2022 BMW 128ti v Hyundai i30 N DCT comparison
How will BMW’s new-generation hot hatch go against a Korean screamer developed by experts poached from BMW M?
Overview
The German word for it is schadenfreude. It means taking pleasure from the misfortunes of others. That’s exactly what could happen here in this battle of the ballistic hot hatches if the Hyundai i30 N beats the BMW 128ti.
BMW lost many skilled men and women to Hyundai back in 2014, when the Korean car company got serious about its nascent N performance division. Chief among them was Hyundai N’s incoming chief, Albert Biermann, who was head of BMW’s M performance division for the final six years of a 30-year career at BMW.
Biermann retired from Hyundai N in 2021, but leaves a strong and still growing legacy for his successors to build on. I wonder which of these two cars he would be barracking for… Where would his ultimate loyalty lie given that he was instrumental at getting both M and N to where they are today?
Introduction
BMW 128tiRewind a decade or two and it would have been hard to imagine BMW making front-wheel-drive performance cars. The Ultimate Driving Machine was traditionally characterised as a big bodied, big engined, rear-wheel-drive car. BMW even stuck the boot into front-wheel-drive rivals through a series of ads, so proud it was of its rear-wheel-drive heritage. With that in mind, the 2022 BMW 128ti represents the anti-BMW.
It’s the diametric opposite of all those attributes stocking a small 2.0-litre turbocharged engine, front-wheel drive, a small hatchback body, and can only be had with an automatic transmission.
Effectively the BMW Golf GTI, then, if you will.
BMW’s no stranger to making the 1 Series go fast, but the 128ti does represent a new avenue for the brand. It takes the fundamentals of the M135i, saves 80kg of weight by removing the all-wheel drivetrain for one that only drives the front wheels, and tones down the power outputs to ensure it doesn’t become a torque-steering nightmare.
BMW says the 128ti benefits from its own unique steering set-up and a Torsen limited-slip differential. The 128ti of international markets scores a 2.0-litre turbo petrol engine that outputs 195kW/400Nm, though the Australian-market 128ti only makes do with 180kW/380Nm. This also means the Aussie-spec 128ti sprints from zero to 100km/h in 6.3 seconds instead of 6.1 for the overseas version. Of the detune, BMW Australia says the 128ti is “especially configured for our market and its position in the segment”, perhaps creating headroom for the M135i.
A $56,900 (before on-road costs) price tag slots the 128ti between the entry-level 118i and the hotter M135i, but also close to the $53,100 VW Golf GTI (excl. ORCs) and $56,990 Renault Megane Trophy EDC auto (excl. ORCs).
For that spend, BMW adds kit including 18-inch M light alloy wheels wrapped in Michelin Pilot Sport 4 tyres, keyless entry, M seatbelts, M Sport brakes, red stitching, adaptive LED headlights, rear spoiler, dual-zone climate control, 128ti-specific tuned suspension, and electric seats.
You’ll no doubt notice the red trim highlights along the bottom of the car, which further set the 128ti aside from other variants.
Hyundai i30
When the i30 N launched in 2018, it felt like deja vu. Another revolutionary raising the benchmarks of more affordable hot hatches. And it wasn’t like the genre was going through a lull at the time, either. In fact, anyone with circa-$50K to spend could choose a Renault, Volkswagen, Honda, Ford, Mini, Subaru, Peugeot, Skoda and even a BMW if they so desired.
The i30 N followed the well-established template of compact five-door body, front-wheel drive and highly tuned 2.0-litre turbocharged four-cylinder engine. It just did it all better than anyone else at the time, which is all the more impressive because it was a first attempt. About the only area the i30 N fell short was in not offering an automatic transmission, which is typically 70–80 per cent of sales in Australian sports cars. Now, with the 2022 update, that oversight has been remedied.
The exterior styling has been subtly updated up front with a new grille and front bumper, and new headlights with integrated LED daytime running lights. At the rear, the spoiler and tail-lights have been reprofiled, and larger exhaust tips flank a modified airflow diffuser. The N’s 19-inch alloy wheel design is also new.
