In a world where sports cars without automatic transmissions can’t be sold, SUVs with battery packs become more efficient, and a BMW M3 weighs 1,800 kg, a compact Hot Hatch is comfortingly familiar. A decade ago, a Renaultsport Clio made around 200 hp, weighed 1.2 tons and only came with passive suspension and a six-speed manual transmission. In 2021, a Hyundai i20 N has 204 horsepower, a curb weight of 1,190 kg and fixed-rate dampers alongside its newly hardened six-speed transmission. Yes, the large atmospheric engine has been replaced with a smaller turbo engine, but the message is clear: the basic recipe didn’t have to change much, so those looking for traditional hot air fun don’t have to look any further.
But there is no fast Clio the Hyundai can compete against now; In fact, there is hardly a rival as Renault, Peugeot and Vauxhall have all left the sector. With the Ford Fiesta ST there is only one very clear alternative, a test that you will be able to read about very soon.
Until then we have a Performance Blue i20 N alone. And we’ll deal with the obvious first. While weird styling isn’t an obstacle to hot hatch success, as might be the case with convertibles or luxury coupes, for example, the Hyundai isn’t what you’d call an eye-catcher. It’s hardly as if the traditional Hot Hatch cues are missing; on the contrary, there could simply be too many. There are red pinstripes, a functional body kit, chunky wings, big wheels, the obligatory diffuser … and everything feels a bit much on the little i20. The N is busy with dramatic slashes in the flanks – really frenetic at the back.
It may not be for everyone, let’s put it that way. Though it should be said that if something this die-hard can work anywhere, it’s in the supermini segment, where the buyer base is typically younger than the larger C segment, where the i30 competes, which is a modest indication of the i20’s potential , if it weren’t for the rest of the car.
The interior is much more successful, with a good driving position, huge central screen, and buttons where you want buttons. It also feels more modern than the i30 N, with a TFT display that is configurable with driving mode. And if a flaming speedometer sounds a little silly written down, in reality it seems like a welcome piece of pocket rocket stupidity when you press the steering wheel-mounted N buttons. Certainly this interior is more reasonable than the Fiesta ST at £ 25,000, and that is important.
You know a lot from the i30 N on the road – and that’s a good thing on the whole. In fact, the rough ‘n’ ready character probably suits the i20 better and is exactly what you need when it’s the breakneck Fiesta ST in the opposite corner. However, there is also a more subtle allure; the brake pedal feel is great, the clutch and transmission are well weighted, and the steering – at least in the least aggressive setting – is well calibrated. It’s fun to go slow as well as a million miles an hour.
Well most of the time. The low speed ride is pretty firm. Again, it suits the youthful character of a little hot hatch, but you should be aware of this before hitting your first sunken manhole cover. Although configurability is again widespread on this Hyundai N product, with the engine, exhaust, steering, ESC and RPM adjustment all being tweaked by three settings each (and all of which feels less in line with the norms of the genre), the suspension isn’t something that can be changed. And there are times you might want to.
But that is to be expected. Step up the pace and the i20 N is brilliant, spirited and addicting like the best front-wheel drive hatches. There’s really strong traction and grip, aided by a standard limited-slip differential, to drive fast and properly, but not so much that the Hyundai can’t be talked into mischievous behavior. While not as flamboyant as the Fiesta, the i20 is ready to adjust with the gas and brakes in a fun way. Perhaps more important than any other kind of formal review, the Hyundai is a chuckle, the kind of car that you drive a little too fast all the time because it’s so much fun.
There are a couple of issues, however, the most notable of which is the engine. Unfortunately, the 1.6 suffers from the same problems as the 2.0-liter in the i30 N; Although the performance is competitive, the device is suspiciously unwilling to turn and drone at certain points, even at medium engine speeds. Downsized engines in dinky cars may have been ruined for us by the steroid three-cylinder special found in the much more expensive GR Yaris, but Hyundai’s four-pot is too monotonous for its own good. The car wants to get rid of its door handles; the engine does not.
The last point of criticism is probably more personal. Put simply, it seems pointless to have so many modes to choose from in a car with a manual transmission and passive dampers. The actually very good speed adjustment does not need an intermediate setting between on and off, just as a super mini can do without three steering modes, especially since Sport and Sport + are deliberately clumsy. For a back-to-basics hatchback, we would have been happy for Hyundai to pin its colors on a single mast. For the price-performance ratio, the same seems to apply here, as everywhere: sportier engine, sportier exhaust, steering in comfort and ESC in revealing sport mode. Apart from a track, you can safely ignore everything else.
Despite a not exactly inspiring engine and too many modes for itself, the i20 N is a little hot hatch. While it’s clearly inspired by the i30 N template – great fun and value for money – it’s arguably stronger in its class thanks to an even more fun chassis and less talented competition. When the job of a small, fast car is to put a grin on your face, the i20 N is a resounding success – it doesn’t have to be more complicated. Is the grin wider and toothier than on the Fiesta ST? We’ll find out soon enough.
SPECIFICATION | 2021 HYUNDAI I20 N
Engine: 1,598 cc, turbocharged four-cylinder
Transmission: 6-speed manual transmission, front-wheel drive
Horsepower): 204 at 5,500-6,000 rpm
Torque (lb ft): 203 at 1,750-4,500 rpm (224 at 2,000-4,000 rpm with overboost)
0-100 km / h: 6.2 sec.
Top speed: 142 km / h
Weight: 1.190kg
MPG: 40.4
CO2: 158g / km
Price: £ 24,995 (trial price £ 26,545 consisting of £ 550 for the Performance Blue custom paint, £ 500 for the Bose Premium Sound System Package and £ 500 for the black roof)
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