Hyundai i30

Only worth buying if you like how it looks...otherwise just get a i30N hatch – There was no noticeable difference between the build quality of the Fastback versus the hatchback or even the sedan. The sports bucket seats, upgraded performance pieces, bodykit and trim all fit nicely together and are exactly what you’d expect for the price you’re paying. The starting price for the i30 Fastback N is $49,000 before on-road… Read more

costs for the manual, and $52,000 for the dual-clutch automatic pictured here.

For a 200+kW, front-wheel drive hot hatch, it’s a fair price for the equipment and performance you’re getting in return.

Hyundai offers its 5 year/unlimited kilometre warranty with the i30N, with services being capped over this period. Service intervals are 10,000km or 1 year.

Plus, if anything mechanical fails during a track day, Hyundai won’t void your warranty claim, thanks to an included track day warranty.

Prepaid servicing plans can be purchased for 3 years/30,000km for $1,005, 4 years/40,000km for $1,340 or 5 years/50,000km for $1675.

One word comes to mind when driving in the i30 Fastback N: rambunctious.

At low speeds, there’s a deep rumble emanating from those massive cannon exhausts. Turn the car on to the full fat N mode, and you’ll have this car producing pops and bangs exceeding 100dB!

It’s so loud that an owner in the United States was pulled over and fined for having an excessively loud exhaust, even though it comes from the factory like that.

The maximum power output from the 2.0L turbocharged four-cylinder unit is 206kW (276hp) and 392Nm in overboost. Also, the 0-100km/h time is claimed to be just 5.4 seconds!

This thing feels quick. The turbo is quick to spool and you always feel like you have more than enough power at your disposal.

Traction is my only issue here; there’s only so much you can do to combat front wheel slip, which can be hard to avoid when using launch control. N Grin Shift (NGS) is how you access that overboost, providing 10 seconds of more power to use to launch out of a corner, or perform a daring overtake.

There’s no denying the i30 Fastback N is a spectacular car in the handling department. Adjustable dampers allow you to avoid a constantly stiff ride, and you can even tailor the Individual drive mode to have a softer riding car without compromising on performance.

I saw fuel figures between the 10-13L per 100km mark when daily driving. The claimed fuel efficiency is 8.8L per 100km combined. It’s not the most fuel efficient hot hatch, but it’s also not going to break the petrol budget either.

The i30N Fastback has the same interior to the i30N hatch, which is all very conventional but with some sporty flair.

With the rear seats up, you’re getting more boot space than the hatchback. You’re looking at 436L of storage, and a total of 1337L with the seats folded. It doesn't get in the way of boot space, and it’s cool to see the exposed rear strut that helps keep the car more rigid.

Rear head room is impacted most due to that sloping roofline, especially when compared to the hatchback design. At 5'11", my head touches the roof if I place it against the headrest and sit upright.

If you’re in love with the design of this car, it’s absolutely worth grabbing one while you can, as this is a limited model.

If this design isn't your thing, then the hatchback is a great alternative. There isn’t that much difference between this car and the hatchback, so it all comes down to personal preference.

You can’t beat the manual transmission as an option, but if that scares you for daily driving, the DCT is an equally and somewhat superior option when it comes to performance.

If you want the fastest i30N, you’ll need to opt for the more angular sedan, which some might argue is the better alternative to the Fastback.

*Disclaimer - I work for ProductReview as their independent car and motorbike expert. I borrow new cars and motorbikes from manufacturers and owners to review. I am not paid or incentivised by these brands to post reviews. I write and create content to provide insight and information about any new or used vehicle I can get my hands on.

The best front wheel drive hot hatch you can buy for under $60,000 – The base i30N can be had in either manual or the new DCT for a mere $44,500 before on-road costs. I had the i30N Premium without sunroof, only available in manual, which retails for $47,500 before on-roads. You can top out the range with the i30N Premium with a sunroof, available both in the manual and DCT again, which will set you back $49,500… Read more

before on-roads.

If you want to make the most of your i30N, get the Premium. It comes with lighter forged alloy wheels that save 14.5kg to the car’s kerb weight. Additionally, the added leather and 2.2kg lighter bucket seats add even more to the cabin experience than the base cloth interior.

