workers at GM’s axle plant in Three Rivers, Michigan, ​owned by Dauch Corp, walked off the job on Monday. According to individuals said to be familiar with the matter, the company has about two weeks of axle inventory currently on hand. [Reuters]

Ferrari CEO Benedetto Vigna backed up the decision to offer the Luce in an interview, saying, “There are clients that are telling us, ‘I will become your client if and only if you have an electric traction car. Otherwise, I will not take an [internal-combustion vehicle] because I have to be consistent with the messaging that I’m giving to my son and my daughter.’” The chief executive also restated a commitment to support a diversity of powertrains, and that Ferrari will never offer a Level 3+ autonomous car. [Drive]

The Mazda MX-5 Miata has received a new color called “Zinc Green,” which barely qualifies as green and is so flat and gray that it’d be more at home on a Bronco. [Mazda]

Mini is reportedly reintroducing dual exhaust tips and adding more quirky colors to its repertoire in an effort to “get back to how it was launched in the U.S,.” in the words of one dealer that attended a BMW retailer meeting last month. [BMW Blog]

BYD’s sales finally rose for the first time in nine months in May, up precisely 0.3% from the same period one year earlier. [Bloomberg]

Foxtron—the EV-making arm of Foxconn, the electronics manufacturing giant best known for making iPhones—has announced a Tesla Model Y rival powered by an LFP battery pack that looks a little more minivan than SUV. It’ll go on sale first in Taiwan. [InsideEVs]

Got a tip or feedback for TDS? Let us know at tips@thedrive.com

South Korea car maker Hyundai has officially launched and priced its latest performance EV – the Ioniq 6 N – which it says is first ever car from the brand, electric or fossil, that has been equipped with “full wings” to keep it stable on and off the track.

The Ioniq 6 N is now able to be ordered at a single variant price of $115,000 before on roads, with some changes depending on the chosen colour, and a free sunroof “delete”, which might be advisable if the owner thinks they will want to spend a lot of time wearing a helmet on the track.

The N series is a critical part of Hyundai’s plans to help its loyal customers – and others – make the transition from petrol and diesel options to full electric drivetrains. Now is the right time: the company says one in five buying queries in Australia have been focused on its electric lineup, particularly since Middle East war caused fuel prices to surge.

The Ioniq 6 electric sedan distinguished itself at its launch a few years ago by NOT looking like a Hyundai, and featured interesting lines that might not have been out of place in late 20th century Italian sports cars.

It quickly found a niche and has sold more than 1,200 units in Australia to date. Now the Ioniq 6 has been upgraded as an “ultra-high performance” vehicle, complete with a full “swan-neck rear wing” – Hyundai says it is the first of its cars to have one – and even elective engine noises.

“The Ioniq 6 N is the latest expression of Hyundai’s commitment to raising the bar in high performance EVs,” said Hyundai Australia’s chief operating officer Gavin Donaldson.

He says it brings together “exhilarating agility, driver engagement and everyday practicality in a compelling sports sedan.”

The importance of the performance model is reflected in its experience with the highly regarded Ioniq 5, its electric SUV, which sold 3,375 units from 2022 to 2026.

Since the launch of its own N version in 2024, nearly one in five sales have been for the performance version: The standard Ioniq 5 has sold 1,364 units, with the Ioniq 5 N attracting 308 buyers.

Hyundai says the N series has a “three pillar” philosophy that it divides into Corner Rascal, Racetrack Capability and Everyday Sportswear. It has required significant upgrades on the standard Ioniq 6 offering.

These include wide fenders and other aerodynamic additions that deliver a relatively low 0.274 co-efficient of drag. Body rigidity is optimised through additional weld points, increased application of structural adhesives, and additional reinforcements.

It also features an advanced braking system, intelligent controls to support both daily driving and track  use, while maximising energy recovery.

