Displaying items by tag: hyundai

Wednesday, 20 January 2021 06:28

Soon and Hyundai Bayon

Hyundai Motor has announced a new announcement of the image of its new crossover Baion. It is coming to the European market in the first half of 2021, which is an important addition to the current line of Hyundai SUVs.

With the launch of the new, additional B-segment model as an entry point into its SUV line, Hyundai sees a great opportunity to better meet the demand of European customers and increase supply in the very popular segment.

The name Baion is inspired by the city of Baion in southwestern France. Since the Hyundai Bayon is primarily a European product, Hyundai decided to name it after a European city. Located between the Atlantic coast and the Pyrenees, the French city is a great location for those who enjoy activities such as sailing and hiking, fitting into the life character of the new model.

More details about the Hyundai Bayon will be revealed soon, but it is expected to use the same platform as the new i20.

Among other things, the offer should include a 1.0-liter three-cylinder turbo gasoline engine with 120 hp.

Customers will be offered a choice between manual and automatic transmissions, and the equipment will also include a digital instrument panel and a 10.25-inch infotainment system screen.

Published in Blog/News
Tagged under
Sunday, 17 January 2021 12:00

2021 Hyundai Elantra Review: Almost Great

The redesigned 2021 Hyundai Elantra compact sedan would be excellent rather than good if not for its lackluster cabin materials. If developing a car was a marathon, Hyundai didn’t run the last mile.

Versus the competition: For a mass-market compact sedan, the Elantra combines class-leading drivability with loads of user-friendly technology. Alas, its low-rent interior weighs all that down.

For 2021, the Hyundai Elantra sedan comes in SE, SEL and Limited trim levels, all with a 2.0-liter four-cylinder engine. (The Elantra GT hatchback has been discontinued.) The first-ever Elantra Hybrid, meanwhile, pairs a smaller four-cylinder with electric assist; it comes in SEL and Limited trims. Finally, the Elantra N Line has a turbocharged four-cylinder and the lineup’s only manual transmission. (Note that a higher-performance Elantra, called simply the N, without the “Line,” remains in the works as of this writing.) All other variants have an automatic, which is also available on the N Line. Stack up the whole current group, or compare the 2020 and 2021 Elantra.

We evaluated an SEL over the course of a week and also took brief drives in the Limited Hybrid and a stick-shift N Line.

SE, SEL, Limited: Refined Drivability
A confounding but age-old reality in our recent comparison between the Honda Civic, Nissan Sentra and Toyota Corolla sedans was the trade-off between ride quality and handling chops. Hyundai elevates both better than any car in that trio, as well as most other compact sedans.

Despite a torsion-beam rear axle — a cost-saving setup versus the independent rear suspensions used by some rivals, including the Civic and Corolla — the Elantra rides impressively. Aside from some skittishness during mid-corner bumps, body control feels impressive for a mass-market compact sedan. Ditto for shock absorption: The suspension takes sewer covers and rutted pavement with a degree of sophistication reminiscent of a larger, or pricier, car — and that’s with our SEL model’s optional 17-inch wheels and P225/45R17 tires. With available wheel diameters ranging from 15 to 18 inches, it’s possible lesser versions of the Elantra ride even more comfortably. (All other things being equal, larger wheels generally diminish ride quality.)

Kudos, too, for the Elantra’s reflexes. Fling it into a corner and the nose pushes early, but the steering feels as quick-ratio as the Civic’s — still one of the best-handling cars in the class — with less of the outgoing Elantra’s vagueness. The wheel seldom feels twitchy on center even at higher speeds, and body roll is nicely contained through sweeping curves.

Under the hood is last year’s 2.0-liter four-cylinder engine (147 horsepower, 132 pounds-feet of torque), which runs on a more-efficient Atkinson cycle; gone is the prior generation’s Eco trim and its turbocharged 1.4-liter four-cylinder. The 2.0-liter has reasonable power past 3,000 rpm or so, and Hyundai’s continuously variable automatic transmission is a motivated partner to get you there. Revs climb energetically from a stop, and if you need more power while already in motion, the CVT kicks up engine rpm swiftly enough to mimic a downshift from a conventional automatic. The 2021 Elantra is not particularly quick, but it does a nice job with what it has to offer.

