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The new i20 is a very spacious addition, well equipped and very reasonable for this competitive segment, but is disappointed by the weak engines.
The i20 seems to be the unsung hero of the rear hatch line-up of Hyundai. While the original i10 was the face of the scrappage scheme, and the i30 marked the first milestone of the brand in order to assume the power of the VW group, the i20 has so far passed by relatively unnoticed despite strong sales since 2008 - until now that is.
With this new model, aggravated assault on the city Hyundai class really begins. Dominated for years by the Ford Fiesta, the latest i20 now has to go toe-to-toe with not only Ford, but the new Skoda Fabia, revitalized Vauxhall Corsa and VW Polo.
There will be four engines launch, two petrol and two diesel. Most are familiar with the rest of the Hyundai range, but a new three-pot turbo will join the range next year, to try to compete with the two great triple turbo Vauxhall and Ford.
What is it?
On paper, the i20 looks promising. The 1.4-liter gasoline "Kappa" engine we tested was recently developed with the car in mind, and although it has to do without a turbocharger - unlike its main rivals class - 99bhp in a car that weighs just over a ton should provide enough thrust to easily nip in and out of city traffic.
Start up, and ticks on you can barely tell the engine is running at all - reflects the work of Hyundai engineers have done to improve the soundproofing, and the whole part of the call-up of the adult new i20. The lower body is much larger than in the past, and in fact, it looks and feels more like a car from the class above a very clean city.
The gearbox six-speed smoother than before action with new multi-cone synchronizer in the first two reports and a guide plate to make it feel more precise rings, but it is too easy to select third place in the first error, and be allowed to enter the correct speed as the lights change and the towers die.
High-strength steels comprise a large proportion of the new body, and extra rigidity certainly had an impact on the dynamic character of the new i20.
Hard turn in a series of turns, and there is more grip, it resists body roll, and management - all rather slow and lacks the precision to say, a Fiesta, has lost much of the woolly wave dead zone around the right before you got in the old car.
It is still not a driver's car though. Fiesta always strikes the best balance between comfort and handling in this class, and the ride in the i20 is probably its weakest point.
Speed bumps and undulations are well absorbed, but sharp edges or joints exhibit an apparent lack of suspension travel, sending a big punch in the cabin.
The other problem is power. The petrol versions led us (the 84bhp 1.2-liter and 1.4) felt loose once on the road, and the introduction of all types of steep slope that highlights reeds £ 99 ft motor naturally aspirated couple.
There will be five trim levels, but most will i20s in the south of the base, which includes a lot of kit, including all-round electric windows, rear parking sensors, 16-inch alloys in Bluetooth voice control and cruise control, all for about £ 1,000 less than a VW Polo SE.
The i20 is larger inside the Polo, but the cabin materials are not to the same standard, with less soft-touch plastic, and some panels curiously colors and textures. It also without a touchscreen infotainment system, offering instead a smartphone dock, and a display of simple matrix radio instead.
Should I buy one?
If you are looking for a practical, City well with generous levels of kit, and a large trunk, the new i20 deserves a place on your list. Yet, despite its improved dynamics, it is still not quite as fun or comfortable as the best cars in this class.
Faced with so much competition turbo, it is perhaps not surprising that the i20 feels a little underpowered, but that it is also not particularly effective (a CO2 figure of 127g / km mean 1.4 will cost £ 110 road tax only) not count against it.
The new Opel Corsa with a 1.4-liter turbo is a few hundred pounds cheaper, almost as roomy inside, and feels much faster in everyday driving. Hopefully the new T-GDI engine 1.0 liter happen sooner than later and give Hyundai a little more than a fighting chance.
Hyundai i20 1.4 100PS SE
Price £ 13.325; 0-62mph 11.6 seconds; 114 mph top speed; 51.1mpg economy; 127g CO2 / km; 1060kgs kerbweight; Engine 1.4-liter 4-cyl in-line petrol 1368cc; 99bhp power; 99 pounds feet of torque; Six-speed manual box
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