There’s a new hot hatch in town. Well, it’s actually not that new at all. But the 2025 Hyundai i20 N update carries over everything we loved about the previous model, only it brings in more tech and revised styling.
The first opportunity we had to drive this was during the 2024 N Festival event in Queensland. Specifically, at Morgan Park Raceway. Yep, a race track. It’s pretty much the perfect environment to test this little beast.
2025 Hyundai i20 N: Specifications
Engine: 1.6-litre turbo four-cylinder
Output: 150kW@5500-6000rpm / 275Nm@1750-4500rpm
Gearbox: Six-speed manual
Drive type: Front-wheel drive
Wheels: F & R: 18×7.5, 215/40Tare weight: 1213kg
Power-to-weight: 8.08:1 (kg:kW)
Official consumption: 6.9L/100km
Fuel tank/Fuel type: 40L/91 RON
Power efficiency: 21.73kW:L/100km
Starting price: $35,500
2025 Hyundai i20 N: How much does it cost?
Prices have jumped up but only slightly for the MY2025 version, despite featuring advanced stuff in the from of Hyundai’s Bluelink system. The new model kicks off from $35,500, up from $34,990 for the MY24.
If you want the cool two-tone roof colour package you’ll need to pay an extra $1000. Standard colour options include Atlas White and the iconic Performance Blue, with Dragon Red, Lumen Grey, and Phantom Mica premium paints costing an extra $595.
2025 Hyundai i20 N: Interior & packaging
Firstly, what’s new? The front grille and bumper bar have been revised and it now wears Hyundai’s new-look flat badge in black (front and back), and there’s a set of fresh 18-inch alloy wheels with a machined face. These provide a slightly more sophisticated look over the outgoing gunmetal grey 18s.
And then inside fans will spot new LED cabin lights, new badge on the steering wheel and gear shifter, a switch to USB-C ports from regular USB, while the on-board computer and infotainment suite comes with Bluelink technology. This is Hyundai’s remote connectivity service, allowing owners to check vehicle status and perform tasks such as climate and locking remotely, via the Hyundai app. Bluelink highlights:
- Automatic Collision Notification (ACN)
- Emergency Call (SOS) function
- Connected Routing – live traffic updates
- Alert services including geo-fencing, valet, speed & time alerts
- Remote control of climate and vehicle functions
- Navigation send to car
- Voice recognition for POI lookup, vehicle controls
- Vehicle settings management
Aside from that, the i20 N carries over just like before. And there are no complaints from us as this remains as one of our favourite hot hatches of all time. We should consider ourselves lucky, too, as the i20 N is now only available in a small number of markets, with Australia one of them.
The cabin is slightly upright in orientation compared with some rivals, which means the ceiling is surprisingly high so it allows for decent head clearance. Legroom in the back is also quite impressive for this class, with the bench perched up so your legs can drop down a bit.
In other words, your knees aren’t in your eyes unless you’re extremely tall. For average or below average height adults, the i20 N is spacious enough in the back for a pleasant drive for a few hours. There are no climate vents in the back of the centre console but it doesn’t really need them being such a small volume cabin. There is a USB port in the back though, and bottle holders in the doors.
Boot space is measured at 310L, which is not bad even against some hatchbacks in the larger class above this – we’re looking at you, Toyota Corolla hatch (up to 333L). You can fold down the rear seats from the back and expose 1123L as well, and there is a removable floor board and cavity which comes in handy if you want to stop smaller items from rolling about.
2025 Hyundai i20 N: Powertrain & handling
With the 1.6-litre turbo four-cylinder engine carrying over, producing 150kW and 275Nm (or 304Nm during overboost between 2000-4000rpm), this lightweight machine feels energetic and eager, particularly in its sweet spot between 3000–4500rpm.
Peak torque is spread from 1750-4500rpm, so you’ve got a wide window there and it is possible to pull away from corners in third gear. The overboost function also helps out. It doesn’t necessarily sound like a turbo engine, with no whistles or sneezes, but it does give off a deeper and beefier note than a naturally aspirated engine.
There are three different modes for the exhaust system so if you prefer to travel in relative peace and quiet, such as on the way to work, then leaving it in the normal mode is your pick. But then come hometime on Friday and you’ll probably want to let everyone know it’s your time to enjoy yourself. Choose one of the more aggressive settings.
And that’s what brings me to one of the biggest attractions to the i20 N, in my opinion anyway; the modes and sheer customisation on offer. There are three modes for the powertrain, exhaust, steering, and the ESC. And you can mix and match these to create your great hits, and save them in special ‘Custom 1’ and ‘Custom 2’ modes. Then, every time you jump in, all you need to do is hit one of the buttons on the steering wheel and you’re good to go.
Gear changes are precise and satisfying, with the short-throw shifter offering excellent engagement. The rev-matching feature, standard in N mode, ensures buttery-smooth downshifts, but it can be toggled off for purists who prefer full control. It’s actually a really good rev-matching system… so good that I left it on during most of this track test.
Handling is where the i20 N truly shines. Hyundai’s engineers have crafted a chassis that balances agility with stability, creating a confidence-inspiring micro machine. Even though it doesn’t have a multi-link rear end, the torsion beam layout here is totally fine. That’s partly due to the 1235kg kerb weight, and the precisely tuned dampers and springs.
Throw it into a corner and the i20 N eagerly dives in, maintaining composure even when pushed to the limits of tyre adhesion. And then the mechanical limited-slip differential ensures superb front-end grip during exit, with no single-wheel wheelspin at all.
The steering, with its medium weighting and direct feel, complements the chassis perfectly. It offers just enough feedback to keep you informed about the road surface. Speaking of road feeling, the performance suspension does result in a firmer ride, but it’s far from punishing. On smooth surfaces, the damping is spot on, keeping the car flat and composed, while on rougher roads, the i20 N still manages to filter out most harshness.
Braking performance is equally commendable. The ventilated front discs provide consistent stopping power, even after repeated abuse on the track. During this test I did about 20 laps of Morgan Park Raceway and the thing didn’t skip a beat. Coming back into the pits, there was no moaning or brake squeal, either.
It really is the perfect little track day toy. Hyundai offers upgradable N Performance brake pads as a genuine accessory, which help to prolong performance and further resist fade. If you’re thinking of doing heaps of track time anyway.
2025 Hyundai i20 N: First impressions
For enthusiasts, the i20 N is a standout in the shrinking segment. Its combination of turbocharged punch, engaging manual gearbox, and superb handling sets it apart as one of the most driver-focused hot hatches available. Hyundai has clearly aimed to deliver an authentic, unfiltered driving experience – and this hits the mark right on the dot.
2025 Hyundai i20 N: Video
