Hyundai i30 N 2018 UK first drive

This is the base-spec, common-or-garden version of the Hyundai’s i30 N, the Korean manufacturer's inaugural hot hatchback.

That’s not to say there’s anything really common-or-garden about it though, only that it doesn’t have the optional Performance Package fitted to the car we road tested late last year.

This means it’s 2.0-litre, turbocharged four-cylinder engine develops 247bhp as opposed to 271bhp, it doesn’t benefit from an electronic limited-slip differential, and that it forgoes the variable exhaust valve system. It’s also fitted with smaller 18in alloys shod in 225/40 R18 Michelin Pilot Super Sport tyres, as opposed to the 19in wheels and Pirelli P Zero rubber you get with the Performance Package. Whereas that more seriously equipped car costs from £28,010, though, this version is £3000 cheaper.

Past these differences, the hot Hyundai is largely the same. You still get three-way adaptive suspension - comprised of MacPherson struts at the front and a multi-link arrangement at the rear - a reinforced clutch, launch control, a six-speed manual gearbox with a rev-matching function and a full suite of in-car infotainment systems that includes Apple CarPlay and Android Auto connectivity, satellite navigation and DAB radio. Considering the £25,010 asking price, it’s still quite a compelling little package.

Even with that 24bhp power deficit to its Performance Package sibling, the standard i30 N doesn’t feel as though it’s in any way lacking. Its engine, from Hyundai's Theta family, develops the same 260lb ft as the Performance Package, which is delivered between 1450 and 4500rpm, and makes for a 0-62mph sprint time of 6.4sec.

It’s a muscular engine, too, and thanks to the presence of a turbocharger, that twisting power is easily accessible. In fact, the ease with which you can tap into it is almost a bit of a shame, because it means you won’t have to work the impressively slick six-speed manual gearbox quite as much as you might like to.

The engine will pull reasonably happily from just below 2000rpm, although the manner in which the power is delivered isn’t the most linear. Instead it feels as though it arrives all of a sudden, as soon as the turbos have spooled up. It’s not alarming, but is something to bear in mind before putting your foot down.

More troubling is the rather violent torque steer that comes with using all of the accelerator pedal’s travel. Coupled with front tyres that can scrabble for traction when you accelerate hard at low speed, it makes the Hyundai feel like quite the brute, and helps make a case for forking out the additional £3000 for the Performance Package with its electronic limited-slip diff and stickier Pirelli tyres.