Elantra Hybrid: Even Better
The Elantra Hybrid pairs a 1.6-liter Atkinson four-cylinder with a 32-kilowatt electric motor for a total system output of 139 hp and 195 pounds-feet of torque. It’s a handy combination, particularly on the torque side, to move you out from a stop. Unlike the many hybrids that employ CVT-like power-split devices, Hyundai’s system uses a conventional stepped automatic transmission — in this case a six-speed dual-clutch unit. The stepped gears bring a welcome sensation of upshifts and downshifts, though the downshifts arrive only after a long delay or hard stab on the gas. Sport mode provides much-needed accelerator responsiveness — there’s your downshift — if you don’t mind sacrificing fuel efficiency.

That efficiency is considerable, with 50 mpg in EPA-estimated combined gas mileage (54 mpg in a higher-efficiency Elantra Hybrid Blue edition). That’s up some 40% over the Elantra’s still-impressive EPA 35 mpg combined (37 mpg for the SE trim). Both figures are competitive against respective rivals; compare Elantra Hybrid mileage or the regular Elantra’s.

The Elantra Hybrid gets an independent rear suspension versus the non-hybrid’s torsion beam, but the differences are hard to pick out. I drove the Elantra Hybrid Limited back to back with an Elantra SEL, both with 17-inch wheels, over the same route. Both cars rode similarly well — more of a feat for the SEL’s simpler hardware, perhaps, but we preach results over formula. The results speak for themselves.

Elantra N Line: A Minor Letdown
If there’s any disappointment in how the Elantra drives, it comes with the N Line. Like the Elantra Hybrid, it gets an independent rear suspension, but tuning is stiffer all around versus the regular Elantra, with a thicker front stabilizer bar, as well. It shows: Shock absorption is notably firmer — though not objectionably so, as was the case with its Elantra Sport predecessor. The steering, altered here for N Line duty, augments the regular Elantra’s quick ratio with better feedback. Whether through chassis tuning or better grip (our test car had Goodyear Eagle F1 summer tires), or a little of both, understeer feels immediately better contained.

So where’s the letdown? It’s all in the N Line’s powertrain. The N Line packs Hyundai’s turbocharged 1.6-liter four-cylinder (201 hp, 195 pounds-feet of torque), an engine we’ve seldom found responsive enough. Hyundai says peak torque comes as early as 1,500 rpm, but it’s only after notable turbo lag. The lag diminishes if you keep engine revs north of 4,000 rpm or so, which requires frequent work with the stick-shift N Line’s longish throws and muddy gates. Even then, the N Line never feels particularly quick. The optional automatic transmission is a seven-speed dual-clutch unit, so it might alter some of the power delivery. Alas, we didn’t evaluate it.

Tech Features
SE, SEL and N Line models have two USB ports, HD radio and an 8-inch touchscreen with adjacent physical controls, including the must-have volume and tuning knobs. Impressively, the standard Apple CarPlay and Android Auto both have wireless integration. Wireless phone charging — critical if you really want to go cord-free, as wireless Apple CarPlay and Android Auto can drain your phone’s battery fast — is optional, as are all-digital gauges.

The Limited trim comes with wireless charging and swaps the 8-inch screen for a 10.25-inch touchscreen. It’s a slick, high-resolution display, but it introduces some annoyances. Gone is the tuning knob, and both Apple CarPlay and Android Auto revert to a wired setup. What’s more, the larger display has a widescreen ratio that’s starved for height, so items like the backup camera image appear only on part of the screen. The navigation map and Apple CarPlay leverage the entire display, but I didn’t test Android Auto (I’m an iPhone user). Cars.com staffers with Android devices have observed display limitations in other Hyundai models with the automaker’s 10.25-inch display. See for yourself on a test drive.

The Fatal Flaw?
For all the Elantra’s strengths, the obvious flaw comes inside. It’s not space: The low center console affords a wide berth for the driver, and backseat knee clearance should suit adult passengers. Our independent accounting of cargo space found 19 cubic feet in the Elantra’s trunk, within 1 cubic foot of our accounting in the Civic, Corolla and Sentra.

Hyundai’s problem is materials quality. Even in the Limited trim, the upper doors, where your arms and elbows might rest, are all cheap hard plastic, as are most areas your knees touch. Things decline even further in the backseat, where the dollar-store treatment extends to the door armrests. The glove box opens with an undamped clatter; the headliner is mouse fur.

All of that falls in line with the prior-generation Elantra, no standout for cabin materials itself. But if you haven’t been in other compact cars, you’re missing out. The Civic and Impreza have a proper woven headliner. The Sentra offers soft-touch materials where your knees land, and almost all rivals have soft-touch door materials up front, especially in higher trim levels. The Mazda3 keeps it classy front and rear.