Inside the cabin are N lightweight sports seats, an exclusive N Pasubio steering wheel featuring customisable N1/N2 buttons, N-exclusive metal pedals, and an N knee support pad.

The Ioniq 6 produces 478kW and 770Nm, accelerating from 0 to 100 km/h in 3.2 seconds (using N Launch Control). It features an 84 kWh battery that delivers WLTP range of 487 km.

South Korea car giant Hyundai says it has experienced a massive surge in interest in electric vehicles, which now account for 20 per cent of its order volume, up from 3 per cent before the fuel supply crisis emerged after the breakout of the latest Middle East war.

The company says it has seen a more than four-fold increase in EV orders in March – up to 1,037 from 228 in February – with the Kona EV and the newly released Elexio leading the way.

“EVs now account for 20% of our volume – previously we were at less than 3%,” said Hyundai Motor Company Australia director of sales, David Rodda. “We are planning for a 70% increase in EV orders for the second quarter over Q1.”

Rodda says Hyundai Australia has  secured a 158% supply increase of EVs for quarter two to meet this unprecedented level of demand, and these vehicles will start to arrive from May. It is confident the increased supply can continue for the rest of the year.

Hyundai says it has a supply of 1,226 Kona EVs for the second quarter, up from 305 in the March quarter, and also has 1,180 of the new Elexio EVs, up from 750 in the first quarter. Wait times are several months.

It is also increasing its supply of the small Inster (to 255 from 84), and the Ioniq 5 (to 150 from 96). It says the order level in March and April is triple the level of January and February for the Kona, Inster and Ioniq 5, and more than 10-fold for the Elexio.

Hyundai also provided this week by week data of its order numbers, showing the surge in interest in the 3rd and 4th week of March.

Hyundai says it expects to boost order with the release of the Ioniq 3 hatch early next year and the Staria commercial van later this year. It is also seeing a strong interest in hybrid orders, which rose to 3,966 in March from 3,049 in February, and accounted for a record 57 per cent of total orders in March.

See The Driven’s detailed EV sales data here: Australian electric vehicle sales by month in 2026; by model and by brand

Sign up for The Driven’s free daily newsletter by going to the button on the bottom right of the website’s home page at www.thedriven.io

Overview

 

EVERYTHING’S going up. Sticker shock for new cars is getting as overwhelming as the shock motorists are getting slapped with when refuelling at the bowser.

 

Despite a competitive new-car market, car prices are still moving up and brands are stretching out their model range from light cars through to SUVs and 4WDs.

 

Into this, Hyundai, once the maker of ‘cheap and cheerful’ cars, has launched its most expensive model – ever – and it’s neither a 4WD nor a luxury saloon. It’s a, umm, SUV. I think. Perhaps it’s a people mover.

 

Whatever, the Ioniq 9 is now the biggest electric model from Hyundai and also the most expensive with a Euro-beating $119,750 (plus costs) starter in its single-variant Calligraphy grade.

 

If you want the six-seat version – which inserts two swivelling captain seats in the second row instead of a bench – then add $2000 to that and if you want the digital (camera) side viewers (previously known as mirrors), add another $3000. That’s $124,750 plus on-road costs. In addition, any other paint colour (except white) will set you back up to $1000.

 

That’s the bad news out of the way because the rest of the big Ioniq 9 – the follow-up to the Ioniq 5, 5N, and 6 – is very impressive in its role at anything starting from a commuter to a long-distance tourer to a shopping trolley, big family bus and even a cargo hauler.

 

The Ioniq 9 has a five-star ANCAP rating with the main points being the 84 per cent adult occupant; 86 per cent child occupant; and 85 per cent for the safety assist category.

