We like
Strong performance, sharp steering, tidy dynamics, powerful brakes, grippy tyres in dry, attractive styling, sounds good, five door-functionality, affordable

Room for improvement
Stumbles off idle unless in Sport mode, throttle flare accompanies hard acceleration, ADAS annoyances, tight driver’s compartment, iffy wet weather grip, can be thirsty

Overview

 

WITH only one real competitor, Hyundai’s i20 N is now the hot hatch entry point Down Under.

 

It’s been around for a few years starting out at $32,490 plus on-road costs back in 2021. That’s crept up to $35,500 +ORC albeit in a revised and enhanced version that lobbed late last year.

 

The price point still places it well under competitor Volkswagen’s Polo GTI at $40,390 +ORC and nothing else is within a bull’s roar of the Hyundai in hot hatch heaven.

 

The latest iteration of Hyundai’s WRC-honed hotty brings updated tech’ in the form of Bluelink connected car tech and additional SmartSense assistance and safety features, revised styling including new 18-inch alloy wheels and a new-look bumper and mesh grille aimed at delivering a sharper exterior look.

 

There’s new badging and detail changes inside and out none of which make it faster, more efficient or better handling the new model remaining essentially the same mechanically that includes a motorsport spec’ clutch, large brake rotors and pads, sporty Pirelli rubber and a mechanical LSD.

 

It’s powered by a 1.6-litre turbocharged petrol four-cylinder mill driving the front wheels through a six-speed manual only.

 

The engine sees duty in numerous Hyundai products and even forms the basis for hybrid powertrains in some of the company’s SUVs. In the i20 N it’s good for 150kW and 275Nm (304Nm on over-boost), sufficient to propel the 1200kg five-door rapidly towards the horizon.

 

Only one grade is available making the buying process easy and if you can’t drive (a manual) don’t bother looking here.

 

Browsing what you get for the ask it becomes obvious the little Hyundai offers considerable bang for your buck especially if any track driving is contemplated and particularly as the larger i30 N that would be only marginally quicker around a racetrack now starts at $50K… that’s a lot of entry fees, tyres and brake pads right there.

 

Driving Impressions

 

The lilac-coloured test car with red highlights looks sensational on the street and is easily identified as a Hyundai N performance model.

 

Sharp style lines and panel creases accentuate the athletic appearance as do the diamond cut 18-inch alloys, low profile rubber and low stance.

 

It looks ready for action crouching there in front of you… from the front and the back.

 

Aero add-ons further define its intended purpose topped off by a high mounted rear spoiler, rear diffuser with integrated exhaust tip and all-round skirts.

 

Inside follows through with sports seats featuring high(ish) bolsters, large centre info’ screen with performance and tech’ read outs and a multi-mode drivers instrument cluster with digital dials or other screen choices related to going fast and providing information.

 

And go fast is indeed what we did at a closed circuit near Sydney where the little Hyundai acquitted itself well against much more fancied vehicles that cost twice, three times more than the i20 N.

 

Though power is “only” 150kW, it’s the way the car puts it to the ground that counts and thanks to its mechanical LSD and wide tyres coupled with well-tuned suspension, the agile i20 N points and steers like a scalpel.

 

It rates as one of the best steering front wheel drive cars we have driven such is the rapid response, pointability, and resistance to understeer though that is what ultimately tempers your driving due to the road calibrated front alignment.

 

The race feel is heightened by a slick manual six-speed ‘box that has long lower ratios, closer intermediates and a long top – just like real race cars.

 

The action is slick, the throws short and there’s even a bang from the exhaust in Sport mode when swapping cogs and a rev matching function further enhances the experience as well as reducing lap times… no heel and toe required.

 

Coupled with all of this, the i20 N sounds the part with a nicely muted rumble/growl tempered by a strange cycling between loud then quiet at idle.

 

We had another i20 N along for the track drive, the first generation with semi-slick tyres, more aggressive alignment, race pads and an ECU tweak but apart from sounding a bit louder, steering a bit heavier and riding a touch firmer, it wasn’t that much quicker all told.

 

So, obviously, Hyundai’s motorsport boffins have done a pretty good job of the new i20 N.

 

During everyday driving in Normal mode it displays some foibles notably a stumble off idle as the turbo seems tardy to spool up, a sensation removed in Sport mode.

 

There’s also a degree of what we call “after burn” accompanying full acceleration up changes presumably related to the emissions system dealing with excess fuel in the system.

 

Speaking of which, the i20 N isn’t the most economical light hatch in the kitchen recording an average 8.2 litres per 100km in general driving drinking at least 95RON premium petrol, but then you wouldn’t expect anything else…

 

We scrolled between available modes on the two steering wheel ‘N’ buttons all of which yield changes to the feel of the car.

 

We fiddled with the performance read outs to find out how much boost we were getting and how many G forces we were achieving. Even liked the digital oil and water temperature read outs you don’t find on many cars, especially EVs.

 

We loaded the puppy with four adults and it dented performance and economy a tad but still provided sporty driving with quick responses and the boot is decent.

 

The usual ADAS annoyances are there to detract from the drive necessitating a minute or two of set up with each excursion unless you like your car swerving, braking and chiming of its own volition.

 

It’s quick point to point, has a good spread of ride choices from firm to less-firm and can cruise with ease thanks to the readily available torque from the turbo engine.

 

A higher redline to say 7500rpm would be an improvement that would make sense on the track.

 

Overall, we think the Hyundai i20 N is an excellent choice for someone who likes swapping cogs themselves, enjoys track time in their car, a bit of snap, crackle and pop from the exhaust all at an affordable monetary level… it’s just that pesky ADAS we don’t like. Perhaps one day an off button will be provided allowing drivers to choose.