There’s potential to right the ship immediately. All major controls feel uniformly meticulous, unlike rivals like the Corolla. All Hyundai would have to do is swap in better materials immediately for a modest cost per car. Of course, the bean counters will multiply that by the hundreds of thousands of cars the automaker hopes to sell. You know how that ends.

Features and Value
As of this writing, the Insurance Institute for Highway Safety has yet to publish crash-test results for the 2021 Elantra, but once the agency does, those results will appear here. Standard safety and driver-assist features include automatic emergency braking with pedestrian detection, a blind spot warning system and lane-centering steering.

The Elantra SE starts just under $21,000 (all prices include destination). That’s roughly competitive with rivals’ base models, most of which have standard automatic transmissions, as well. Standard features include 15-inch alloy wheels, the 8-inch touchscreen with wireless phone integration and the aforementioned safety tech. Finding an SE might be hard, however: As of this writing, just 12% of new 2021 Elantra sedans on Cars.com are SE models, and that’s with the Elantra Hybrid and N Line not yet on sale. Their eventual arrival will consign the SE to an even smaller slice of the pie.

The vast majority of current inventory is the next-up Elantra SEL (about $22,000), which adds larger wheels, dual-zone automatic climate control and keyless access with push-button start. Add options or climb the trim levels, and you can get leather upholstery, a power driver’s seat with memory, heated and ventilated front seats, the larger touchscreen, Bose premium audio, adaptive cruise control and Highway Driving Assist. (HDA augments Hyundai’s standard lane-centering, called Lane Following Assist, with additional capabilities on designated highways. Read more about the differences.)

The N Line runs about $25,000, while the well-equipped Limited (around $26,500) doesn’t have any factory options. The Elantra Hybrid, meanwhile, exacts a $2,650 premium for its SEL and Limited trims versus the same non-hybrid examples. As such, expect an Elantra Hybrid Limited to set you back about $29,000 — likely the highest sticker price most shoppers will see on any Elantra. That’s still a decent value, especially considering Hyundai’s impressive warranty and three years’ free maintenance.

Value might drive many shoppers toward the Elantra, and excellent drivability should justify consideration even among the less budget-conscious. The downfall comes with Hyundai’s lack of investment inside, a peskiness that leaves the Elantra at four-fifths of great.

Source: cars.com

Published in Hyundai

New seats and infotainment make the 2021 Hyundai Veloster N a nicer compact car, but a newly optional automatic transmission makes it a hotter hot hatch.

Hyundai nailed the hot-hatchback formula when it released the Veloster N for the 2019 model year. As a rambunctious salute to bargain performance, it initially offered as much as 275 horsepower and a six-speed manual transmission for less than $30,000. Its rowdy active exhaust emits all the right snorts and pops. And its planted, highly adjustable chassis makes for great fun on pretty much any road or racetrack. With our long-term test car continuing to entertain us even as it approaches 40,000 miles, the news that Hyundai would be upping the fiery Veloster's base price and adding a few refinements for its third year in production was cause for some initial concern. Fortunately, those updates resulted in an even more desirable sport compact.

First, that change to the 2021 Veloster N's base price: It's now $33,245, which is $4650 more than it was last year. However, that sum does include more standard equipment, notably the previously optional $2100 Performance package that should have been standard from day one. The highlight of that upgrade is a 25-hp boost for the turbocharged 2.0-liter inline-four (for a total of 275), but it also adds an electronically controlled limited-slip differential, larger brake rotors, an active exhaust system, and 19-inch wheels with Pirelli P Zero PZ4 summer tires, which replace the standard 18-inch Michelin Pilot Super Sports.

The second major update is the addition of an optional ($1500) eight-speed dual-clutch automatic transmission (DCT). While we'll argue that a stick shift and three pedals are still best for maximizing the Veloster N's playfulness, there's no denying the DCT's quickness. Our test car shot to 60 mph in 4.8 seconds and covered the quarter-mile in 13.4 seconds at 105 mph—handy improvements over the best 5.2- and 13.8-second runs we've recorded for a manual Veloster N. More important, both of the DCT's times are a tenth of a second quicker than the best efforts we've clocked for its chief rival, the manual-only Honda Civic Type R, although the 306-hp Honda does post a 3-mph faster trap speed at the end of the quarter. In two-pedal form, the Veloster N is now the quickest front-driver we've ever tested and one of the cheapest ways to gain access to the sub-five-second-to-60-mph club.

