2021 Volkswagen Golf vs Mazda 3 vs Hyundai i30

Becoming the benchmark is tough, but remaining so is even tougher. Whether in sport or business, once you’re top of the pile a large target is painted on your back and everyone ups their game in response.

The Volkswagen Golf has regularly adopted this mantle throughout its 47-year history. While it hasn’t always been top of the class, it’s fair to say that any car that bests it – the original Ford Focus, for instance – is usually very special indeed.

The problem for the competition is that, like Porsche and its 911, Volkswagen has an extremely close understanding of what makes the Golf successful and how to improve it, which it tends to do with each successive generation.

Since 2003 it’s been on a roll. The Mk5 took its predecessor’s improved quality and upmarket positioning and added handling nous, while the subsequent Mk6 and Mk7 – COTY winners both – have only further refined the concept. Now the eighth chapter is here.

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And an intriguing chapter it is. In some ways the Golf is yesterday’s news. VW is investing tens of billions of dollars in electrification and leading the thrust is the ID.3.

Just as the Golf usurped the Beetle, so too the ID.3 is intended to carry Volkswagen into a new era. Does that mean this latest Golf hasn’t been lavished with the same care and attention as its predecessors?

To help answer this question we’ve gathered two of its main rivals. The Mazda 3 is the Golf’s current nemesis having pipped the Mk7.5 the last time we ran a comparo and it’s joined by the freshly updated Hyundai i30.

Full disclosure: this was meant to be a four-way but the Toyota Corolla could not attend at the last minute. Its absence is excusable, however, as our chosen circa-$35K price point sits slightly above even the ceiling of the Corolla range.

This money also buys the flagship of the i30 range – sizzling N aside, of course – the N-Line Premium. Pricing starts at $37,690 retail, to which metallic paint adds $495, which equates to around $40K drive-away depending on your state taxes.

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It comes basically fully loaded, with dual-zone climate control, leather seats – the fronts heated and ventilated and the driver’s 10-way electrically adjustable – 10.25-inch touchscreen infotainment system with smartphone mirroring and digital radio, wireless charging, native sat-nav, keyless entry and start, seven-speaker stereo, front and rear parking sensors and a panoramic glass sunroof.

Oddly, while certain active safety systems are standard, including forward collision warning with pedestrian and cyclist detection and lane-keep assist, blind-spot collision warning, rear cross-traffic alert and safe exit warning are limited to the i30 Elite and not available even as an option.

No such dramas in the $34,590 Mazda 3 GT, which includes AEB, lane keep assist, rear cross traffic alert, smart brake support front and rear, adaptive cruise with stop and go function, speed assistance and blind spot monitoring standard. A $1500 Vision Technology Pack adds a 360-degree monitor, cruising and traffic support, driver monitoring, front parking sensors and cross traffic alert.

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On the convenience side of things there’s auto wipers and headlights, dual-zone climate, heated seats and steering wheel, keyless entry and go, colour head-up display, leather seats (fronts electrically adjustable) and an 8.8-inch infotainment screen that controls smartphone mirroring, digital radio and a 12-speaker Bose stereo.

The reason these two variants were chosen was to line-up with the new mid-spec Golf Life, which starts at $34,450.

Starts is the operative word, as the Pomelo yellow paint of our test car adds $900, the Sound & Vision Package (Harman Kardon eight-speaker audio with subwoofer; head-up display) a further $1500 and the Comfort & Style Package (LED ambient interior lighting, comfort sport front seats with microfleece and cloth upholstery, full-length sunroof) an extra $2000 for an as-tested total of $38,850 before on-roads.

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The high price is backed by a high level of equipment, including proximity keyless entry and go (the car locks/unlocks as you depart/approach), LED lights all around, tri-zone climate control, the Digital Cockpit Pro full-width colour instrument display and a 10.0-inch touchscreen infotainment system with wireless charging and smartphone mirroring.

In addition, VW’s comprehensive IQ Drive active safety suite is standard, including adaptive cruise with stop & go, side assist with rear traffic alert, exit warning system, front assist with pedestrian and cyclist detection, auto high beam, park assist, front and rear parking sensors, reversing camera and traffic jam assist.

