Hyundai i30 N Line Premium v Mazda3 G25 Astina 2019 Comparison
Two of the most expensive models from two of the biggest small car players go head-to-headSmall cars, big fight
You want proof there’s life aplenty in the small car segment then here it is.
The revitalised fourth-generation Mazda3 has now joined the fray, taking on some pretty serious competition.
None moreso than the Hyundai i30, a favourite here at carsales.com.au headquarters and like the Mazda3, a favourite with new car buyers too.
Why are we comparing them?
The small car market is being repositioned upwards. As SUVs hack into the buying base and levels of equipment increase – much of it sophisticated safety gear now required for a five-star ANCAP rating – so the pricing escalates.
So, we’ve headed upmarket for this comparison test between two of the most popular five-door hatches on-sale in Australia. From Mazda comes the current 3 flagship, the G25 Astina, the G25 denoting it is powered by a familiar 139kW/252Nm 2.5-litre petrol four-cylinder engine.
While the latest i30 has been around since 2017, the N Line Premium being tested here has only been offered since late 2018. Meant to ride on the coat-tails of the Korean manufacturer’s wonderful i30N hot hatch, the N Line comes with a 150kW/265Nm 1.6-litre turbo-petrol engine and localised chassis tuning.
Who will they appeal to?
As mainstream small cars go, these two are at the expensive end of the spectrum. You could easily step into a mid-spec compact SUV for the sort of money they are charging (see below).
So, we’re not talking about bargain hunters, which rules out anyone scraping the finance together for a new car.
More likely, they will appeal to professional singles and couples or to a family as a second car.
The one constant will be a willingness to spend a bit more dosh than necessarily needed to get into a car of this size.
How much do they cost?
The Astina retails for $37,990 (plus on-road costs) as six-speed auto, which is a bump of $3500 over the previous generation.
The N Line Premium is $34,990 (plus ORCs) fitted standard with a seven-speed dual-clutch transmission, making it the most expensive petrol i30 outside the go-fast models.
For the extra money the Mazda does deliver some significant equipment. In terms of safety there’s front and rear cross traffic braking, blind spot monitoring and a 360-degree camera.
The Mazda incorporates a low-speed autonomous function that allows the car to follow the car ahead in a traffic jam and stay in its lane. It also has intelligent speed assist, which reads traffic signs and then sets the cruise control speed to suit. In the cabin it has a head-up display and memory positioning for the driver’s seat.
The i30 fights back with wireless smartphone charging, front seat ventilation and a touch function for its media screen.
Both cars have seven airbags, autonomous emergency braking, lane keep assist, radar cruise control, front and rear parking sensors, a reversing camera, LED headlights and tail-lights and driver monitoring.
Comfort and luxury features include powered sunroofs, although the i30’s is a much larger panorama design, 10-way powered driver’s seats, keyless entry and push-button start, Apple CarPlay and Android Auto compatibility, premium sound with 12 speakers in the Mazda and seven in the Hyundai and satellite-navigation.
Both cars come with leather trim – or in the i30’s case something more vinyl-ish – 18-inch alloy wheels and a temporary spare wheel.
A five-year/unlimited-kilometre warranty and 12 month or short 10,000km service intervals are standard for both. The base scheduled service price for the Mazda for the first years/60,000km is $1581. Hyundai offers lifetime servicing for the i30, which works out at $1385 for the first five years or 60,000km worth of scheduled services.
What do they do well?
‘Mazda Premium’ is the term the Japanese manufacturer uses to pitch itself to buyers these days. And there’s a couple of ways that is very evident in the G25 Astina.
It’s quiet inside the cabin. Certainly quieter than any 3 that’s gone before it. It’s now among the best cars in the class form that perspective.
The 3 has also got a terrific minimalist interior design and level of trim materials. Importantly, it’s easy to operate, proving you don’t need hundreds of buttons to get the job done in the modern motor car. Newly-designed front seats are very comfortable too.
Despite an all-new monocoque body and the swap from multi-link independent to torsion beam rear suspension, this car drives in a familiar way – light in the steering and sure in its handling.
Importantly, the 2.5-litre engine overcomes the power issues noted when we tested the 2.0 version of the 3 recently.
As per its design intent, the i30 is a fun drive too. Its engine has an edge for pep and its DCT snaps through the gears when changing manually, something this car’s enthusiastic nature encourages you to do.
The i30 is far better than the Mazda when it comes to visibility, both for the driver and the rear seat passengers. The latter also do better for leg and headroom, while luggage space is also far superior in the boot.
What could they do better?
The new Mazda has a longer wheelbase yet no more rear-seat space and less boot space than its predecessor. Doesn’t make much sense really.
The new body is beautifully styled, but as referred to above also comes with huge C-pillars and sizable B-pillars. Neither of which aid the driver’s ability to check for surrounding traffic while making the rear seat a claustrophobic experience.
The Mazda’s ride is on the firm side, perhaps too firm for some people. But it is a sporting model. However, it is more malleable than the i30 N Line, especially at low speeds.
The Mazda’s non-touch media screen has been introduced in the name of safety, but it lacks the convenience of touch systems. Using the dial to navigate around the Apple CarPlay screen can be a frustrating experience.
Finally, the radar cruise control settings are just too coarse and intrusive. The car slams on the brakes in corners to adjust speed for no valid reason. You can switch back to standard cruise control and that’s a lot less manic.
The i30 has no such weird foibles, it’s controls are less fashionably presented but at least you can read the buttons!
The Hyundai doesn’t have the same sense of quality and fashion inside the cabin the Mazda does. You can still sense the entry-level model in there somewhere.
It’s noisier than the Mazda in terms of engine and tyre noise penetrating into the cabin. There were also some rattles from the body and a rubbing sound when twirling the steering wheel in our test car.
Which wins, and why?
If rear-seat and luggage space and saving a few bucks are important then the Hyundai i30 N Line Premium is your choice. If however, you like this concept but have a bit more to spend then it’s not that far to stretch to the full-fat i30 N. Just saying.
Which leaves us with the Mazda3 G25 Astina. It wins a close race because it has a superior safety equipment inventory and drives and feels more like a small luxury car than an upgraded shopping trolley.
When you’re paying this much money for a small car that’s important.
How much does the 2019 Hyundai i30 N Line Premium cost?
Price: $34,990 (plus on-road costs)
Engine: 1.6-litre four-cylinder turbo-petrol
Output: 150kW/265Nm
Transmission: Seven-speed dual clutch
Fuel: 7.1L/100km (ADR Combined)
CO2: 167g/km (ADR Combined)
Safety Rating: Five-star ANCAP (2017)
How much does the 2019 Mazda3 G25 Astina cost:
Price: $37,990 (plus on-road costs)
Engine: 2.5-litre four-cylinder petrol
Output: 139kW/252Nm
Transmission: Six-speed automatic
Fuel: 6.6L/100km (ADR Combined)
CO2: 154g/km (ADR Combined)
Safety Rating: N/A
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