Hyundai i30 Sedan Hybrid 2024 Review

A three-grade range of 2024 Hyundai i30 Sedan Hybrids has been announced, although for the moment only the price of the entry-level variant within the small hybrid sedan line-up has been announced, at $33,000 plus on-road costs.

Elite and Premium versions are yet to start rolling down the production line in Korea so Hyundai’s holding back their pricing for now. It’s also hoping to add sporty N-Line trims to the i30 hybrid sedan line-up at some later point as well.

The i30 sedan also comes as an orthodox 2.0-litre four-cylinder priced from $29,000 plus on-road costs and as a 1.6-litre turbo-petrol N-Line and N-Line Premium priced from $36,000.

Further up the line is the exciting i30 N Premium performance sedan, priced from $52,000.

The i30 Sedan Hybrid’s most direct competitor is the Toyota Corolla hybrid sedan, which starts at $32,320 plus ORCss for the Ascent Sport. Other key small sedans are the Kia Cerato and Mazda3, although neither is available with hybrid power.

First thing worth noting about the 2024 Hyundai i30 Sedan Hybrid is it arrives with a new exterior look that extends to other models in the range as well. Primarily, the change revolves around the front-end, which now has a split grille and becomes sleeker.

Otherwise, the low and angular fastback exterior is fundamentally retained.

Standard equipment for this model includes 16-inch alloy wheels and a space-saver spare tyre (i30 2.0 gets a full-size spare), leather trim for the steering wheel and gear knob, cloth seat trim, an electronic park brake, dual-zone climate control with rear-vents and rain-sensing wipers (the latter two are items the i30 2.0 misses out on).

There are five exterior paint colour choices, of which Atlas White is the only one that won’t cost you an extra $595.

Stuff the Elite and Premium get that the base variant misses out on include smart key remote access and push-button start, ambient mood lighting, leather seat trim, power and memory for the driver’s seat, heating and ventilation for the front seats, a heated steering wheel, a glass sunroof and even extendable sun visors (very handy when the sun is low in the sky and blazing through the side window).

The i30 Sedan Hybrid comes with a five-year/unlimited-km warranty, a minimum 12 months of roadside assistance and 12-month/15,000km service intervals. The first five visits to the workshop currently average out at $430 each under Hyundai’s capped price servicing program. You can prepay for five years to lock that price in or take your chances there won’t be price rises over time.

Like its 2020 relation, the 2024 Hyundai i30 Sedan Hybrid launches without an ANCAP safety rating and is unlikely to ever have one.

That’s because ANCAP hasn’t tested the i30 sedan and there is no data available from its European partner ENCAP as it’s not sold there.

That omission aside – and it means many fleet buyers have already scratched this car off their lists – the i30 Sedan Hybrid has a reasonable safety equipment list.

This is led by Hyundai’s Smartsense driver-assist suite including autonomous emergency braking (AEB) now includes motorcyclist and direct oncoming traffic detection, adaptive cruise control with stop & go, lane follow and keeping assist, intelligent speed limit assist and driver attention monitoring.

Other safety items include six airbags, a rear-view monitor, front and rear parking sensors, tyre pressure monitoring, rear occupant alert, three child seat top tethers, two ISOFIX restraints and LED headlights with dusk sensing.

However, the base model does miss out on blind spot collision avoidance, safe exit warning, rear cross traffic alert and avoidance, parking collision avoidance and an auto-dimming electrochromatic interior mirror.

The entry-level i30 Sedan Hybrid also comes without the Bluelink connected car app, which includes automatic collision notification and emergency SOS call, as well as a bundle of convenience features including remote lock/unlock.

The 2024 Hyundai i30 Sedan Hybrid comes with a familiar 8.0-inch infotainment screen and 4.2-inch digital instrument cluster. While other models get upgraded tech and the Bluelink app, the base model misses out.

Apple CarPlay and Android Auto can be connected wirelessly or via cable. A larger wireless smartphone charging pad is included, there are now front and rear USB-C outlets (as well as a USB-A up-front) and audio is broadcast via a six-speaker system.

AM and FM radio are included, but there is no digital radio, embedded sat-nav or ‘Sounds of Nature’ elevator muzak.

Higher-spec models get a 10.25-inch infotainment screen and 10.25-inch digital instrument cluster.

The 2024 Hyundai i30 Sedan Hybrid combines a 1.6-litre petrol four-cylinder engine with a low-capacity electric motor and a tiny 1.32kWh lithium-ion polymer battery.

The engine and motor combine to produce 104kW and 265Nm and drive the front wheels via a six-speed dual clutch transmission.

The powertrain can run solely as an electric vehicle at low speed as long as there is charge in the battery, as a petrol vehicle at higher speed or combined in many circumstances.

This is done without input from the driver. Unlike Toyota hybrids there is no EV button so you can make the choice to run solely on electricity (although the request is often rejected because of lack of battery charge or speed).

With its fuel-saving electric assistants doing their part, the 2024 Hyundai i30 Sedan Hybrid is claimed to average consumption of just 3.9L/100km on 91 RON petrol, matching the equivalent Toyota Corolla hybrid sedan.

On a two-hour drive program that spent a lot of time cruising in the country near Albury/Wodonga, the i30 averaged 4.3L/100km according to its trip computer. That’s pretty good.

OK, so let’s crunch some numbers. Working on a 2.0-litre i30 actually hitting its claimed 6.0L/100km (unlikely), the hybrid averaging 4.3L/100km and 91 RON costing $1.90 (yeah, I know, it’s a guestimate), then at an average 15,000km per year for each car, it would take more than eight years to reclaim the price difference.