Hyundai offers its 5 year/unlimited kilometre warranty with the i30N, with services being capped over this period. Service intervals are 10,000km or 1 year. The i30N also is one of the only cars on sale in the world that offers a track day warranty. Meaning you can comfortably push your i30N out in the real world, without having to cover up your license plate for the track day photographer.

I’ll get the elephant out of the room and say yes, this isn’t going to be the quietest car for the highway.

After 6 hours of highway time in the N, I was a little exhausted at some parts of the drone those Michelin tires make at high and constant speeds. It’s a tire roar with what sounds like some restricted air in the wheel wells.

The engine sound itself isn’t too unique - it’s a familiar sounding inline four-cylinder note similar to what you find on many hot hatches at this price point. What makes it exciting is the very large turbo situated just centimetres away from the front occupants and the exhilarating intake sound heard under acceleration.

What brings this segment to a mighty bang is the exhaust sound. Oh my, this isn’t just your normal hot hatch, this is a unique beast. It takes advantage of a rudimentary form of anti-lag, which sends exhaust gasses back through the turbocharger when it’s usually not spinning to keep it spooled for a more rapid response.

You’re going to get complaints from the neighbours, scare little children and laugh your head off when you open up this exhaust system in it’s most aggressive setting.

The bright red N-branded calipers are not just for show, but also a show of Hyundai’s pride, seeing as these 360mm brakes have been developed in-house. This is rare for a car at this price point, as usually these brakes are easier to outsource to the likes of Brembo.

According to Hyundai, that could have driven up the price past what they wanted, and I also believe under ex-BMW M division lead, Albert Biermann, he wanted to do it in-house for more control and suitability for the car.

Here’s the juicy part. Under the bonnet is a rally car inspired 2.0L turbocharged four-cylinder unit, producing a whopping 206kW at 6,000rpm and 392Nm at 2,100-4,7000rpm.

That’s 139.4kW per tonne of power! Sure, 0-100km/h times aren’t as rapid as a Golf R or a Toyota GR Yaris, claimed at 5.9 seconds for the manual.

This torque delivery is unique too, as it’s engaged as an overboost feature, meaning instead of dumping all of your peak power mid-way through the rev range, you’re able to experience power right through to the redline. No more short shifts or awkward drops in power - the i30N’s power plant delivers more than what you’d expect for a hot hatch.

It’s still a very quick car, but it also allows you to use all of the rev range through to third gear without getting yourself into too much trouble.

There’s a trick launch control system with a customisable rpm limit, but I found it to be confusing to engage at first. Also, I will have to admit launching a front-wheel drive manual car is not the smoothest of tasks, so I found myself enjoying low-rpm launches from a stop instead.

A slick, notchy and perfectly sized manual shifter is any driver’s idea of paradise - especially when mated with over 200kW of turbocharged goodness.

There are 6 gears to choose from in this transmission, with first gear feeling slightly too short as usual for hot hatches with this much power.

Redline seems to creep up a lot quicker than you’d expect in the i30N when you get carried away, so you better make the most of those shift lights. Placed at the top of the driver’s instrument cluster, you get 5 race car inspired lights that appear incrementally and increase in colour intensity as you approach redline.

Before you have the chance to bang off the limiter, these lights all blink in unison indicating that you need to shift to the next gear.

What an awesome touch, and it’s a lot better than just an audible beep or nothing at all.

What a treat the i30N is to take on some of the best back roads in Australia. A pretty common complaint is just how heavy this car is out on the track.

The suspension in this hatch is adjustable three-ways, and it’s certainly noticeable. The softest setting is still going to be too stiff for those who like the idea of a hot hatch but really need to move on into a fast cross-over. It’s comfortable enough for myself and for passengers, and smooth enough to transport a delicate birthday cake and let my partner fall into a deep sleep - rare for many of the cars I test with her in the passenger seat.

When I want to awaken what I had for breakfast that morning, the stiffest setting works best. It’s responsive, rapid, but surprisingly not spine-shattering like the Abarth 500 is.

The mechanical limited slip e-differential works wonders to avoid the front wheels from consuming the driving experience with torque steer. Instead, it works with the front tires to put power to the road as you might hope, making the most of the power at hand rather than fighting it.

The drive modes are actually my number one selling point for the i30N, as the versatility of a car like this makes it the car that can most likely respond to any complaints one might have with a hot hatch. ‘Make it quieter!’ - sure! ‘It’s too bumpy.’ - sorted. ‘Can it do my tax return?’ - not quite.