 

Included in its safety inventory are 10 airbags (including head airbags through to the third row); autonomous emergency braking (AEB) including bicycle, motorcycle, pedestrian and intersection monitor; adaptive cruise with stop and go; blind spot monitor with side cameras; rear cross-traffic alert; 36-degree cameras; lane keeping, assist and following; driver attention warning; road sign recognition; active pop-up bonnet (for pedestrian safety);

 

The view monitor side cameras, also fitted to some other Hyundai and Kia models, is a great safety feature that is triggered by the indicator switch and shows views to the rear down the side of the vehicle, picking up pedestrians, other vehicles and obstacles including curbs, low fences and walls.

 

There’s also connected car safety features including eCall. The car gets breakdown help thanks to the complimentary five-year Bluelink subscription.

 

It is very practical and really doesn’t become all things to all owners. Even moving from dropping kids off at school to taking the bicycles to a trail in the hills is as simple as opening the (electric) side doors or tailgate and loading.

 

So in effect, it’s more than one car. It will do the things most wagons, sedans, utes and vans can do, and probably add in some light off-road work thanks to its all-wheel drive layout.

 

As an EV it will steer clear of those nasty people bowsers and will go as far as 600km on a charge, says Hyundai, while cossetting occupants in Bose audio sound, on massaging and heated seats (front) and in relative silence because of clever acoustic glass, active noise cancelling, lots of sound deadening and all the inherent smoothness and hushed operation of the electric motors.

 

The Ioniq 9 has a five-year, unlimited warranty but if you keep the car serviced at a Hyundai dealer, that goes to seven years. The battery has an eight-year, 160,000km warranty.

 

Hyundai also offers roadside assistance for life, again if the car is serviced at Hyundai.

 

Ownership costs are also reduced as it gets a long service interval of 24 months or 30,000km (whichever comes first) which costs $668 for two years (one service) and $1361 for four years.

 

 

Driving Impressions

 

 

The Ioniq 9 is big, physically a large chamfered rectangle that shares some lines with the Santa Fe and Palisade, but has sufficient identity to make it stand out on the road.

 

Those dimensions – 5m long, 2m wide and 1.8m high – and the wide 12.5m turning circle require driver patience and acute selective powers to find a suitable parking bay, including your home garage.

 

You also need to become cognisant of narrow roads, congested traffic and narrow laneways.

 

The weight – a hefty 2744kg – also affects handling. While the ride is comfortable on smooth and straight roads, the Ioniq 9 isn’t a vehicle to be hustled through the bends.

 

It has plenty of grip but driver exuberance will induce body roll through the bends and possibly a few words of complaint from the occupants.

 

It also tends to ride firmly on irregular bitumen roads, but not to the point of being too uncomfortable.

 

In all other respects, the Ioniq 9 drives so smoothly and quietly that it’s got to be one of the most relaxed driver cars on the market.

 

The cabin is open, clean, bright (pastel colours everywhere) and has controls that are logical, well placed and thankfully minimal touchscreen commands, with Hyundai including manual buttons for high-frequency functions such as HVAC.

 

Like a loungeroom, the seating room is spacious and the driving position is excellent with a wide view through the glass that is enhanced by the 360-degree camera and side-view monitors.

 

I’m not overly sure about the rear-view ‘mirrors”. These digital cameras relay the background via wide monitors at the bottom of the windscreen pillars. It’s effective, clear and the image in poor light conditions is very good, but conventional mirrors are smaller, lighter, take up less space and lack complexity. And mirrors don’t add $3000 to the price of the car.

 

The Ioniq 9 carries over Hyundai’s wide-screen monitors, with two 12.3-inch glass screens side-by-side for driver (right) and infotainment (centre) functions. As mentioned, the high-frequency buttons are manual while diving into the screen will produce other controls.

 

Standard is a Bose audio with 14 speakers, with Apple Carplay (wireless) and Android Auto (wired) and Bluelink connected services access and over-the-air software updates. There’s also five USB fast-charge outlets and a wireless charging pad.

 

I’m not putting Bose down but the Ioniq 9’s sticker price could suggest that it has a more upmarket sound system, such as Harman Kardon or Bowers and Wilkins.