To summon the high-rpm clutch drop required for that Civic-beating takeoff, you'll need to familiarize yourself with the Custom drive mode display on the Veloster's 8.0-inch central touchscreen. Given the Veloster N's many chassis, engine, exhaust, and drivetrain settings, there's no ideal way to present all the choices. The previous tile layout required two pages, which Hyundai condensed to a single page by moving to a spider graph. The new readout looks sharp, but manipulating the intricate toggles while driving takes a steady hand. There are also preset combinations—Eco, Normal, Sport, and N Mode—if you don't require, say, loud exhaust paired with relaxed suspension.

The launch-control tab is integrated into the spider graph's adjacent N Performance display. Once activated, you're given five minutes to set the launch rpm (in 100-rpm increments up to 3500 rpm), floor both pedals, and then release the brake. As the computers work the clutches, the Veloster N lunges forward on the edge of traction and fires off rapid-fire upshifts as long as you keep the accelerator pinned to the carpet. We'd prefer it if we could initiate the procedure by simply mashing both pedals in the sportier drive modes, and we found that the system needed a brief cooldown between repeated runs. But it is effective.

Designed in-house, the Veloster N's eight-speed DCT is a marked improvement over the Hyundai Group's previous dual-clutch boxes. Its gear changes aren't as quick as a Porsche PDK's, but it is snappy and smartly programmed. (And hey, we're talking about a car that costs the same as a few option packages on a 911 Turbo S.) Low-speed drivability is impressively smooth, lacking the jerky stumbles that on-off throttle applications can provoke in this type of transmission. Downshifts are quick and well timed. As a bonus, the automatic Veloster N gains an overboost feature called N Grin Shift, which engages the car's raciest drivetrain setting and increases the engine's torque output from 260 to 278 pound-feet for 20 seconds. But we often forgot about it because it's activated by a small, unassuming NGS button on the steering wheel that blends in with the rest of the controls.

In manual mode, the Veloster N's transmission will hold gears up to the engine's 6750-rpm fuel cutoff. Shifts can be cued up via paddles on the steering wheel or a console shift lever with a proper pull-to-upshift, push-to-downshift action. We found that this manual control came into play more often than usual when driving on the highway, as the Veloster N's eight-speed won't engage top gear in any drive mode more aggressive than Normal. At an 80-mph cruise, eighth gear equates to a relatively subdued 2000 rpm. Left to its computer brain, the transmission only goes to seventh gear in Sport (2500 rpm at 80 mph) and sixth in Sport+ (3100 rpm). For comparison, the manual Veloster N registers 2900 revs at 80 when in top gear.

At a steady 75 mph, the Veloster N DCT returned the same 30-mpg figure as the manual car on our 200-mile highway fuel-economy test. This is unimpressive given its extra ratios, yet better than what the EPA reckons: The automatic's federal estimates of 22 mpg combined, 20 city, and 27 highway all trail the manual's 25/22/28 ratings. Our test car averaged 18 mpg during its two weeks with us.

That reduced efficiency partially stems from the weight penalty incurred by the dual-clutch transmission. At 3186 pounds, our DCT test car weighed 96 pounds more than our manual long-termer, with the amount of mass over the front wheels increasing from 63.7 to 65.2 percent. Hyundai compensates for the altered front-to-rear balance by retuning the DCT model's springs and adaptive dampers. This maintains the car's excellent poise and body control but changes the ride quality. In Normal mode, the DCT car rides slightly firmer than the manual model, but in Sport+ mode it's more forgiving. Driven back to back, we still prefer the lighter six-speed car's softest setting for most situations, as it brings the best balance of ride comfort and chassis control. On Hyundai-spec 235/35R-19 Pirelli P Zero PZ4 summer tires, our DCT test car exhibited slightly more skidpad grip than the stick shift (0.99 g to 0.97) and took negligibly longer to stop from 70 mph (157 feet versus a best of 154).

Thankfully, transmission choice has no impact on the Veloster N's new standard performance seats. Highly supportive for hard driving yet surprisingly comfortable, these cloth and leatherette thrones are a huge improvement over the comparatively flat and plain-looking fabric chairs in our long-term car. Hyundai says each one is also four pounds lighter, but we're more impressed with how their sculpted design and the illuminated N logos on their backrests dress up the car's otherwise drab cabin.

That the new seats aren't heated is our only big gripe about the latest Veloster N. While that might sound like a trivial complaint, we drove the car in Michigan's frosty late fall. We thought far less about the car's new standard active-safety tech—lane-following and forward-collision assists, blind-spot and rear cross-traffic alerts, and driver attention monitor—than we did about the seat heaters and heated steering wheel that Hyundai makes available in other markets. The company says this split was to limit the cost and build complexity of models sold in the United States. But we imagine that discerning buyers of a more sophisticated and expensive Veloster N would like a say in their car's amenities. Count us among that group, even if we'd still chose the manual car and its inherently greater involvement over the quick new DCT.