At over 12L/100km across 1000km of driving, this is a thirsty car.

There’s a minimum of 381L available here in the i30N. That’s plenty of space for daily driving and even more. Two suitcases would fit perfectly in the back, with day bags able to be placed on top to make the most of the space back here.

Fold the seats down in a 60:40 split to reveal 1287L of boot space, and you have enough space to take a spare set of wheels and tires to the track and air them up using the 180W charge port in the rear.

I nearly had pen to paper ordering a 2019 i30N a few years ago. That should already have you assuming what my answer to the above is.

2021 has only made the i30N better: it’s more lightweight, more capable and leans even more into the sports car N brand Hyundai is quickly evolving.

In a field of competent competitors, the i30N stands out as the loudest one yet. For me, it has everything I’m looking for in a hot hatch. It’s beyond capable for my needs, it’s practical, it’s versatile and it makes me smile.

As modern day hatches get quieter, the N brand is focused on giving drivers a chance to end the petrol-era with an almighty exhaust bang.

It’s engagement at its finest, and it’s the car that transformed my feelings for Hyundai from a brand that’s a bit meh to a brand that clearly is trying its hardest to produce the best products that you and I can afford. The plan seems to be working, and the i30N underscores that purpose.

*Disclaimer - I work for ProductReview as their independent car and motorbike expert. I borrow new cars and motorbikes from manufacturers and owners to review. I am not paid or incentivised by these brands to post reviews. I write and create content to provide insight and information about any new or used vehicle I can get my hands on.

Practical and fun to drive. Great for aspiring hot hatch owners – I was thoroughly impressed with the build quality of Hyundai’s popular mid-sized hatchback. Sure, you’re immediately going to notice a lot of cheaper materials, however it’s just cheaper to touch - the actual fit and finish on the inside is well executed. The major touch points, like the doors, shifter and steering wheel are all dressed in soft… Read more

leather which feels premium, and helps justify a price increase over the cheaper models.

Seats were the highlight here, with an N badge embossed into the backrest, helping lift the overall sporty feel of this interior.

On the outside, the main quirk was the panel gap between the bonnet and front bumper that was filled in with a rubber gasket, something found on all i30’s of this generation. Not a negative aspect, however it doesn’t scream accuracy in panel fitment on the outside.

The i30 range starts off at $25,490 drive away, whereas the i30 N Line hatch starts from $33,112.

The range can go all the way up to the i30 N-Line Premium, which maxes out at $38,056 (before you’re shopping for the far more expensive and more powerful i30N).

For your money, you’re getting an interior and exterior upgrade from the N department, with sporty front grills, side skirts, grippy Michelin tires, upgraded wheels and a dual exit exhaust.

On the inside, there are N-inspired bucket seats, steering wheel, pedals, shifter and floor mats. There’s also a 8-inch centre infotainment paired with a half analogue, half digital driver’s display.

Finally, it’s topped off with 150kW, 265Nm from a 1.6L petrol four cylinder and sports-tuned suspension. For $33,112, it’s a great deal for those who want a bit more power and sporty flair packaged into a medium sized hatch. However, you’ll have to pay a little extra if you don’t like driving a stick.

Hyundai ships the i30 N Line with a 5 year/unlimited km warranty.

Servicing for the i30 can be prepaid up to 5 years or up to 50,000kms, costing a total of $1,385 for 5 services. Most people won’t be travelling more than 10,000km a year, so that means yearly servicing will cost $277.

Surprisingly, you’re met with a quaint and quiet cabin, despite opting for a more ‘sporty’ hatch over the standard car.

On the outside, you do get a more raspy and active sounding exhaust producing plenty of performance noises. Only issue is, you rarely get to hear this exhaust from the inside, aside from the occasional pop when revving.

I guess having a quieter cabin is part of the N Line hatch’s appeal, as you’d be shopping for a hot hatch if you really wanted more performance theatre. Less external noise entering the cabin allows you to relax during the daily commute and over longer trips.

I found the audio system to be just fine - it’se clear and loud enough for daily listening. However, it wasn’t mind-blowing or particularly deep in its sound.

The braking ability of the i30 N Line hatch was as expected for a medium sized hatchback. The car looks sporty, but you’re not going to find these brakes fulfilling the hot hatch vibe this car is trying to portray.

