The Hyundai i20 N Performance at a glance
More time hunter than fun machine
I will spare myself introductory words about the Hyundai i20 N Performance, because the Korean himself is not the type who wants to smear honey in your mouth. It is uncompromisingly sporty, wants to be understood as a true hot hatch and primarily attacks the Ford Fiesta ST, which is over three years old (combined fuel consumption: 6.6 l / 100 km; combined CO2 emissions: 149 g / km²). This is – at least in my memory – one of the best in its class and the number with the rear leg lift in the tight curve is unmatched anyway. Hyundai takes a different approach here, sees the 150 kW / 204 PS i20 N Performance more as a time-chasing track tool than as a Sunday cracker (combined fuel consumption: 7.0 l / 100 km; combined CO2 emissions: 158 g / km²).
Even when standing still, the Korean looks like a tense marathon runner at the start line through his LED headlights. The only way to salvation is the pistol shot that starts the endurance race. The i20 N wants to be challenged, ambitiously driven through curves and pushed to the limit. Its almost wooden chassis, which is unfortunately much too hard for everyday use, lets you feel mere shadows in the asphalt and the precise but very tight steering ensures that you can drape the barely 1,200 kilo car through chicanes at insane speeds.
Insane grip conditions thanks to the front axle lock
And if you think in these moments that it is no longer possible, you step on the gas again and the little Korean is literally pulled through the bend. It is thanks to the mechanical front axle lock in connection with the mounted Pirelli P Zeros in 18-inch format that the car has almost insane grip conditions. The lively hot spur hardly knows pushing over the front wheels, on the other hand the rear can be light on surfaces with changing grip.
With the nicely animated performance display, you can keep an eye on everything in those moments; the two N buttons on the steering wheel can each be assigned an individual driving mode configuration. The setting options are extensive, but the operation has turned out to be very fragmented and therefore only recommended when the machine is stationary. The auto-rev function, on the other hand, is easier to use and can be switched on or off using an exaggeratedly large red button on the steering wheel.
Test consumption by 9.0 liters per 100 kilometers
The lack of suitability for everyday use of the chassis mentioned above is also a shame, since Hyundai has done pretty much everything right elsewhere with the i20 N. The precise 6-speed gearbox can be shifted crisply and harmonizes perfectly with the 204 hp and 275 Nm 1.6-liter T-GDI four-cylinder. Although this is a bit tired from below, beyond the 4,000 tours it wakes up all the more clearly and pushes forward with great vehemence. This is where the old school is hiding, here you notice that mechanical components still interlock at the front, that the boost pressure has to be built up first. The consumption also lets you know that you are dealing with an old warrior. Honest nine to ten liters should definitely be included in the brisk driving style.
The good old days are mixed elsewhere, however, with a lot of newfangled fuss. The exhaust sound seems artificial, amplified too much and sounds rather unpleasant, especially on longer journeys. Unfortunately, even the quietest setting of the exhaust system doesn’t help. The interior also has an overall bitter aftertaste. Black hard plastic dominates and is only loosened up optically by different surface structures. The sports seats are particularly suitable for taller and wider statures, but the average driver should sometimes feel a bit lost. The setting options are also very limited.
Conclusion
The Hyundai i20 N Performance leaves a divided impression. He’s a pretty capable time chaser who gets better the more brutally you move him. But that also means that it is only suitable for everyday use to a limited extent. The steel chassis is simply designed too uncompromisingly, the booming soundscape of the exhaust system, which appears to be superimposed, is annoying on longer stages. In addition, the Korean lacks a certain self-irony that the much older Ford Fiesta ST masters to perfection. (Text and image: Thomas Vogelhuber)