Source: caranddriver.com

Published in Hyundai

With 201 horsepower, a standard six-speed manual, and a $25,095 base price, Hyundai's new Elantra N Line is a compelling sport-compact player.


We suspect Hyundai's product planning department went through a few cases of the good stuff when Honda announced that the Civic Si would not return for the 2021 model year. The car Hyundai had benchmarked when creating the new 2021 Elantra N Line would be a no show for the fight. Honda says the Si will eventually return, but the temporary absence of that sport-compact icon has opened a window of opportunity for Hyundai as it releases the first performance variant of its compact sedan.

Don't confuse the Elantra N Line with the 276-hp Elantra N, which we've already driven in prototype form. That higher-performance model will be more akin to the Civic Type R than the Si when it goes on sale next fall. As with the Si, a turbocharged inline-four turns the N Line's front wheels. Its small yet willing 1.6-liter mill develops 201 horsepower at 6000 rpm but will happily rev to its 6500-rpm redline and sounds good doing it. More important when scurrying around town, its 195 pound-feet of torque peaks at just 1500 rpm and holds strong to 4000 rpm.

2021 hyundai elantra n line

Equipped with the standard six-speed manual transmission, the N Line pulls hard both off the line and out of tight second-gear corners, exhibiting just a hint of torque steer. The transmission's first three gears are short and tightly spaced, which translates into great responsiveness in the city. However, second gear is all done around 55 mph, and the additional gear change to third will add a couple tenths to its zero-to-60-mph time. An equally close-ratioed seven-speed dual-clutch automatic is an $1100 option. The manual's clutch and shifter are light but offer sufficient feedback, and the pedals are well placed for heel-and-toe action. Unfortunately, this 1.6-liter hangs onto revs momentarily when you let off the throttle, which can make smooth shifts difficult around town.

Built on the third generation of Hyundai's K platform, the Elantra N Line weighs about 3000 pounds with either transmission. That's about 200 pounds lighter than the similarly sized yet more powerful Volkswagen Jetta GLI, now its most natural rival. Hyundai's design team has also taken significantly more risks than VW's, what with the new Elantra's dramatically sloping roofline, sharp-edged tail, and a handful of polarizing visual elements, most notably the three body creases that intersect on its front doors. However, less imagination was exercised for the N Line's model-specific pieces, which are fairly standard sporty small-car stuff. Black mirrors and trim? Check. Blacked-out grille with a more aggressive mesh? Yup. Body-color side sill moldings? Got it. Two chrome exhaust tips, a small rear spoiler, and a new rear bumper stylized to look like a diffuser? Of course.

2021 hyundai elantra n line

Similar design clichés dot the N Line's interior. Red accents have been added to the Elantra's clean analog gauge cluster, and its three-spoke steering wheel, seats, and door panels wear plenty of red stitching. At least the red stripe on the shifter is interesting, and the sport seats look and feel right with their prominent bolsters and embossed N logos. Hyundai didn't skimp on technology, either: A wireless phone charging pad and wireless Android Auto and Apple CarPlay are all standard.

Projector headlights, LED taillights, and a sunroof are also standard, as are dark-finished 18-inch wheels wrapped in 235/40R-18 tires, either Hankook Ventus S1 RX all-season or Goodyear Eagle F1 summer rubber. The N Line shares the regular Elantra's strut front suspension but gains an independent rear end, larger front brake rotors, stiffened powertrain mounts, and revised chassis tuning. Along with firmer dampers, the anti-roll bars are stiffer and spring rates have been dialed up a whopping 26 percent in front and 71 percent in the rear versus the standard Elantra.

2021 hyundai elantra n line

Given the revisions, we were prepared for a bridle ride. But the N Line's comportment feels pleasantly compliant and exhibits good body control. Its steering ratio is spot on, and there's plenty of communication with the front tires. The N Line retains its composure when pushed hard, and its front end has good bite when turning into corners. While it doesn't have the power or intensity of the harder-core N model, it is good fun and should be able to hang with your buddy's Civic Si on curvy roads.

At $25,095 to start, the Elantra N Line is an undeniable value, undercutting the Jetta GLI by more than $2000. But the VW, which recently made our 10Best list for the second year in a row, may still have a performance edge over this Hyundai. We won't know for sure until we get an N Line to the test track, but Hyundai is clearly intent on making the new Elantra a serious player in the sport-compact segment.