The i30 N is available in three specification levels and with two transmissions, starting at $44,500 with a six-speed manual or $47,500 with the new eight-speed dual-clutch automatic transmission (DCT). The i30 N Premium with Sunroof and DCT we’re testing here costs $52,000 plus on-roads and dealer delivery.
Using Hyundai’s online pricing guide to check all-in pricing for Australia’s two most populous states brings the on-the-road total to $57,864 (Vic) or $56,545 (NSW).
| Key details | 2022 BMW 128ti | 2022 Hyundai i30 N DCT Premium |
| Price (MSRP) | $56,900 plus on-road costs | $52,000 plus on-road costs |
| Colour of test car | Alpine White | Performance Blue |
| Options | Comfort package – $1023 Black Dakota leather – $2200 Panoramic sunroof – $2000 Harman Kardon sound system – $1350 |
None |
| Price as tested | $63,473 plus on-road costs | $52,000 plus on-road costs |
| Drive-away price | $67,673 (Melbourne) | $57,864 (Melbourne) |
Inside
BMW 128tiSimilar to its anonymous exterior, the 128ti’s cabin could be found in any other run-of-the-mill garden-variety model grade. Red stitching graces the dash, steering wheel, door cards and seats, while a ‘ti’ emblem is stitched into the centre console lid. That’s about the extent of variant-specific changes. Luckily the standard 1 Series interior is a nice place to spend time.
In practice, while it mightn’t drum up too much excitement, the 128ti’s cabin is a quality space. Levels of fit and finish are high and choice materials reflect the BMW’s premium positioning, as opposed to rivals such as the less expensive Hyundai i30 N.
There is good space for the driver and passenger in the front row, but I’m not a fan of the odd-backed sports seats that don’t have enough shoulder support for the car’s sporty intentions.
You can store a few items in and around the cupholders, though there’s not a whole lot of quick-access storage space in the centre console. There’s a bit of wasted space around the shifter that could have contained coins/keys or similar, but the door cards are large enough to store bigger items.
Second-row passengers are treated to similar materials as those in the front, which is great, though taller occupants will find the space constrained. Air vents and two USB-C ports are available, while passengers can store bits and pieces in the map pockets.
The boot compartment is a straightforward space with 380L of capacity that expands to 1200L with the second row folded. There is a false floor where valuable items can be hidden away, and you’ll find no spare wheel – instead there is a puncture repair kit.
Hyundai i30Whereas some might call the i30 N Premium’s exterior extroverted, the interior is somewhat restrained, but there’s enough here to know you’re driving something special. Specific N Premium touches include N Light leather and Alcantara bucket racing seats (heated) with integrated headrests and illuminated N logo, leather steering wheel (also heated) with special N buttons, alloy pedals, and N badging and decals on the various displays.
Standard equipment includes dual-zone climate control, a new 10.25-inch infotainment display (with special N Performance menus), digital radio and native satellite navigation, reverse camera with front and rear parking sensors, keyless entry and push-button start, tyre pressure monitoring, wireless phone charging, privacy glass, power-folding mirrors and auto-dimming rear-view mirror.
And, of course, the i30 N Premium with Sunroof gets a panoramic sunroof.
Loose odds and ends find various homes in the cubby in front of the shifter (with wireless charging function), the twin cupholders in the centre console, or the centre console bin itself that is a good size.
Back seat passengers get the bare minimum of amenity and space. There are no air vents and limited storage in the map pockets and door cards. There is decent headroom thanks to the conventional hatchback shape, but legroom is compromised and you’ll end up straddling the front seats if you’re anywhere near six feet tall.
The boot is a decent size at 381L, but it is compromised by the inclusion of a rear cross brace behind the seatbacks that increases torsional rigidity and therefore helps vehicle dynamics. A space-saver spare wheel can be found underneath the false floor.
| 2022 BMW 128ti | 2022 Hyundai i30 N DCT Premium | |
| Seats | Five | Five |
| Boot volume | 380L seats up, 1200L seats folded | 381L seats up, 1287L seats folded |
| Length | 4319mm | 4340mm |
| Width | 1799mm | 1795mm |
| Height | 1434mm | 1445mm |
| Wheelbase | 2670mm | 2650mm |
Infotainment and Connectivity
BMW 128ti Infotainment-wise, the driver has three screens at their disposal: a 10.25-inch central infotainment screen, a 10.25-inch digital instrument cluster and a 9.2-inch head-up display. Standard equipment also includes a wireless phone charger, front and rear parking sensors, ambient lighting, and wireless smartphone mirroring.The BMW iDrive 7 infotainment system is still one of the best in the business, with great maps, simple menu layouts and myriad functions. The displays are sharp and crisp, navigation between various screens is still simple, and users can control the unit using voice control, the rotary dial or the touchscreen.