It’s the highest specification of our three, albeit not by a huge margin, but some may be surprised or dismayed by the lack of electric seat adjustment or leather trim.

It’s not even an option, which suggests Volkswagen has adopted a vegan approach to the Mk8’s seat upholstery. The rest of the cabin is equally modern in its design; by moving virtually every function into the two digital screens the result is a very minimalist affair.

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On the plus side, the interior is light and airy with excellent visibility thanks to large windows and the optional sunroof. The cloth seats are supportive and comfortable with infinite wheel adjustment for the back rests.

Rear accommodation is clearly the best of the three cars, not only thanks to generous room in all directions but the level of equipment. 

There are vents with separate temperature controls, courtesy lights, a pair of USB-C ports and not only map pockets but a pair of smaller pockets above that are the perfect size for phone storage.

The rear seats fold 60/40 to expand the 374L boot to 1230L and there’s also a handy ski port hidden behind the fold-down armrest.

The only real demerit is the extent to which almost every function has been crammed into the central infotainment touchscreen.

VW boasts of a smartphone-style HMI (human-machine interface) but it ain’t as slick as your handheld device in its speed of operation, though it could potentially improve with future software updates. With a little familiarity it’s quite easy to navigate quickly but enough functions are buried in sub menus that a few more one-touch shortcut keys would not go astray.

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Hyundai’s new infotainment system, installed as part of the i30’s recent facelift, strikes a good balance. The large, clear screen is easily navigated thanks to the row of shortcut keys along the bottom, though the actual speed of operation is little different to the Golf’s.

Wireless smartphone mirroring like in the VW would help, especially as wireless charging is already present. It’s common to curse the Golf’s still-unusual USB-C ports until you realise you don’t need them.

The i30 N-Line Premium is clearly a tarted-up version of quite a basic hatch. Red seatbelts, stitching and trim highlights and the wheel from its N big brother can’t disguise the swathes of hard, coarse-grain plastics that proliferate throughout the cabin.

Likewise, the rear seat isn’t as comfortable and while there are vents, USB ports and separate temperature controls are conspicuous in their absence. Foot room is hindered by the front seat rails and the full-length sunroof robs headroom, though it does let in plenty of light and the boot is a handy 395L with a false floor for taller objects.

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Practicality isn’t a Mazda strong suit. That suave, stylish exterior does come with some compromises, including a 295L boot, limited rearward vision and less rear headroom than its rivals.

Leg and foot room are reasonable but while there is a pair of rear vents, USB ports, temperature controls and even map pockets are conspicuous in their absence.

Up front the overall ambience is quite dark, in part due to the 3 GT lacking the sunroof of its comparison competitors but also thanks to the colour palette, every surface being black bar a couple of chrome trim highlights and some dark red stitching.

That’s the bad news. The good news is that Mazda has gone to town with material quality, with virtually every surface being covered in soft, deeply padded leather, front and rear.

Combine this with the interesting tiered design and excellent instruments – clear digital facsimiles of traditional analogue dials cleverly blend the past and present – and you have a cabin that would be at home in a much more expensive vehicle.

It’s also an easy environment to navigate, whether it be the HVAC controls, central infotainment system with its iDrive-like controller or those digital instruments.

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The Mazda punches above its price tag in terms of looks, too. The rounded back gives it more of a coupe-like profile and the paint (a $495 option) is deep and lustrous.

The Golf is a surprise packet. Early press shots made it look like the Mk8 had an enlarged proboscis (aka a big schnoz) but the design is much more cohesive in the metal.

It’s clearly an evolution of the Mk7 but a successful one. Last but not least is the i30, Hyundai adopting an old-school approach of bigger wheels and a bodykit to sex up the N-Line. Perhaps think of the three as cocktail dress (Mazda), smart casual (VW) and activewear (Hyundai)?

The i30’s sporty character strengthens on the move, particularly in the way it really wakes up when flicked into Sport mode, which quickly becomes the default choice.