The appeal of the i30 N Line is the power bump it receives over the standard range.

This hatch is packing Hyundai’s familiar 1.6L turbocharged inline four-cylinder petrol engine, producing 150kW at 6000rpm and 265Nm at 1500-4500rpm.

As this is the manual, you’ve got six speeds to choose from, which is all fairly standard.

The power produced by the i30 N Line isn’t exactly adrenaline inducing, but it does produce enough performance to make this i30 fun to drive.

In reality, you don’t need more power than what’s given here. You’ll get up to speed more than quick enough, and you’ll be able to conduct clean overtakes out in the country.

Off-the-line acceleration is hampered by the exclusive drive to the front wheels, as you’re met with the typical wheel-chirp of rubber failing to grip onto the road after the initial launch.

It’s the involvement required when using a manual transmission that gives you little reward over the dual clutch. Some manuals are absolutely worth the pain they provide in being a little more effort than an automatic, but I’m not so sure this particular transmission is.

I do believe that the manual provides more ‘fun’, but I found that it was a bit more effort than the dual clutch when I just wanted to run to the shops, or somewhere close.

The N Line gets a ‘performance-oriented’ suspension and handling tune, in the form of stiffer springs, bigger wheels and Michelin Pilot Sport tires.

It’s a greatly appreciated improvement over a more comfort-orientated setup.

The best part is, the suspension here isn’t back breaking - but instead it’s designed to limit body roll and sway through corners.

Hyundai claims a combined fuel efficiency figure of around 7.1L per 100km.

I saw figures cross 10L/100km while driving around town in this warm hatch, which was partly due to me operating the manual transmission as I’d hoped an aspiring hot hatch owner would.

The i30 N Line hatchback has a minimum of 395L of boot space.

Seats fold in a 60:40 split, meaning you can still carry up to 4 people, while one seat is folded.

If you need to move some items from IKEA, you can fold all the seats down for a total usable space of 1301L.

I’d say in this base i30 N Line trim, with a manual, you’re going to have most of the fun you’d find in a hot hatch, especially when rowing out your own gears.

However it does have to be said that the full fat enjoyment that you’d get out of a proper hot hatch is something that you’ll only find in the $48,000 i30N.

*Disclaimer - I work for ProductReview as their independent car and motorbike expert. I borrow new cars and motorbikes from manufacturers and owners to review. I am not paid or incentivised by these brands to post reviews. I write and create content to provide insight and information about any new or used vehicle I can get my hands on.

Possibly the best value performance car you can buy – The build quality is relatively premium for the asking price. It’s obvious Hyundai have built this on what is essentially an economy car, so doors and surrounding plastics do feel like they’re a little on the cheaper side. However, Hyundai has splashed some nicer feeling leather seats, premium stitching and high-end screens, raising the… Read more

perception of quality inside the cabin.

Here’s why I have both transmissions to review here: it’s because both the manual and automatic i30N Sedan start at $49,000 before on-road costs.

For over 200kW and a sedan body style, it’s hard to find cars comparable to this. It’s not a hot hatch, but it is front-wheel drive only.

Regardless, it’s a respectable asking price for the caliber of car you’re purchasing.

Covered by Hyundai’s standard 5 year/unlimited kilometre warranty alongside a track day warranty, the i30 Sedan N is hard to say no to.

Services are at 10,000km apart (or every 12 months) and are capped at $335 a visit for the first 5 visits.

Don’t let the plush materials fool you that this is a quiet luxury car; this is very much a stripped down performance sedan.

The speakers do the job well, making calls and audio easy to understand at most speeds. Pick up the pace, and road noise from these larger and stickier tyres become very apparent in the cabin.

There are some fake engine sounds to choose from, but I’m not entirely sure why you’d want tot use these.

They play via the internal speakers. I can only assume that they’re there to prepare us for the inevitable EV transition the N Performance team is going to have to make.

Of course, this wouldn’t be a Hyundai N car without a neighborhood-disturbing exhaust note. It’s baritone, accompanied by a hint of intake and turbo whoosh. Releasing the accelerator from your lead foot leads to a hellfire of overrun pops and crackles - the loudest I’ve heard on any of the N cars I’ve tested.