There are no obvious 128ti-specific aspects of the infotainment system, so for those who are keen on specialised dials or data, cars like the Hyundai i30 N feature more gadgets.
The 128ti holds functionality for both Apple CarPlay and Android Auto smartphone mirroring.
Hyundai i30Anyone who’s driven a new Kia or Hyundai in the last year or two will recognise the i30 N’s new 10.25-inch infotainment screen running an up-to-date form of Hyundai’s software, with added N Performance screens. The system operates through familiar Android-style home, back and options icons, and uses familiar tablet conventions like swiping to move between screens.
The graphics are of a high quality, software response is good, and there are more than enough functions to get you lost for days.
The system controls all infotainment and vehicle features, including radio/media, sat-nav, phone, trip computer and more. It also has pages dedicated to the N Performance elements of the car, including multiple drivetrain, exhaust, steering and suspension settings, and a plethora of data displays so you can see lap times and how many Gs you’re pulling through corners – although if you’re pulling that many, I’d suggest your eyes should be on the road ahead.
One of the pages dedicated to the N’s performance capabilities has a ‘radar’ chart (also known as a spider chart), which plots ESC, suspension, throttle, transmission, steering and other tuneable dynamic elements on different axes and allows the driver to customise each individually. Favourite settings can be stored in a custom drive profile accessed by a single button on the steering wheel.
The infotainment system supports both wired Apple CarPlay and Android Auto smartphone mirroring. There’s a small 4.2-inch TFT display within the analogue instrument cluster that displays trip computer, oil temperature, torque gauge, turbo boost gauge, g-force meter, lap timer, and a digital speedo.
Safety and Technology
BMW 128tiSafety is covered off through a series of both passive and active safety systems, but the latter includes low-speed autonomous emergency braking, rear cross-traffic alert, rear collision prevention, lane-departure warning, and blind-spot warning.
The BMW 1 Series was last tested by ANCAP in 2019 when it scored a full five-star rating.
Its safety systems all integrate well and are easily configurable using a button atop the dash. The rear cross-traffic collision mitigation can frustrate at times, as it often detects the road beneath as an obstacle and alarmingly slams the brakes on. Better to be safe than sorry, but it does frighten driver and passenger.
Passive safety tech includes six airbags, rear-view camera, front and rear parking sensors, and tyre pressure monitoring.
Our car was fitted with a fixed-regular cruise-control system, though an adaptive cruise-control option can be selected at extra cost.
Hyundai i30The Hyundai i30 was last crash-tested by ANCAP in 2017 scoring a full five-star rating. ANCAP’s testing reports of the time did not summarise by adult occupant protection, child occupant protection, vulnerable road user protection and safety assist, so it’s hard to get granular against the Mk8 Golf.
Since then, Hyundai has added safety technology such as autonomous emergency braking, driver attention monitor, high-beam assist, lane-keep assist, blind-spot warning, lane-following assist, and rear cross-traffic alert.
DCT models get more safety equipment compared to manual models, namely blind-spot collision avoidance assist and rear cross-traffic collision avoidance assist. That’s in part because these systems work best with an automatic transmission.
This suite of Hyundai SmartSense safety features builds upon the passive safety of seven airbags, a tyre pressure monitoring system, and a rear-view camera with front and reverse parking sensors.
The Hyundai i30 N is fitted with a fixed cruise-control system, but can guide itself within a lane so long as your hands are kept on the steering wheel.
| At a glance | 2022 BMW 128ti | 2022 Hyundai i30 N DCT Premium |
| ANCAP rating & year tested | Five stars (tested 2019) | Five stars (tested 2017) |
| Safety report | ANCAP report | ANCAP report |
Value for Money
BMW 128tiAgainst BMW’s claimed 6.8L/100km fuel consumption, our week on test recorded an 8.3L/100km reading. The 128ti’s 50L tank requires a minimum of 98-octane fuel, which will slowly add up over years of motoring.
