With the option of DCT, Hyundai has opened the door to a new market of drivers who can enjoy and explore the entertainment package they have created.
On the road, the Hyundai i30 Sedan N is a dynamic driving experience built to be capable in many different environments.
Its ability to absorb bumps and follow steering inputs with ease gives the driver confidence every time they get behind the wheel.
With the new DCT transmission slotting perfectly into the already excellent package it becomes a really tough choice.
We have already seen the latest Hyundai i30 Hatch Hatch N step up the game compared to the previous generation on the track.
Drawing on what they learned from the dynamics of the Hyundai i20 N, they extracted even more performance from the i30 N chassis and engine.
Yet the big question remained – could Hyundai develop a dual-clutch transmission (DCT) that maintained the smoothness of the experience and took performance to another level?
The i30 Sedan N operates similarly. 2.0-liter turbocharged four-cylinder petrol engine As the i30 Hatch N, which is more flexible and drivable than the previous iteration.
It develops. 206 kW Power and 392Nm With a good overlap of power and torque, it creates a firm feel right up to the shift point throughout the rev range.
So much performance through just two wheels, it means you still have to manage your power delivery through slow corners. But once you get the car straight, you can get aggressive on the throttle and it really gets moving.
Throttle control was also very good – I could manage a slight hint of wheelspin with some subtle adjustments of the throttle.
On my first and only good attempt it still drove 0-100km/h 5.54 secondswhich is great considering we weren’t on a gnarly drag strip.
The DCT improves the performance of the engine and you really feel like you’re on a bit of a run, grabbing the gears with the engine revving with a real crispness.
The brake pedal feel in the i30 Sedan N was really good and the car was very stable under braking, but I would have liked a bit more stopping power.
This was even more noticeable in the DCT version because of the extra speed you’re carrying over the manual.
It is interesting to note the slight differences between the Hyundai i30 Sedan N and the Hatch in terms of dynamics.
The sedan feels a bit more stable and has excellent balance in high-speed corners, with some rolling oversteer that doesn’t throw you off guard. Part of this will be on the i30 Sedan N’s new, lighter platform compared to the older i30 Hatch N underpinnings.
It gave me the confidence to be able to carry that much speed into the fast corners and hold the peak so late, making the mid-corner speed very impressive.
In slower corners, there’s a slight tendency to understeer if you’re a bit greedy and I felt like the hatch handled it a bit better. With that being said, the response to your steering inputs is so direct and responsive that you barely need to add any steering once you start the rotation.
As with the Hyundai i30 Hatch N manual, there was confidence to use every inch of the track without feeling out of control. I could add steering and load the car into the corner much better and that resulted in a dramatic increase in both entry and exit speeds.
I was impressed with what Hyundai had done with the six-speed manual in the i30 Hatch N and was really concerned that the DCT would detract from the car’s experience.
Instantly my concerns disappeared, with a quick reaction shift that responded to my commands.
The speed gains from the DCT are immediately noticeable and it actually feels like a more powerful and robust engine due to energy conservation on shifts. You don’t have the loss of speed that is inevitable in a manual, with the engine able to take advantage and run with it.
Having already produced very similar lap times to the e-LSD in the hatch version of the Hyundai i30 N, I decided to run all the laps in sport mode and really focus on getting the best times. To be done.
Locking on exit was excellent, and I could power down nice and early and maximize straight line performance. Corner entry was spot on and I could carry so much speed through the corners, especially the high speed areas.
For slower corners, in the Sport setting, the locking was a bit more aggressive and would have been marginally better in Normal mode. Overall the adjustability is good, and can be used to suit different tracks and conditions.
The Hyundai i30 N uses an adaptive damper system that works very well. It makes constant adjustments in motion and is so well tuned, you don’t even notice it.
Hyundai has actually stiffened the spring rates in the car, but re-valved the dampers at the same time to maintain some comfort on the road.
As with the i30 Hatch N, I was impressed with how well you could attack bumps or curbs without much reaction.
The steering offers excellent feedback and I can really push the limits of the track straight away.
Maybe if I grew up on racing simulators it wouldn’t be an important area for me, but I learn a lot about how to react before something happens because I have that information on my hands and back. is fed from
Even when you go over the limit, I feel like I still have full control of the car and can adjust the situation based on that information.
A slight change on the tire front, the i30 Sedan N runs slightly wider 245/35 R19 Michelin Pilot Sport 4S.
It’s one of the most well-balanced tires we’ve tested, offering good performance as well as being a great everyday option.
No complaints here and they fit the car well.
I ran with ESC off, and everything else at the maximum setting of Sport or Sport+.
It’s worth experimenting with different differential and suspension settings though, as there are advantages in certain situations.
The dash is well laid out and I liked all the race track and performance oriented features including the shift light, which was really neat.
The seats could offer a little more support when in full-attack mode on the track, but are comfortable and well-positioned.
As with all N cars, I really like the steering wheel, and it’s great to have the N mode buttons on the steering wheel when you’re ready to step up your game.
We’ve already seen a big step up in performance for the 2022 Hyundai i30 N with the manual hatch variant, but from everything I’m hearing the DCT version will take performance to another level – and it doesn’t disappoint. .
By my second lap I was under the 60 second mark, and with a bit more determination in the first turn, I took it down. 59.80 seconds lap
My last attempt was a bit more ambitious and timed, but on the benchmark Care Expert The test track for the front-wheel-drive car has been picked up once again.
But is the Hyundai i30 N DCT the way to go? To be honest, deep down, I still feel like this car belongs in a manual.
However you choose to go with the DCT, in terms of experience it’s just about right and manual owners will be hard pressed to beat you in terms of performance.
- Explore the different settings, they work well and can really change the behavior of the car.
- Join the N Festival, a great way to see what your car can do.
- Corner exit is everything for a FWD car, manage your right foot.
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