By the way, the DCT produced more audible and more consistent pops and bangs compared to the manual

I especially appreciated the additional size and stability of the chassis of the sedan when it came to braking.

Trail braking into corners was a lot more predictable, and I never managed to cook the brakes to the point where they obviously softened.

These brakes were developed in-house by Hyundai, and despite the fact that they’re not even cross-drilled, they hold up against hours of relentless backroad driving. That’s thanks to additional cooling and the fact they’re 55mm larger than the ones found on the i30 Sedan N-Line.

In the DCT, the i30 Sedan N will also allow you to left foot brake and use the accelerator at the same time.

If you’re deadset on buying the fastest N car Hyundai has to offer, you need to buy the DCT over the manual.

This is for two crucial reasons. One, both cars get 206kW of power at 5500 to 6000rpm and torque is rated at 392Nm between 2100 and 4700rpm. The DCT gets an overboost feature that momentarily provides more power for 20 seconds via the ‘N Grin Shift’ button on the steering wheel.

Two, the DCT is capable of hitting 100km/h in a mere 5.3 seconds, while the manual will be left hanging at 5.8 seconds to 100km/h.

Open your eyes a little and try driving the DCT, and you’ll see why I consistently prefer it as my transmission of choice in Hyundai’s N cars.

It’s been relentlessly engineered for maximum driver engagement, with smart features that can adapt the transmission to how you're driving too.

Each click of the paddles offer a shove in the back, similar to an aggressively tuned single-clutch. Launch control is more fun in the automatic too. And when you’re not interested in shifting your own gears, it makes for a relaxing gearbox in bumper-to-bumper traffic.

It’s rare I’d pick the automatic when the manual seems like the obvious choice, but it’s possibly the best DCT that isn’t made by Porsche.

Open your eyes a little and try driving the DCT, and you’ll see why I consistently prefer it as my transmission of choice in Hyundai’s N cars.

It’s been relentlessly engineered for maximum driver engagement, with smart features that can adapt the transmission to how you're driving too.

Each click of the paddles offer a shove in the back, similar to an aggressively tuned single-clutch. Launch control is more fun in the automatic too. And when you’re not interested in shifting your own gears, it makes for a relaxing gearbox in bumper-to-bumper traffic.

It’s rare I’d pick the automatic when the manual seems like the obvious choice, but it’s possibly the best DCT that isn’t made by Porsche.

Depending on how you drive, you might get close to the claimed 8.2L per 100km (combined) consumption figure. But you’re more likely to get closer to 10L per 100km in the city, or 15L if you love the sound of that loud exhaust.

There aren’t any major changes to the design of the already striking i30 Sedan interior, but there are notable N Performance improvements.

That includes new bucket seats, an N Performance steering wheel, blue stitching, new pedals and an N Performance sub menu on the screens.

I would have liked to see the option to have the more aggressive lightweight bucket seats - like those in the i30N hatch - for more visual theatre, but there’s a more subtle performance theme here.

There’s around 464L of boot space available in the back of the i30 Sedan N. It’s limited compared to the hatch, thanks to that Sedan boot shape.

Additionally, it’s limited because of that rear stiffness bar, limiting you from loading in long and large items.

Don’t forget that the rear seats fold as one bench, and not as a 60/40 split. That means you’ll have to make the most of that boot space if you want to carry passengers too.

The back seat also loses rear vents and rear seat heating or rear USB ports, making it feel like a stripped out race car.

If hot hatches aren’t your thing, and the Kona N isn’t ticking any boxes for you, look to the i30 Sedan N.

The i20N is for lightweight traditional hot hatch fun. The i30N hatch ups the ante and is a graduation in power from the i20N. The Kona N is the hot hatch for those who don’t want to drive around in a traditional hot hatch.

The i30 Sedan N takes the characteristics of a sedan (a long and planted wheel base) and mixes that with the potency of Hyundai’s formidable 2.0L turbocharged unit to form a road car inspired by a TCR touring car.

It feels more stable at high speeds compared to the hatch, and has a slightly more grown up feel to it - apart from the fact there’s a massive wing hanging off the rear.

Get the DCT for the performance factor, but get the manual if you can’t be convinced otherwise. It’s an engaging drive that offers plenty of driving thrill - a rare sight in today's car market. It feels like a bit of a last hurrah before cars like this turn electric.