Up the 2.0’s consumption average to 7.0L/100km (not unrealistic) and the repayment would still take more than six years. Of course, rising petrol costs (not a wild prediction) would also work in the hybrid’s favour.

But yes, there are more holes in these calculations than a Swiss Cheese.

Of course, finances aside, you will be puffing out tonnes more CO2 over the journey as well.

Being an orthodox hybrid, the i30 sedan cannot have its battery recharged by plugging in. It accrues charge regeneratively when lifting off the throttle or braking.

The 2024 Hyundai i30 Sedan Hybrid will suit anyone looking for a fuss-free experience.

Part of the reason it delivers that is it upgrades to a multi-link rear suspension, while the standard 2.0-litre i30 sedan makes do with a torsion beam.

Our experience is the torsion beam can be less comfortable and controlled in these small Hyundais than the multi-link – especially when not tuned for local roads.

So it’s a good move and one that contributes to the i30 Sedan Hybrid having a comfortable ride at most speeds, good body control and reliable, responsive handling.

During our test drive only a bit of tyre noise on coarse surfaces and some intrusion from sharp edges at low speeds disturbed the cabin.

But we’re really here to talk about the powertrain aren’t we? So the good news here is the addition of the electric motor fills in a low-speed petrol engine torque shortage, meaning tip-in throttle acceleration is solid. Again, it’s a step-up on the 2.0-litre/CVT combo in the standard i30.

We know from previous hybrid experience that performance can be curtailed noticeably when the battery runs out and the electric motor isn’t available. But that didn’t happen during our drive and even when depleted, the little battery will quickly start recharging and contributing again.

Once up and running the engine and transmission combine for an efficient and smooth progress. It’s only when challenges such as sharp climbs and/or hairpins are thrown into the mix that there is some unruly revving and gear hunting.

Well-modulated traction control keeps the front wheels from spinning and there’s no sign of steering tug or rack rattle.

Overall then, this is a car that’s neither too sloppy nor too sharp to drive. At a pinch you could see it wearing an N Line badge.

Pity then that the usual Hyundai bings and bongs intrude for over-speeding and driver monitoring. They default to on but are switchable, but not as easily as the annoying lane keeping. As we have previously mentioned this is a common issue with Hyundai and Kia vehicles.

The interior of the 2024 Hyundai i30 Sedan Hybrid continues the fuss-free persona. It’s not flash or premium, but it is drably workmanlike and well bolted together.

Importantly, it’s also sizable thanks to the car’s overall 4710mm length and 1825mm width. That’s nearly 100mm longer than a Toyota RAV4 mid-size SUV and only 30mm narrower.

The driver sits behind a steering wheel with reach and rake adjustment and there is manual height-adjust on the seat to help get comfy. The steering wheel gets four horizontal spokes, which is a bit of an unusual look. There are no gearchange paddles on this or any non-N Line/N i30 model.

Manual changes are performed via the T-bar auto but seem of limited use. The same could be said of rotating the drive modes through eco, normal, sport and smart, as the impact on the powertrain was limited and the suspension is passive.

Infotainment controls are basic and familiar Hyundai stuff, with hard buttons for audio and the climate control. If you’re a bit of a luddite (like me), then this car is easy to understand and operate.

Storage options include reasonably sized door pockets, dual cup holders and a lidded bin in the centre console, and a big glovebox with a big owner’s manual. Both vanity mirrors in the sun visors have lighting. There’s also a sizeable grabhandle for the passenger on the centre console (or is it just there for styling?).

Rear-seat access is easy via wide-opening doors. There is a truly impressive amount of leg, elbow and headroom (despite the fastback roof) for two 180cm-plus passengers. Even with a 180cm driver comfortably in place, the rear-seat passenger won’t be compromised. It’s a real pity about the absence of an ANCAP rating because this car would undoubtedly appeal to a lot of fleets.

Offered in the rear are two USB-C points, air-con vents adjustable for direction and force, small door pockets and a fold-down armrest with dual cup holders. But there is only one map pocket (on the passenger seat).

The boot is sizable at 474 litres and the rear seat splits/folds flat to create plenty more space (Hyundai doesn’t offer a number). Annoyingly though, there is no opening button on the bootlid – you access it via the key fob or the lever next to the driver’s seat.

There are no storage cubbies or nets in the boot to stop small items rolling around, while the bootlid hinges are goosenecks that intrude into the space.

There’s a lot to like in a not very memorable way about the 2024 Hyundai i30 Sedan Hybrid. It pleases in the same way finding $10 on the pavement will or getting bumped up to business class on a Melbourne-Sydney flight. Nice at the time but not a defining experience.

The positives are delivered quietly: a competent drive, a spacious interior and a frugal drivetrain. It’s also well under $40,000 on the road, has a solid warranty and Hyundai build quality to support it.

But it’s a sedan so it’s not fashionable and it’s the base model so it’s not lavish. And if you want to be unfashionable you could just go the whole hog and buy the cheaper i30 2.0, save a bit of money (at least upfront) and sacrifice a couple of the mechanical and equipment highlights.

So figure out your driving priorities. If you decide affordable, unfussed and low-emissions motoring is your priority then the 2024 Hyundai i30 Sedan Hybrid should fit the bill.

2024 Hyundai i30 Sedan Hybrid at a glance:
Price: $33,000 (plus on-road costs)
Available: Now
Powertrain: 1.6-litre four-cylinder petrol-electric
Output: 77kW/147Nm (electric motor: 32kW/170Nm)
Combined output: 104kW/265Nm
Transmission: Six-speed dual-clutch automatic
Fuel: 3.9L/100km (ADR Combined)
CO2: 92g/km (ADR Combined)
Safety rating: Not tested