 

This is the first Hyundai model in Australia with ‘Digital Key 2’, a smartphone-operated system that can remotely access and switch on functions including door locks.

 

Getting all this around is a powerplant of two electric motors, each 157kW (so 314kW in total) with a meaty 700Nm that makes small work of the car’s near-2.8 tonnes.

 

Disregard the figures. On the road the Ioniq 9 shrugs off its mass by being very rapid, able to sprint to 100km/h from rest in a smart 5.2 seconds to reach a very smooth and almost imperceptible 100km/h cruising speed.

 

Hyundai claims 600km as a range (test was showing 582km) which is pretty pain free and makes for a decent trip. The 110kWh battery can charge from 10 per cent to 80 per cent in a claimed 24 minutes (350DC charger) or 49 minutes (50DC).

 

The electric boot lid opens for 338 litres of cargo (third seat up) or 908 litres (second row collapsed) to a total of 2410 litres with rows two and three down. There’s no spare wheel with Hyundai supplying a tyre repair kit.

 

Overall and given a deep wallet, the Ioniq 9 Calligraphy really is a good thing.

 

 

 

Overview

 

ELECTRIC performance cars can quickly make you forget that there’s more than just velocity that captivates your emotions.

 

They’re exhilaratingly quick, eerily quiet and have a powertrain so smooth that it insulates almost completely the driver from the under-bonnet action.

 

Which is why, diametrically, Hyundai’s i30N Premium auto sedan tested ($53,000 + ORC) is such a breath of fresh air.

 

This thing barks. From morning start up to being garaged in the evening, it’s a thoroughly fun piece of mobility that puts a smile on the face and through its exhaust burble and mechanical symphony, makes it a joy to drive to work.

 

It competes with other sporty sedans including the Audi A3 quattro ($65,800 plus costs); Mazda3 2.5 ($43,310 plus costs); and Subaru WRX which is $50,690 plus costs for the automatic. Buyers probably couldn’t pass over the Golf GTI ($59,890 plus costs) even though it’s a hatch.

 

But in sedan-land, only the AWD Sooby WRX can share the kick.

 

Power comes from a turbocharged 2.0-litre petrol four cylinder rated at 206kW (213kW on over boost) with 392Nm of torque driving the front wheels in the test cars case via an eight-speed dual wet clutch transmission.

 

 

The 0-100km/h sprint passes in a claimed 5.3 seconds with premium unleaded disappearing from the tank at a combined average of a claimed 8.5-litres/100km.

 

On the safety front, the i30 hasn’t had a crash test since 2017 when it was rated as a five-star car. The dated result can’t really be applied to rival sedans in today’s market.

 

However, the i30 has a decent safety kit, starting with seven airbags (one for the driver’s knees), autonomous emergency braking, blind-spot monitor, lane departure warning, lane keeping and lane follow, rear cross-traffic alert, and seatbelt warnings.

 

Included in the recent upgrade is the addition of forward collision avoidance for cyclists and a speed sign recognition program which, unfortunately, missed out on Hyundai’s much-appreciated over-ride feature that allows the driver to manually cancel the warning beeps.

 

It has a reverse camera but doesn’t have the 360-degree monitor that’s now fitted to most cars. It also misses out on active cruise control, so won’t decelerate ahead of a slower car. That responsibility is now back to the driver.

 

Inside is starting to show its age in terms of equipment and also in trim. It’s a pleasant cabin, bathed in black – including the headliner – to add to its sporty demeanour.

 

Last year’s update brought new seats, now with a deeper dish for the front buckets to give better body support while – thanks to materials – increasing eye appeal.

 

There is also a 10.25-inch screen for driver information (replacing a previous binnacle) that abuts the 10.25-inch touchscreen for the infotainment system.

 

Other upgrades include three USB-C ports (two in the back) and automatic wipers.