*Disclaimer - I work for ProductReview as their independent car and motorbike expert. I borrow new cars and motorbikes from manufacturers and owners to review. I am not paid or incentivised by these brands to post reviews. I write and create content to provide insight and information about any new or used vehicle I can get my hands on.

Smooth driving – It has a spacious boot load capacity and the features are very useful and it’s recommended for a family who loves travelling even in long trips carrying a lot of baggage. Show details

Hyundai i30N Hatchback- 2024 model First impressions brilliant. Amazing Performance & handling & that exhaust note is on another level. The only thing unfortunately that lets the experience down is the Hyundai service as mentioned regularly on other reviews & media outlets. Would I recommend you to buy one Absolutely..BUT service the vehicle with a reputable service centre NOT Hyundai if you want peace of mind & hassle free experience. Show details

Hyundai Paint Peeling Issue – We were clearly sold on Hyundai’s until the purchase of this car….. great performance and reliability until I decided to wash the car, I attended our local car wash and applied the pressure cleaner , I was left gobsmacked when I saw the duco coming off in flakes …….since then I joined an online Forum, it appears evident Hyundai failed to acknowledge defect…. We sold the car ….. Simply Love Toyota cars and Mazda Show details

My Hyundai has a major problem with the clear coating flaking on the paintwork and no help from Hyundai – UPDATE ... well true to form, Hyundai has just ignored me and I haven't heard anything, so what's knew from a company that does not value their customers. ............... In 2014 I purchased a new Hyundai i30 elite. I must say that the car has been mechanically excellent in the time I have had it, with no problems. My car has done 320,000km. In… Read more

2021 – 2022 I started to notice that the clear coating on the paintwork on the passenger’s side mirror had started to fleck a little, I put it down to stone chips or the like, but over the next 12 months it started to get quite large and is now completely gone (picture included) and then I noticed that the front & back door handles on the passenger’s side were also starting to fleck and peel (picture included), the paint underneath was fine but the clear coat was another matter and at this time the driver’s side was fine as far as I could tell, yet the doors and the rest of the car was fine. I figured that the constant handling of the door handles was contributing to the problem, so I just figured I have to live with it, then the back spoiler/lights started to peel and quite dramatically and no one had been touching it and then I noticed that my driver’s side door handle was showing signs yet the door was fine, so I took a picture of it (picture included) and as can be seen in the picture enlargement the coating was not applied correctly, it has areas where the coating is bubbled and not even applied. So I wrote to Hyundai to ask if they we could come to some arrangement whereby I could get the car resprayed. I was told that I would need to take it to the dealer which is 200km round trip for me so they could inspect the car, which I did. About 2 – 3 weeks later I received a very curt message that said “your request has been denied”, no explanation, nothing. The fact that they did not have the curtsey to at least explain why just the message, not even an email, this just got my goat. So I wrote them and emailed them on the: 10th April 2024 25th April 2024, 23rd June 2024, 1st July 2024, and on the first 2 occasions I had to email twice to receive and answer. This came to a head, because my car has so many kilometres and we live in a rural area and as pensioners we need a reliable car and there is no public transport so I decided to buy a new car (it will be our last car). When I went to a number of car yards to see about a new car and offered my car as a trade-in I was shocked to be only offered $1600 and to hear, from all of the car yards that Hyundai’s have a major problem with the clear coating flaking and that most would not want a Hyundai as trade-in. You can imagine my shock on hearing this, that is why I approached Hyundai about the paintwork. I was willing to buy a Hyundai at first because I assumed they would be proud of their product, I was wrong. I have written to Hyundai and explained all this but they are not interested. I understand that warranties cannot last forever but when it has to do with poor quality products and workmanship I believe that I should be able to get some redress.

HYUNDAI I30 – Very efficient on fuel, great connection for blue tooth on bot Android and Apple, quiet on the highway, everything is very accessible and easy to use for a great price.Great 1st car

Great economical car – Great comfortable car without all the annoying bells and whistles of modern cars.fuel economy is great,getting between 4.9 and 5.1litres per 100 klms on a trip.service required every 15000 klms and averages about $300.00 per service Show details

Luxury car – Hyundai i30 premium n Beautiful interior Drives amazing Luxury car Husband uses to and from work. Bought brand new from dealer, last in Australia currently apparently. Didn’t come with any extras though like mats or dashcam. Show details