Hyundai i20


Debut: 2020
Maker: Hyundai
Predecessor: i20 (2014)



 Published on 28 Feb 2021
All rights reserved. 


Sharper styling is not up to everyone's taste.


Hyundai’s European-dedicated supermini has entered the second generation. Unlike the dull-looking original, this one gets sharper design under the moniker “sensuous sportiness”, although the edgy front end is not up to everyone’s taste. I think the front grill and headlights could be more elegant, more solid instead of flimsy. As it is, it lacks the quality perception of Peugeot 208, Renault Clio, VW Polo or Seat Ibiza. Nor it is as funky as Toyota Yaris. When you look back a few years later, you will find it easily forgettable.

The interior is worse. Yes, it has generous cabin space for a supermini, especially rear legroom – thanks to a nearly class-leading 2580mm wheelbase and 30mm extra body width compared with the old car. It is also well-equipped, with a standard TFT instrument across the range and a center touchscreen of either 8-inch or 10.25-inch. Hyundai’s infotainment system is easy to use, too. However, every surface of the cabin is covered with low-rent hard plastics – shinny ones at the upper half and scratchy ones at the lower half. It feels very cheap.



Hard plastics are everywhere.


The car gets longer, wider but lower than before for a sportier proportion. However, weight is claimed to be cut by 45 kg in average. Its platform seems to be an evolution of the last one, so no surprise to see the service of the 1.0-liter direct injection turbocharged 3-cylinder motor powering nearly all models (a naturally aspirated 1.2-liter old engine continues to serve as entry-level choice). This is a good engine, matching Volkswagen’s similar unit in terms of power and refinement, if not quite as enthusiastic as Ford’s 1.0 Ecoboost. Now it can be mated with a 48V mild-hybrid system, which uses integrated starter generator to provide extra boost at lower revs, to allow engine-off coasting and to facilitate automatic stop-start. It works smoothly and helps the new car feeling surprisingly brisk at low speed. The lithium battery is placed under the boot floor, so it accommodates no spare wheel.

The motor is paired with a 6-speed manual gearbox with a new automatic clutch called iMT (intelligent Manual Transmission). It is basically the same as Saab done with Sensonic almost 30 years ago, using sensors in the gearshifter and throttle pedal to predict the intention of gearshift, then actuate the electronic clutch automatically at the right moment. The gearchange itself is still made manually by your hand. It works, unfortunately again, this manual gearbox has a notchy gearshift, so no matter how smart the clutch is, there is no fun to speak of.


Keen handling but stiff ride.


Given the wider tracks, a slightly lower center of gravity and less weight, it is easy to see the new i20 corners better than the last one. Its suspension setup is quite stiff, so the ride is quite harsh on bumpy surfaces. Highway cruising is much better, but still you are advised not to take the optional 17-inch wheels and low-profile tires. On the flipside, the i20 is quite agile. The combination of quick turn-in, lots of grip and the ability to tuck its nose into corner under lift-off gives it a driver appeal not found in its predecessor. If its steering is not so numb and its body control tighter, it could be a worthy competitor to Ford Fiesta.

Still, the cheap cabin, stiff ride and poor gearbox make the i20 hard to recommend. However, it might provide a good basis for the upcoming i20N hot hatch.
Verdict:
 Published on 10 Sep 2021
All rights reserved. 
i20 N


Hyundai produces the most hardcore driver's car in B-segment hot hatch world.


Following i30 N and Veloster N, this is the third Hyundai model receiving the N performance car conversion. The last 2 N models caused a lot of sensation in both sides of the Atlantic, thanks to the fact that they were the brainchildren of ex-BMW M boss Albert Biermann. In an interview by Top Gear a few years back, Biermann said Hyundai gave him a lot more freedom than when he was at BMW M division, where he had to fight like crazy for every car. It goes without saying Hyundai is willing to commit a lot of resources to build the N brand to match the best of the world.

A little bit unfortunately, the regular i20 is not a particularly pretty car. Even the N conversion gives it significantly more aggression, such as a roof-mounted rear spoiler, red painted front splitters and side skirts accompanied with a rear diffuser and an oval exhaust, it is still not quite a lovely design.

Even if you can overlook its exterior, the dull interior is hard to ignore. However, it must be said that the interior of Ford Fiesta ST is no better. In fact, in terms of materials or infotainment system, the i20 N might feel a tad more upmarket than the Ford. It also offers more space for rear passengers and a larger boot. Moreover, the driving position is near perfect. The bucket seats are supportive and mounted low enough. The steering wheel is nice to hold, and the pedals are positioned perfectly for heel-and-toe action. 