Source: caranddriver.com

Published in Hyundai
Tuesday, 27 October 2020 06:01

New Hyundai i30 Fastback N Line 2020 review

The new Hyundai i30 Fastback N Line looks great, but what's it like from behind the wheel? We find out...

The Hyundai i30 N Line Fastback certainly adds a little more excitement to the compact family car class, but behind the looks is a car that falls short in key areas. The sluggish dual-clutch gearbox and overly firm ride compromise the overall package and its ability as a family car. More sensibly-priced options lower down the range make for better family transport, while those wanting the looks and performance should try to find the extra cash for the fully-fledged N model.

Despite having been around for over 13 years - now half way into its third generation - the Hyundai i30 has never really gained the notoriety of its class rivals, such as the VW Golf or Ford Focus. It’s a competent, comfortable and affordable family car but remains a slightly left field choice in its class.

Hyundai has attempted to address that as part of the car’s mid-life update by introducing a new 158bhp 1.5-litre Fastback model that only comes in the firm’s racy N Line trim. The visual updates are minor but certainly go some way into making what was a rather forgettable-looking family car into something a bit more striking.

A new LED lighting signature and reshaped bumper sharpen up the front end, while gloss black trim on the lower edge of the bodywork and new 18-inch alloy wheels give a more purposeful look to the car. As a Fastback, the N Line makeover really does look the part.

The engine is also new; the previous 1.4-litre four-cylinder turbo has been ditched in favour of a new 1.5-litre T-GDi that develops 159bhp and 253Nm of torque. Performance figures are brisk if not blistering, with Hyundai claiming an 8.8-second sprint from 0-62mph and a top speed of 130mph.

In our test car, the engine drives the front wheels through a seven-speed dual-clutch automatic gearbox. Hyundai’s six-speed Intelligent Manual Transmission is also available, which brings with it a £1,200 saving.

Opting to pocket that extra cash and go for the manual is probably a good idea, as on this evidence, the seven-speed DCT is one to avoid. Whether pulling away from a junction, accelerating to overtake on a dual carriageway or even if you’re just dawdling around town, the gearbox is sluggish and laboured at making changes. Despite being an N Line model, there are no steering wheel-mounted paddles for you to operate the gearbox with yourself, either.

The engine is smooth enough, assisted by the integrated 48-volt mild hybrid technology, but always hampered by the gearbox. However, it’s pretty efficient, nudging above 40mpg over a mix of roads on our test.

There might not be lots of power, but the chassis lets you make the most of it. The steering is part of a responsive front-end that resists understeer well and allows you to maintain momentum through a series of bends.

However, another gripe is the ride quality - or lack of it. Hyundai has seen fit to match the car’s racy new exterior with an equally sporty ride, but this i30 N Line doesn’t possess anywhere near the level of performance necessary to justify such a stiff suspension setup.

The car constantly fidgets and fights with the surface as you drive along, crashing over bumps that it really should soak up. The dampers are also passive - unlike the proper N model - so even as you cycle through the driving modes, there’s no improving the quality of the ride.

Inside, there have been some welcome tech updates, Hyundai adding a new 10.25-inch widescreen infotainment to the dash that’s compatible with both Apple CarPlay and Android Auto. Wireless smartphone charging and Hyundai’s new Bluelink telematics system, which beams real-time traffic and weather data to the car, have also been added.

A sticking point for most buyers, and what’s likely to make this i30 N Line quite a rare sight on UK roads is its price. At almost £27,000 tested here it’s only a few thousand short of the fully-fledged N car, which has the performance to match its looks. Over a three-year PCP deal, that’s likely to equate to only a few pounds extra per month.

Source: autoexpress.co.uk

Published in Hyundai
Monday, 26 October 2020 07:10

Hyundai i20 hatchback review

"The Hyundai i20 is more fun than before and lots of tech has been added as standard"

The supermini class is one of the most hotly contested in Europe but that's not stopped the Hyundai i20 winning praise in the past. The previous model was always a sensible choice, thanks to its reliability, practicality and low running costs. The new version continues this theme but is more fun to drive too.

That's important in a class that contains not only the Ford Fiesta but the latest Renault Clio, which is also better to drive than before. The latest i20 has been developed with a hot ‘N’ version in mind, and feels firmer as a result.