In Normal throttle response is lethargic, but Sport sharpens it nicely and the gearbox is decisive, though there is the occasional clunk when selecting third.

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N-Line could be renamed N-Lite, as the sportiest ‘base’ i30 does a good job of approximating its bigger brother at slower speeds; there’s the same considered balance between ride and handling and the same chunkily weighted steering.

It’s a very different story in the Golf where relaxation is the name of the game. The steering is light; not in a finger-twirling lack of connection fashion, just perfectly weighted for accuracy without effort.

My early notes read “VW has really smoothed out the dual-clutch behaviour” forgetting the Mk8 has switched to a conventional torque converter auto with a commensurate improvement in low-speed refinement. Combine this with the suspension’s uncanny ability to soak up poor road surfaces and the result is a soothing day-to-day driving experience.

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The Mazda 3 takes a different tack. Its low-speed behaviour is unusual with a brake pedal that’s firm to the point of being wooden, weighty steering and a firm ride that favours communication over comfort.

The 2.5-litre naturally-aspirated engine doesn’t have the easy torque of the Hyundai and VW’s turbo units so everything about the drive requires more intent.

Once you intend to drive the 3 quickly, however, it all begins to make sense. For a humble hatchback this Mazda is remarkably good to punt hard.

That weighty steering provides plenty of feedback – albeit also with a little kickback over mid-corner bumps – those wooden brakes are now reassuringly firm under hard applications, the 139kW/252Nm atmo engine rewards you with more power the harder you rev it, the six-speed auto is satisfyingly swift in its changes and the firm ride results in great body control.

It gives you confidence to commit to corners and lean on the front end, but a trailed brake or mid-corner lift tucks the nose or floats the car through quicker corners with all four tyres working hard.

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It makes every roundabout an opportunity for enjoyment and can be driven with enthusiasm for long periods without wilting. Kudos to Mazda for largely solving the 3’s road noise issues, too, while the visual cue in the head-up display that a vehicle is in your blind spot is another clever touch.

Everything about the Golf’s low-speed behaviour suggests it’ll be a bit of a blancmange under cornering duress but nothing could be further from the truth. Of course it’s not a razor sharp corner carver, nor should you expect it to be, but it’s balanced and poised without a trace of the Mazda’s steering kickback.

The VW’s lack of sporting focus is evident in the fact it doesn’t even have an ESP Sport mode, though you can deactivate traction control, which is so well tuned it almost never intervenes. In fact, the Golf’s electronic aids in general are subtle in their intervention; Hyundai’s lane assist engineers could certainly learn a thing or two.

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In GTI Golfs the XDL electronic ‘diff’, which quells wheelspin through brake activation, hasn’t always been up to the task, but with just 110kW/250Nm to handle it nails the front end to the tarmac.

The VW’s 1.4-litre turbo engine is undoubtedly its weakest point in a sporting context, with little incentive to explore its upper reaches, but the respectable mid-range torque makes for decent progress and means the auto’s conservative approach to downshift requests is less of an issue, third or even fourth gear being useable for all but the tightest turns.

Initially the i30 continues its ‘N-Lite’ impersonation. The 1.6-litre turbo engine’s power curve is flatter than a steamrollered pancake but its quantity of grunt – with 150kW/265Nm it has the highest outputs here as well as the best power-to-weight ratio – makes it the quickest of this trio in a straight line.

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On smooth roads there’s plenty to enjoy; it can be driven hard in a similar fashion to the Mazda with a nice, wide limit and few dynamic surprises. Float it into a corner on the brakes and it’ll gently slide the rear and traction is strong on the way out. The suspension can run out of ideas slightly on a bumpy road at speed but retains enough control for you to happily bounce along.

All this makes what happens next all the more disappointing. Hit a bump mid-corner under load and the i30 N-Line exhibits some nasty steering kickback. The wheel jolts sharply in your hand and the steering assistance feels to disappear at the same time; if you’re committed to a particularly bumpy corner the ensuing wrestle with the wheel can be quite alarming, especially if Sport mode is activated – which it probably is – with the corresponding increase in steering weight.