Dull looking it might be, the driving position and pedals placement are perfect.


Open the bonnet, it is even better. While Ford employs a 1.5-liter three-cylinder turbo, Hyundai uses a new Gamma II 1.6-liter direct injection turbo four-cylinder. Similar to the version debuted on Sonata, it features Hyundai’s CVVD continuous variable valve duration technology to improve output and fuel efficiency. There is also a higher, 350-bar direct injection system. The motor produces 204 horsepower and 203 pound-foot of torque, very good and competitive against Ford. A standard 6-speed manual gearbox with automatic rev-matching and Torsen limited slip differential transfer its power to the front wheels, achieving 0-60 mph in a claimed 5.9 seconds, which is 0.3s quicker than Ford. Top speed is reached at 143 mph.

The know-how of Mr. Biermann is best shown in the chassis tuning. There are stiffer springs, dampers, anti-roll bar, a thicker torsion beam rear axle and new front knuckles to increase negative camber for stronger cornering grip. The suspension is lowered by as much as 40mm. The monocoque is reinforced at 12 points. 18-inch wheels shod with Pirelli P-Zero rubbers measuring 215/40R18, while larger brakes run inside them. The engine response, rev-matching, steering, stability control and variable exhaust flap all have 3 individual settings (Normal, Sport and Sport+). Besides, you can store your favourite combinations in 2 N-mode buttons on steering wheel. The i20 N gets everything needed to succeed.

On the Road

The 1.6 turbo motor might lack the low-down response of Ford's 1.5-liter Ecoboost, but it feels eager and strong above 2000 rpm, and it won't cut-out until 6750 rpm. Coupling to a short-shifting gearbox and a kerb weight just under 1200 kg, the i20 N is undoubtedly a very quick little car. The only slight disappointment is aural quality – although the exhaust is loud and raucous at any modes (which could be tiresome in everyday driving), its tone does not change with rev, lacking the character of Ford's 3-cylinder.


It feels like a Mitsubishi Evo or Subaru Impreza STi, totally focused on getting from A to B as quickly as possible...


Yet the highlight of N is chassis. Mr. Biermann gave the i20 N a hardcore character to please keen drivers. Stiff and noisy ride compared with Fiesta ST, tight body control, tremendous front-end grip, sharp turn-in, neutral handling… In tight corners, its sticky front tires and LSD eat the tarmac so hard that resist to spin or understeer. It attacks corners with a precision like a rally car. It feels like a Mitsubishi Evo or Subaru Impreza STi, totally focused on getting from A to B as quickly as possible. The suspension constantly reminds you what goes underneath. The steering tries to follow the camber of the road, keeping you busy all the time. No matter in what modes, it feels highly strung. That’s very different from a Fiesta ST, which is more absorbent, more refined yet more playful in corners. Unlike the Ford, the i20 N is so grippy and neutral that lift-off oversteering becomes difficult to exploit. That is not necessarily a bad thing, just a different character.

Apart from busy ride and noise, flaws are rather minor: the clutch is a little vague; The brakes are not sharp enough; Steering feel is not as tactile as Ford. These do not alter the opinion that the i20 N is easily the fastest and most focused small hot hatch on the market. Just hope it looks prettier.
Verdict:

Specifications





Year
Layout
Chassis
Body
Length / width / height
Wheelbase
Engine
Capacity
Valve gears
Induction
Other engine features
Max power
Max torque
Transmission
Suspension layout
Suspension features
Tires
Kerb weight
Top speed
0-60 mph (sec)
0-100 mph (sec)
i20 1.0T-GDi
2020
Front-engined, FWD
Steel monocoque
Mainly steel
4040 / 1750 / 1450 mm
2580 mm
Inline-3, mild-hybrid
998 cc
DOHC 12 valves, DVVT
Turbo
DI
100 hp
127 lbft
6-speed manual with auto clutch
F: strut / R: torsion-beam
-
195/55R16
1125 kg
117 mph (c)
9.8 (c)
-
i20 N
2021
Front-engined, FWD
Steel monocoque
Mainly steel
4075 / 1775 / 1440 mm
2580 mm
Inline-4
1598 cc
DOHC 16 valves, DVVT, VVD
Turbo
DI
204 hp / 5500-6000 rpm
203 lbft / 1750-4500 rpm
6-speed manual
F: strut / R: torsion-beam
-
215/40R18
1190 kg
143 mph (c)
5.9 (c)
-


























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