BMW is one of the select few manufacturers that still only offers three years (unlimited kilometres) of warranty. The $1650 BMW Service Inclusive Basic package will cover the 128ti’s servicing for the first five years or 80,000km.
Hyundai i30As with all Hyundais, the i30 N scores a five-year/unlimited-kilometre warranty. It’s reassuring to note that Hyundai’s warranty includes any racetrack use that is not competitive or timed. This is a rare addendum to a regular warranty, and should give peace of mind to Hyundai owners keen to hit the racetrack in the i30 N.
Service intervals are set at 12 months or 10,000km, whichever is first. Servicing is affordable, with a pre-paid three years’ worth costing $897 or five years priced at $1595.
Hyundai claims a fuel economy average of 8.5L/100km on the city/highway combined test cycle, which we got nowhere near during our combined commuting/back-road-blasting test week. Show the throttle more respect than we did, and you’ll do a lot better than the 11.8L/100km we managed. Equally, spirited Sunday drives could sneak into the 13s without trying too hard.
The fuel tank can hold 50L of 95-octane fuel.
| At a glance | 2022 BMW 128ti | 2022 Hyundai i30 N DCT Premium |
| Warranty | Three years / unlimited km | Five years / unlimited km |
| Service intervals | 12 months or 15,000km | 12 months or 10,000km |
| Servicing costs | $1650 (5 years) | $897 (3 years), $1595 (5 years) |
| Fuel cons. (claimed) | 6.8L/100km | 8.5L/100km |
| Fuel cons. (on test) | 8.3L/100km | 11.8L/100km |
| Fuel type | 98-octane Premium Unleaded | 95-octane Premium Unleaded |
| Fuel tank size | 50L | 50L |
Driving
BMW 128tiAs a new avenue for the BMW brand, we were very keen for a steer in the new BMW 128ti.
We were immediately impressed by the 128ti’s set-rate suspension that smoothed out a suburban run and stayed comfortable on the run down the coast. That said, it’s an oddity that BMW wouldn’t add in an adaptive damping system like other hot hatch rivals do.
The 180kW/380Nm 2.0-litre turbocharged four-cylinder petrol engine offers up rapid straight-line performance, though I can’t help but imagine what the car would be like with that extra 15kW/20Nm that other markets receive. Because it’s rather good at putting the power down with minimal writhing of the steering wheel under heavy throttle load.
Though it’s BMW’s first go at a front-drive hot hatch, maybe it has taken learnings from two decades’ worth of Mini that allow it to sidestep the pitfalls of wheel spin other carmakers can’t. It’s weird to mention torque steer in a BMW review, but here we are.
BMW says engine sounds are amplified into the cabin to boost the car’s aural character, but the exhaust just isn’t loud or exciting enough for a hot hatch. The car is more of a refined, grown-up style of hot hatch and wouldn’t need to go full i30 N with obnoxious pops and crackles, though a switchable exhaust system would go a long way to aid the car’s character.
While the standard-fit eight-speed automatic transmission will have enthusiasts crying out for a manual option, it’s a smart decision from BMW that knows only a miniscule selection of buyers would opt to shift themselves. The option to shift yourself using the paddles or the gear selector is there, but most will be happy enough leaving the car to shift itself. The unit is adept at reacting to changing speeds, more reactive than I would be, in any case.
There’s ample grip supplied by the performance Michelin Pilot Sport 4 tyres, and you can notice the differential working to keep the power flowing when the outer wheel is loaded up. The pointed front end sniffs out directional changes with rapid effect, though not too fast that switchback corners can upset the car’s balance. The way it rotates around a bend after a sharp stab of brakes is impressive.
As the seats taper up towards the roof, the lack of side support will have some broad-shouldered drivers annoyed at the amount of side-to-side movement. The driving position is otherwise quite good. As mentioned, the fixed-rate suspension straddles a fair line between sports and comfort. The ride will have you jostled about often over road imperfections, but it’s not the hard-edged initial shock of other sporty hatches. Bumpier roads are soaked up to to the point where you’ll rarely notice.