 

The boot size is 474 litres which is bigger than some hatchbacks. There’s no spare, with a puncture repair kit included in the back.

 

Hyundai has a five-year, unlimited distance warranty but that stretches to seven years if the car is annually serviced at a Hyundai dealer.

 

The capped-price service program costs $1160 for three years, $1606 for four years and $1978 for five years.

 

Hyundai has a 12-month roadside assistance program that automatically renews for another 12 months after the car is serviced at a Hyundai dealer. Under the same terms, you also get free map updates.

 

Driving Impressions:

 

Despite the implication that it’s a performance car first, the i30N sedan has a degree of practicality and an oft unseen docile nature that makes it perfectly suited to enduring CBD traffic, freeway crawls and open-road touring.

 

It’s also stylish. When the i30 N sedan first appeared in 2018 it looked straight out of Europe (where, incidentally, it was particularly designed) and today that sharp nose, broad bonnet and high tail with spoiler still demands attention.

 

And oh that beautiful noise. The i30N still talks in a dying language of guttural roars and burbles, shrieks and roars, that’s slowly leaving the automotive vocabulary.

 

The i30N sedan mimics the hatchback version’s powertrain with lots of layers applied to the electronics – working in concert with the driver’s demands – to monitor and adjust the differential, power delivery, time the gear is held, suspension settings and so on.

 

There’s even the N button to dial up all the ‘sports’ tuning, and the NGS – the N Grin Shift that is a red steering-wheel button that boosts power for a max of 20 seconds, drops one gear lower, and basically makes you grin.

 

Once you finish, the car requires a cool-down period (40 seconds) which is not enough time to wipe away that grin. It’s a car with a lot of these little surprises and one that makes the journey so much fun.

 

As mentioned above, the sedan will run to 100km/h from rest in 5.3 seconds (using launch control) which is almost a second faster than the manual transmission equivalent, indicative of the reason the brand selected the wet dual-clutch gearbox over the conventional torque converter box now standard on the non-N models.

 

In many ways, Hyundai took a hard look at the Golf GTI (and/or R) for its N models. There’s a lot of similarity – size, price, engine specs, output and that gearbox – but the two don’t feel much alike on the road.

 

The Hyundai is also easier to drive and connects with the driver better, thanks to its reduced use of touch buttons and more logical dash layout.

 

But the Golf rides better. If there’s one main complaint with the i30 N, it’s the firmness of the ride and the way irregular bitumen makes it feel like the suspension had failed.

 

On a smooth-ish road, it’s fine. Most buyers will cop that firmness in favour of the roadholding – an area where the i30 N simply shines.

 

A lot of this limpet grip the sedan has on the road comes down to the low seating position and the sense that the driver is cocooned in a sports-car environment with a small steering wheel, enveloping seats and low side-glass outlook.

 

The chassis is taut so feels controlled through the bends, while the sharp steering accentuates the nimble character and all this is backed by that seamless engine delivery and the way the gearbox has the ability to predict the right cog.

 

Overall, there’s not much wrong with the cabin and the dashboard layout and feature list. The manual switchgear for HVAC and the simple steering-wheel controls are logical and easy to use. It’s pleasing that there’s not much need to dive into the touchscreen for ancillary functions.

 

The compactness of the cabin may make tall and more portly drivers a bit disappointed. Cabin room is limited, mainly because of the low roofline and the centre ‘tunnel’ that limits rear-seat occupancy to two adults.

 

As already mentioned, there’s a lot to love about this car. It’s docile and very user-friendly (although that ride can hurt) and it goes like a rocket while the test car’s fuel consumption average went as low as 7.5 L/100km (on a slow day in the suburbs and on the freeway) which shows that it truly has a sensible side.

 

Is the next step for the i30 N sedan to become a more desirable model, one that may join the classics in the future?

 

Sedans are slowly coming back into vogue, and the body style is spreading to EV brands. This particular car is a good way to keep the dealers, and the owners, happy.