Test Hyundai i20 Autocar (UK)
Hyundai i20 1.2 Comfort Test date 07 January 2009 Price as tested 10,620 For Price, generous safety equipment, frugal 1.2-litre petrol engine AgainstOver-assisted steering, poor cruising refinement,
BACKGROUND Until recently, its fair to say that the arrival of a new model from Hyundai was unlikely to cause sleepless nights for rival manufacturers. But a succession of increasingly competent offerings from the Korean brand has moved it away from the bargain basement position in the market that it used to occupy, and the coming of age was marked by the introduction of the deeply impressive i30 hatchback last year, which proved itself worthy as a genuine rival to the Ford Focus and Volkswagen Golf. Now Hyundai is hoping to build on its successes with the new i20 supermini, which combines modern design, frugal engines and safety with the brands tried-and-tested virtues of generous standard kit and one of the best warranties in the business. The i20 replaces the insipid Getz, and will be constructed in India alongside the i10 city car, but it was designed and engineered in Europe. At 9445, this mid-range 1.2-litre Comfort 5dr is nearly 700 more expensive than the priciest Getz. At the top of the range, an 89bhp 1.4 CRDI diesel in Style trim will cost 11,845. DESIGN Hyundais European design team was clearly briefed to give the i20 pleasant but inoffensive styling, and thats just what they have delivered. Its fair to say that many of the new Hyundais aesthetic cues riff heavily on those of segment rivals, especially the Vauxhall Corsa-alike rear lights. Mechanical layout is equally predictable. The i20 sits on a new platform, but its component set is the absolute supermini standard, with MacPherson struts and coil springs suspending the front end and a torsion beam axle at the back. Electric power assistance for the steering is about the most radical item on the spec list.
Despite being longer and wider than the Getz it replaces, the i20 isnt particularly big by the bloated standards of modern superminis. By luck or design, its almost exactly the same size as the new Ford Fiesta, itself the de facto arbiter of what constitutes an average supermini, with the Hyundai being just 10mm shorter and 12mm narrower. But while other manufacturers, including Ford, have successfully cut the kerb weight of newgeneration superminis when compared with their predecessors, the i20 has actually put on weight. Hyundai claims a fully loaded 1.2-litre version weighs in at 1085kg, which constitutes a 60kg increase over the old Getz 1.4 GSI and also means its about 100kg heavier than the Fiesta. Of course, Hyundai would argue that much of the increase in mass is due to the i20s comprehensive array of standard safety equipment, with the company chasing full marks in the forthcoming Euro NCAP crash test. Even the most basic versions get six airbags: front, side and curtain. And, although our extremely early test car didnt have ESP, it will be one of very few i20s not to have it; all versions manufactured after February 2009 will come with it as standard. ON THE ROAD The 1.2-litre engine delivers its peak 77bhp at 6000rpm and 88lb ft of torque at 4000rpm. That was enough to haul the i20 from 0-60mph in 12.7sec. Thats less than a second shy of the time we recorded in a 1.4-litre Fiesta. But above 60mph acceleration tails off noticeably. The lowish torque peak makes for decent in-gear performance. Indeed, the i20 is actually pretty sprightly. In the i20, 40-60mph in fourth gear takes 10.9sec, against 11.8sec in the Fiesta 1.4. The Hyundai is also quicker to dispatch 50-70mph in fifth gear, 17.1sec comparing well with the Fords sluggish 21.8sec. Braking performance is less impressive. The pedal is slightly over-assisted, and there isnt enough of retardation. The stopping time from 60mph is 2.95sec in the dry and 3.3sec in the wet the latter being nearly half a second slower than the Fiesta. The lightness of the controls set out the Hyundais dynamic stall; this is a car designed around ease of operation. The clutch pedals lack of resistance takes some getting used to, but the light steering and the light, accurate gearshift make the i20 a restful companion. Its also obvious that the i20 is focused more on comfort than outright handling prowess, the Hyundais soft suspension settings dealing well with urban potholes. But ask it to travel at a faster clip and the suspension struggles to keep up with short-frequency undulations. The i20s biggest dynamic flaw is the electrically assisted power steering. It has a strange, gloopy resistance and gives little impression of how much grip is left. Then theres the modest grip served up by the tyres. Negotiating wet roundabouts at the same speed as prevailing traffic can have the front end nudging wide so its good to know that most UK i20s will come with stability control. That said, all the basics are in place: the chassis has a natural balance and the responses are deft enough.