In its Sport setting the steering weights up for a doughy, firm feel that feels appropriate for back-to-back cornering, but can’t quite translate a lively feeling through to the fingertips.
On the whole, it’s a beautifully capable car. It does lean more towards being a quick A-to-B car rather than being about the journey, which could have some buyers selecting more affordable alternatives such as the Hyundai i30 N.
Hyundai i30Like the Golf GTI, the MY2022 Hyundai i30 N’s mechanical ingredients are unchanged at a fundamental level. The body is unchanged, the suspension basics are unchanged (but the tune has been fettled), and it’s still that familiar 2.0-litre turbocharged petrol engine driving the front wheels. But again, the tune has changed for the better.
The biggest change mechanically must be the welcome addition of an eight-speed dual-clutch automatic transmission that elevates this hot hatch to the next level. This clever and well-executed cog swapper makes the i30 N a meaner machine and a more compliant everyday cruiser. As a result, the i30 N will now be vastly more appealing to more Australians.
Hyundai expects around 80 per cent of Australian i30 N buyers will buy this version over the six-speed manual initially; that number will settle to around 70 per cent longer term.
In general driving, the transmission is quick and decisive with gearchanges under pressure, and seamlessly smooth when there’s no need to hurry. It doesn’t suffer the gremlins that plagued early double-clutch transmissions, particularly around low-speed manoeuvring. The transmission also has a ‘Creep start’ function that applies a small amount of revs at standstill and mimics the creep function of a typical torque converter automatic. This ensures there is no shunting or stuttering when moving off.
If anything, the i30 N’s throttle response feels a touch lethargic initially, but energy quickly builds as revs climb beyond 1500rpm. Above that, the engine responds quickly and generously to increased throttle pressure, and that’s in ‘Normal’ mode. Dial up ‘Sport’ mode and engine response quickens appreciably.
The eight gear ratios are tightly packed, so there never feels like a lull in the action – but even if there were long gaps between ratios, the i30 N’s torquier engine would easily disguise them. Upgrades to the turbocharger and intercooler unit have yielded an additional 4kW and 39Nm, raising peaks to 206kW and 392Nm, the latter on tap from 2100 to 4700rpm. This car wasn’t slow before. Now, it gives so lustily it never leaves you wanting more.
The transmission comes with three shift maps – Normal, Sport and Sport+ – each of which speeds up gearshifts appreciably. In addition to this, the transmission will respond to anything more than 90 per cent throttle with the fastest gearchange it can do, not bothering to smooth the swap by reducing torque mid-shift, to give you that race car intensity. This feature is called N Power Shift (NPS).
Then there’s N Grin Shift (NGS). Accessed via a single steering wheel button, it deploys maximum drivetrain intensity for 20 seconds no matter what drive mode you were in previously. It comes complete with rally-car backfires on trailing throttle and downshifts, and there’s a countdown timer on the instrument cluster to let you know when NGS will return you to ‘mundane’ mode.
In addition to that, the i30 N DCT has N Track Sense (NTS), which is basically the transmission’s most ballistic mode and which we have not yet experienced. This activates when the car senses that the road conditions are optimal for dynamic driving – on a racetrack, for example – and employs the most aggressive gearshift mapping for maximum performance.
Speaking of racetracks, unless you’re on one we’d steer clear of the i30 N DCT’s most dynamic suspension mode. It is so firm and unforgiving that, on anything less than a billiard table, it will eject your brain from your skull.
Honestly, the i30 N’s base suspension setting is good for anything up to 80 per cent attack anyway, and provides a very good balance between occupant comfort and roadholding. It absorbs bumps quite well for a sports-tuned suspension, and has a good initial bumpsoak compliance to deal with things like ruts, potholes and sharper speedbumps.
Now, all this DCT goodness doesn’t come without a cost to the bottom line and the waistline. I’ve said before that the DCT adds $3000 to the price; it also adds 33kg to the car’s weight and brings kerb weights up to 1480kg (base) and 1541kg (Premium with Sunroof).