It’s bad enough that I actually stop and check all the wheel nuts are done up correctly – they are – so the only conclusion to be drawn is that the larger wheels and extra power stretch the standard i30 front suspension geometry beyond its capabilities.

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It’s a severe enough dynamic shortcoming that it knocks the Hyundai down to third in this comparison, which is a shame as until this point the i30 made a reasonable case for itself as a wannabe ‘N’ with decent performance and plenty of kit. If you just want a fancy i30, buy an Elite and save $6000; if you want an i30 to drive fast, buy a second-hand first-gen N.

In second place is the 3 GT. Mazda clearly didn’t want to build ‘just another hatch’ and has ratcheted up the exterior style and backed it up with beautiful interior materials and sparkling dynamics. Kudos to Mazda for trying something different, but the trouble is that the design heavily compromise practicality and vision, while the controls that shine when being exploited to their fullest annoy when used day to day.

This leaves the Golf as the winner, but it’s not a position it occupies by default. The Mk8 may be an evolution of the Mk7 rather than a genuine game-changer and VW might have gone a step too far with its smartphone-style infotainment, but this Life variant is a beautifully polished car.

It excels where the Mazda struggles, with a supple ride, effortless controls and a light-filled interior that’s packed with the latest safety and convenience technology. Match this with the best rear cabin and ace driving dynamics and it’s clear that the Golf is, for now at least, still the hatchback benchmark.

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Spice Cabinet: The hotter hatches

You’re keen on one of the offerings here but want a bit more zing, what to do? Well, Volkswagen has you covered with the Mk8 Golf GTI, which offers 180kW/370Nm and 0-100km/h in a claimed 6.3sec for $53,300.

So too Hyundai with its updated i30 N, which starts at $44,500 for the six-speed manual and $47,500 for the new eight-speed dual-clutch.

It now produces 206kW/392Nm and can knock off the 0-100km/h sprint in just 5.4sec in dual-clutch guise.

But where art thou Mazda? A hotter 3 has been developed and is available in the US, a 2.5-litre turbocharged four-cylinder developing a healthy 186kW/434Nm allied to all-wheel drive, but sadly it’s currently left-hand drive only, leaving the likes of the UK, Japan and Australia out in the cold.

Australia has put its hand up for the model if the steering wheel can be shifted, so fingers crossed for some drastic engineering developments.

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Interior focus

VW Golf Life

1. First impressions are “There’s nothing in here!” but the modern, minimalist environment is refreshing with classy touches like the Taycan-style light panel and 911-style gearshift toggle.

2. Some may rue the lack of leather, but the Golf’s cloth seats are supportive and comfortable with plenty of room front and rear. A heating option would be welcome, though.

3. Tech-shy buyers may struggle with the smartphone-style touchscreen, with some functions buried in various tap-and-swipe sub menus, but with familiarity it’s easily navigated.

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Hyundai i30 N-Line

1. Steering wheel basically a straight lift from the N, with the large gearshift paddles being a highlight, and the contrasting stitching provides a flash of colour the Mazda is lacking.

2. i30’s humble origins evident in the hard plastic that makes up the centre console and lower trim. It counters with plenty of kit and update has brought a shift to an electronic park brake, increasing storage.

3. Large 10.25-inch widescreen infotainment screen is a slick operator, though wireless smartphone mirroring like the Golf would make the wireless charging a lot more useful.

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Mazda 3 GT

1. Reach out anywhere in the Mazda’s interior and chances are the surface will be plushly padded leather. It really helps the 3 feel like a much more expensive car.

2. As in the i30, Mazda’s HVAC is controlled by conventional knobs, which plenty of buyers will prefer to the Golf’s touchscreen system.

3. Analogue dials? Digital? Why not both? The 3’s digital representation of analogue dials are super clear and easy to read, yet still have the multi-screen functionality required.

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Specifications for the VW Golf Life, Mazda 3 GT and Hyundai i30 N-Line