LIVING Compare a modern supermini with one produced five years ago and the difference in cabin materials and quality is amazing; indeed, its probably the area in which greatest development has been made. The i20 has a well designed and functional cabin, albeit not one that moves the game on in any way. On the plus side, the Hyundai is spacious, with decent accommodation in the front plus a good range of seat and steering column adjustment. Rear accommodation is even better. This is one area in which the i20 clearly betters the Fiesta; its possible to sit one six-footer in reasonable comfort behind another. Boot capacity isnt particularly generous, but a flat load area and a wide tailgate aperture make the most of it. Controls are clearly and sensibly laid out, although the large, central display for cars with a trip computer is slightly confusing; the Trip button cycles the rather garish screen through various information functions. The audio system sounds crisp; all versions come with an auxiliary sound input socket and Comfort spec and above adds full iPod connectivity. Yet although the cabin feels up to withstanding the rigours of tough family use, it lacks perceived quality next to some rivals. Disappointingly, one of the nastiest-feeling materials is the surface of the steering wheel. Despite the increase in price over the Getz, theres no arguing that the i20 still offers good value against its obvious rivals. Even without factoring in the lure of the companys five-year warranty, the i20 is about 1000 cheaper than the equivalent Fiesta. The biggest disappointment is that the 1.2-litre engine just misses out on the cut-price VED that comes for any car sneaking under the 120g/km barrier. An imminent Eco version is said to do just that. Other running costs should be refreshingly low. The i20 will be cheap to service and insure, and our test average of 44.0mpg is respectable. VERDICT
The i20 may well be the perfect car for these cash-strapped times. For those looking for a cheaper alternative that doesnt entail sacrifice, it could be a great way to downsize both ownership and running costs. Two things stand out. First, Hyundais decision to offer the i20 with a comprehensive array of standard safety equipment means it will be possible to buy a version fitted with ESP and six airbags (plus aircon) for just over 8000. Second, the i20s impressive new 1.2-litre petrol engine combines the economy and emissions of a small engine with enough performance to take on more powerful rivals on equal terms. But despite a strong performance across the board, the i20s generic design and bland driving experience mean it will be a car that will be bought more with head than heart.

How much ? Price as tested 10,620 Price as tested 9,445 How fast 0-30mph 3.9 sec 0-60mph 12.7 sec 0-100mph no data 0-150mph no data 0-200mph no data 30-70mph 14.2 sec 0-400m 19.2 / 71.4 sec/mph 0-1000m 35.8 / 86.5 sec/mph 30-50mph in 3rd/4th 7.3 / 10.9 40-60mph in 4th/5th 11.2 / 17.1 sec 50-70mph in 5th 19.6 sec 60-0mph no data Top speed 102 mph Noise at 70mph 70 dbA How thirsty? Test average 44 mpg Test best/worst 56.6 / 28.4 Government figures Combined/urban 54.3 / 44.1 mpg CO2 emissions 124 g/km How big? Brakes Length 3940 mm Width 1710 mm Height 1490 mm Wheelbase 2525 mm Weight 1085 kg Fuel tank 45.0 litres Engine Layout 4 cyls In Line , 1248 cc Max power 77 bhp at 6000 rpm Max torque 88 ft at 4000 rpm
Specific output 61.7bp per litre bhp per litre Power to weight 71bhp per tonne bhp per tonne Installation F Transverse Bore/stoke 71.0x78.8 mm Compression ratio 10.5:1 Valve gear 4 per cyl4 Ignition and fuel no data, Unleaded Gearbox Type 5-speed Manual 1st 3.73 / 4.5 2nd 1.89 / 8.8 3rd 1.27 / 13.1 4th 0.96 / 17.3 5th 0.78 / 21.5 6th no data Final drive 4.24 Suspension Front MacPherson strut with gas shock absorber, coil springs Rear Coupled torsion beam axle with gas shock absorber, coil springs Steering Type Electrically assisted, pinion Lock to lock 2.80 rack and
Front 357mm discs Rear 203mm drums Wheel & tyres Size front 15'' Alloy in Size rear 15'' Alloy in Made of Alloy Tyres front 185/60 R15 Tyres rear 185/60 R15

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