Even with the extra weight, the new eight-speed transmission and the engine’s extra herbs deliver a claimed 0-100km/h time of 5.4 seconds via Launch Mode. That’s a long way ahead of the i30 N manual’s 5.9sec and the Golf DSG’s 6.4sec claim.
On a less than ideal coarse-chip surface we managed to equal the Golf’s claim, but could only extract a 5.8sec time out of the Hyundai. We only had two runs in the i30 N before the heavens opened, so some additional testing is clearly needed.
| Key details | 2022 BMW 128ti | 2022 Hyundai i30 N DCT Premium |
| Engine | 2.0-litre four-cylinder turbo petrol | 2.0-litre four-cylinder turbo petrol |
| Power | 180kW @ 6500rpm | 206kW @ 6000rpm |
| Torque | 380Nm @ 1500-4400rpm | 392Nm @ 2100-4700rpm |
| Drive type | Front-wheel drive | Front-wheel drive |
| Transmission | Eight-speed torque converter automatic | Eight-speed dual-clutch transmission |
| Power to weight ratio | 124.6kW/t | 133.7kW/t |
| Weight (kerb) | 1445kg | 1541kg |
| 0-100km/h | 6.3sec (claimed) | 5.4sec (claimed) |
| Turning circle | 11.4m | 11.6m |
Conclusion
On the surface, you might think we’ve pulled together two fighters from different worlds. In the past, we’d never have thought of putting a Hyundai up against a BMW. But these machines are both fighting for hot hatch glory in today’s world and are priced within 10 per cent of each other. So we reckon it’s game on.
Our BMW test car came loaded with options that added another $10K, so we’ll ignore most of that in our judgement. We’ll leave those options to buyers to decide if they’re important.
Hyundai’s interior wins if you’re after a cabin that advertises the car’s capabilities, because BMW has gone with a more subdued vibe. Space is a draw because both are as roomy or as tight as each other, depending on which side of six foot you fall. Both boots are about the same size, and only the Hyundai offers a spare tyre, but it is a temporary spare.
The Hyundai is better equipped than the BMW. Premium features like seat heaters are included in the Hyundai’s sticker price, but in the BMW you need to pay for the optional comfort package to get them. The panoramic sunroof is standard on the $52K Hyundai but a $3K option on the $57K BMW, and a tyre pressure monitoring system is standard on Hyundai but $2K extra on BMW.
Then there’s the unquestionable value of adaptive damping adjustable suspension, which the Hyundai uses to great effect but the BMW does not offer. Perhaps BMW is leaning on its badge cachet to make up such a huge value deficit in the eyes of buyers?
In the battle of the infotainment systems, we’re giving a nod to the Hyundai’s that is bigger than the BMW’s, has the graphics to match the BMW’s, but crucially adds a bunch of screens specific to the i30 N’s performance. That said, we can’t forget the second big 10.25-inch screen in the BMW’s instrument binnacle that adds panache and flexibility.
Ownership costs is an interesting one. The Hyundai used considerably more fuel on test with us than the BMW, a discrepancy that would add up to almost $900 a year. Service costs are more level-pegged, with the BMW just a small amount more expensive to service over five years with a pre-paid service plan. Still, let’s not ignore the Hyundai’s five-year warranty compared to BMW’s three. Come on BMW, three years is so 20th century!
Both cars are five-star rated by ANCAP, and both have lots of active safety features. Both cars lack adaptive cruise control, which is reasonable to expect at this price point, but at least BMW offers it as an extra-cost option.
Put these two cars on the road and a gulf develops that is perhaps as wide as their respective badges would suggest. The BMW is a competent and quick point-to-point premium hatchback that retains airs and graces at all times. The Hyundai, however, is equally happy playing the accomplished Dr Jekyll as it is the angry Mr Hyde.
In retrospect, this was an unfair comparison to conduct, because it became clear that BMW is relying on its brand reputation to gloss over a considerable value deficit against a car that it, presumably, believes is a class below. And we mean value both in on-paper terms and on-road terms.
Put simply, the Hyundai is a much better hot hatch in all areas bar refinement.
So if you’re after a hot hatch loaded with features and performance, get the Hyundai. If you want a hot hatch with a BMW badge, and can afford to pay more for less, buy the BMW.
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