Just one engine is available at launch, so it's a good job it’s likely to be the pick of the range when others arrive anyway. The 1.0-litre three-cylinder turbo has 99bhp, which is peppy enough and feels smooth and refined. It's also fitted with mild-hybrid tech that recoups energy as the car slows down, boosting efficiency by powering the car's systems and bolstering acceleration.

The result is a competitive 54.3mpg fuel consumption figure with 118g/km of CO2, which is also helped by an innovative system that can decouple drive from the gearbox when you come off the throttle, allowing the car to 'coast' with the engine temporarily switched off. If that sounds jarring, know that the i20 has one of the smoothest mild-hybrid setups we've tried so far.

The i20's interior is a bit of a mixed bag but there’s more good than bad. On the positive side, there's lots of tech and space. Hyundai has fitted a new eight-inch touchscreen to the left of the instrument binnacle, with clear graphics, and there's a 10.25-inch digital instrument panel. Features like air-conditioning, Android Auto and Apple CarPlay also come as standard in the entry-level SE Connect trim. There are almost no options available but Premium trim adds LED lights, folding mirrors, auto wipers, heated front seats and even a heated steering wheel, along with 17-inch alloy wheels. Ultimate gets big-car features like keyless entry, a Bose sound system and contrasting roof colour.

What's slightly disappointing is some of the interior materials, because while the swooshes across the dashboard look quite good, there's a lot of hard and scratchy plastic lower down in the car. There's more chrome or gloss-black trim in the Fiesta and Clio, and even cheaper plastics tend to be patterned to make them look more attractive.

There are no worries about space, with enough room in the back for two six-foot adults, which is about as much as you can ask for in a supermini. Its 352-litre boot is also plenty big enough for a car in this class, easily beating the 311 litres of the Fiesta. Hyundai has also fitted the i20 with plenty of safety kit, clearly wanting to better the four-star result of the outgoing i20. Its 'SafetySense' suite of technology includes active safety kit like autonomous emergency braking to help mitigate collisions.

MPG, running costs & CO2

An efficient petrol engine and smooth mild-hybrid technology reduce running costs

There's just one engine available in the Hyundai i20 initially, so you won't have to worry about scouring the brochure - or this review for that matter - to decide which to pick. Instead, it's a question of whether the Hyundai stands up to its rivals, of which there are many.

Hyundai i20 MPG & CO2

The 1.0-litre turbocharged petrol engine benefits from a 48-volt mild-hybrid setup, which works silently in the background harvesting energy and storing it in a small battery pack. This can be used to power the car's systems, improve the stop-and-start system and give acceleration a helping hand, taking some strain off the engine and boosting fuel-efficiency.

Clever fuel-saving tech doesn't end there because the gearbox can also decouple from the engine when your foot is off the accelerator, increasing fuel-efficiency by 3-4% by itself. Hyundai has also gone to significant efforts to make the i20 lighter, and together, all these measures give it an official figure of up to 55.4mpg - an increase from 48mpg in the old model.

CO2 emissions of 118g/km ensure it won't break the bank for company-car drivers paying Benefit-in-Kind tax, and it costs £150 a year in VED.

Insurance groups
Insurance rankings for the latest Hyundai i20 haven't been confirmed yet but its affordability, reliability and small petrol engine should ensure it's affordable to cover for most drivers. The outgoing model spanned groups six to 15 out of 50.

Hyundai scores here because while its five-year/unlimited-mileage warranty isn't quite class-leading (some rivals offer seven years of cover), we think it will satisfy most buyers while exceeding the length of most lease deals. It also makes the three years of cover offered by the likes of Ford and Volkswagen look rather short.

Hyundai offers fixed-price servicing plans that are well worth considering as part of the deal. Costing around £500 for three years and £1,000 for five years, they cover all routine maintenance and can be paid monthly, making the cost of ownership more predictable.

Engines, drive & performance

Buyers never really chose the i20 for its fun handling but the new version could change that

Anyone expecting the i20 to serve up a soft, disconnected driving experience clearly hasn't been behind the wheel of a recent Hyundai. The Korean cars are now some of the best to drive in their respective classes, and the i20 has impressive body control.

This does mean the suspension is reasonably firm but the chassis works well enough to smooth out most road imperfections without losing its cool. In versions with 16-inch alloy wheels, speed bumps are also dealt with in a nicely cushioned manner, but higher trims with 17-inch wheels may be a little less comfortable.

Hyundai i20 petrol engine

The 1.0-litre, three-cylinder turbo petrol engine is a real highlight, spinning smoothly up to 3,500rpm, at which point it's best to change into the next gear thanks to its handy supply of pulling power. Thanks in part to the mild-hybrid assistance, it feels willing from barely above tickover, making it easy and relaxing to drive.

Unlike some three-cylinder engines, there's no shaking or vibration, even when the engine cuts out and starts back up as you're driving along to help save fuel. It's one of the smoothest mild-hybrid systems we've tried so far.

Interior & comfort

There are serious tech upgrades inside but some cheap-looking materials disappoint

The interior design has been completely overhauled, with a look inspired by executive models that includes a large screen perched above the dashboard, adjacent to the instrument binnacle. There's a serious amount of kit, and everything feels well screwed together, but perceived material quality appears lacking compared with the Ford Fiesta and especially the Renault Clio - our current class favourite.

Hyundai i20 dashboard

Get behind the wheel, and the i20 feels modern and functional, with two 10.25-inch screens on higher trims - one above the dashboard and one inside the instrument cluster. Both are mounted near the base of the windscreen, making them easy to check at a glance. The main screen comes with Apple CarPlay and Android Auto, while the instruments change colour if you change the car's driving mode.

There are rotary dials for the climate control, which are easy and fast to use, and the dashboard has accents that span outwards from the air vents. The only disappointment is the look and feel of some materials; the dashboard and lower sections of the interior are swathed in a selection of black and grey plastics that aren’t very tactile. In the Fiesta and Clio, there are grains and patterns, and some chrome and gloss-black finishes.


Even the entry-level SE Connect trim boasts a reasonable level of equipment but costing from around £18,500 it's no bargain basement supermini - a Renault Clio in Iconic trim costs under £17,000. An eight-inch touchscreen and 10.25-inch digital instrument panel is standard, however (the Iconic model of the Clio has analogue gauges), and there’s cruise control, air-conditioning, Apple CarPlay and Android Auto.

Step up to Premium (costing around £2,000 extra) and upgrades include LED headlights and rear lights, folding door mirrors, automatic wipers, climate control, heated front seats, a heated steering wheel and 17-inch alloy wheels. It's an impressive haul; a heated steering wheel is still a costly extra in some executive cars.

The range-topping Ultimate trim (for around £1,500 more) looks more stylish thanks to a contrasting roof, while added tech includes keyless entry and wireless smartphone charging.


Hyundai tends to shy away from offering lots of options, instead nudging customers towards the trim level with all the equipment they'll need. One of the few things you can splash out on is a metallic or pearlescent paint finish, costing £550. This is a similar price to most rivals, but the SEAT Ibiza does come with free metallic paint.

Practicality & boot space

The Hyundai i20 has interior space not far off a family hatchback

Equipment and practicality have been two feathers in the i20's cap throughout its history, and that remains the case here. It has a big boot and the interior is large enough for couples, or families with a child at a push.

Hyundai i20 interior space & storage

Most vehicles have grown in recent years, and when you consider that four six-foot tall adults can sit fairly comfortably in the i20, you could argue superminis can't really get much bigger without treading on the toes of family cars.

The impressive rear legroom will also come in very handy for parents with a bulky child seat, making it possible to fit it into the ISOFIX mounting points without having to slide the front seats all the way forwards.

Boot space

Sitting vacant behind the back seats, there's 352 litres of luggage space waiting to be filled up. That's very close to what you get in a Ford Focus (375 litres) or Volkswagen Golf (380 litres), while also very competitive in the supermini crowd. The Ford Fiesta is smaller with 311 litres, the Volkswagen Polo has 351 litres and the Renault Clio is bigger, with up to 391 litres in the petrol version.

Reliability & safety

Hyundai has a good reputation for building trustworthy cars

This is another area where the Hyundai scores strongly, thanks to a good reputation for reliability and safety, so we're hoping the i20 can top the four-star safety rating of its predecessor.

Hyundai i20 reliability

The outgoing Hyundai i20 came 68th out of the top 75 cars in our 2020 Driver Power survey, which isn't a bad result for a car just about to go out of production. Most impressively, just 4.2% of owners reported a fault in the first year - a lower proportion than the 17.3% of Ford Fiesta owners.


Hyundai isn't happy to settle for a sub-standard Euro NCAP safety rating again, giving the i20 one of the longest lists of active and passive safety equipment in the industry. Called Hyundai 'SmartSense', it includes intelligent speed-limit assistance, lane-keeping assist, autonomous emergency braking and automatic high-beam activation for the headlights. Lane-follow assist is added if you step up to Premium trim, while the Ultimate version adds blind-spot monitoring and cyclist detection.

Source: carbuyer.co.uk

Published in Hyundai

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