It was the Wakefield Park circuit about 16 months ago and I had just stepped out of a completely unobtrusive Hyundai i20 N prototype after a no-frills race session and was completely captivated by the experience.
Minutes earlier, I blew up the same circuit (for the first time) in another highly anticipated hot prototype from the Korean automaker, in the form of the i30 N with dual-clutch transmission for the first time.
The transmission itself represents three years of intense development under the supervision of architect N and performance expert, Albert Biermann, before being signed. Benchmarks were already set sky-high before jumping into the diminutive i20 N.
At the time, Hyundai only used manual transmissions preparing to take on Volkswagen’s proven Polo GTI and Ford’s turbocharged pocket rocket, the now-extinct Fiesta ST. More importantly, the i20 N kicked off at around $32k plus on-road.
Fast-forward through the global pandemic, while also considering war-torn Ukraine and worldwide parts shortages, and the $39,000 drivable i20 N is the exclusive handcrafted hatch The only right in its class, significantly cheaper than the Polo GTI carrying a high price tag of $43,360 and a dual-clutch transmission.
What the i20 N’s 1.6-liter turbocharged engine can lack in absolute terms compared to the more powerful 2.0-liter i30 N, it more than makes up for it on the scale.
With a curb weight of just 1235kg, the i20 N is 300kg lighter than its big brother, which is one of the things that makes it so positively addictive – on the road or on the track as I’ve discovered firsthand.
On the track, the benefits of a lightweight chassis are felt from the first corner you take and the first time you step on the brake. At the i20 N, that will be very, very late and can only touch that quickly.
In fact, its stopping power is so impressive, you’ll struggle to find the optimal braking point at first. With each lap your instincts are readjusted, until you realize that you have gone from the stop line at the 100m line down to the 20m line.
Even then, it still feels like I went too soon. Maybe you don’t need to brake at all? Instead, shifting down a few gears with the engine braking naturally felt like a 10th gear shift. That really blew my mind.
It seems unbelievable to me that almost two years on, I’ve only managed to get back into the driver’s seat of one of my favorite budget performance cars, this time in a production model. complete and not a racetrack in sight.
With so many cool colors on offer, including the heroic Performance Blue, I ended up with Polar White (I’m not really a fan of white cars – just too boring). boring), although it does at least have a black roof and red trim for the front spoiler, side skirts and rear diffuser, providing some contrast.
The press kit doesn’t really mention anything special about the gray spider web alloys outside of the 18-inch wheels with Pirelli P-Zero tires but in white they come in strong. They had a forged look at them.
While the Polo GTI has the clean and refined Volkswagen signature look to it, there’s a lot going on with Hyundai’s i20 N from a design standpoint.
It’s an aggressive approach that takes a few styling cues from Hyundai’s all-round WRC sedan – namely the deep front grille and splitter with side intakes along with an integrated rear diffuser, taillights and two-stage spoiler.
Ideally, I would prefer a single, centrally mounted exhaust end instead of the slanted one-pipe design that Hyundai has used. However, the i20 N exudes a tough, sporty racing style that many people seem to like.
There will be some who see it as an overkill, especially an older team, but I’m someone in the middle of that group, and still a huge fan. The truth is, it attracts a lot of turns.
I really think Polo GTI drivers and most other hot hatch drivers fear this. And, so they should.
Inside it there are no cheap strippers. There’s a 10.25-inch digital driver display with all sorts of configurations, depending on the driving mode selected. Front and center is the same-sized infotainment touchscreen, which, along with all the usual apps and shortcuts, has an N mode that displays road maps and telematics, including lap timer.
All that matters is the proper N-designed kit, which includes things like a round, leather-wrapped steering wheel, complete with two extra-large blue N-buttons Performance – both can be Individually customized for engine response, steering, rpm matching, ESC and exhaust sound.
You should take a few minutes to set these up properly to suit different driving conditions.
If you’re like me, you’ll immediately hit one of the two N buttons – mostly for the enhanced exhaust note and more urgent throttle response, since the default mode at startup is too difficult.
There’s also a bright red anodised one-touch REV button that looks a bit like a Ferrari, as well as all the usual functions you get on a steering wheel these days.
There’s no leather trim but the sport buckets are outstanding for their heavyweights, especially on the seats themselves and overall comfort. There’s only manual adjustment, but you can drive this car for hours and run out fresh as chrysanthemum or blast around a narrow stretch of road at full tilt and never think it’s not enough.
The gearshifter looks business, and the throws between shifts are nice and short. It also has a sports pedal box, complete with stainless steel pedals with rubber grip inserts.
About the only grip I have is that the start/stop button is mostly hidden. It’s perfectly concealed behind the wheel, but after a while you just know where to push, so it’s no problem.
Those intending to use the i20 N daily will find ample storage solutions up front, including a 15W wireless charging dock, several USB-A ports, wired Apple CarPlay and Android Auto, two compartments cup holder and a small center console.
While most of the touch points are soft, that doesn’t mean there aren’t any cheap plastics in the cabin. Under the eyeliner, it’s almost all the hard stuff – some nice stuff but also some nasty pitting things we all hate.
Spanning more than four meters in length, the rear legroom is only spacious for passengers of average height, but the two outer rear seats have been designed with their own pads for comfort. than.
It’s the same story with boot space in the i20 N; 310 liters behind the second row of seats, increasing to 1123L when folded. It’s not quite flat there, and has a small lip to contend with. but it’s easy enough to carry a surfboard or even an MTB with the front wheel removed.
It also comes with a luggage net but Hyundai was short-sighted in not providing rear vents for the i20 N. It’s not the only one, but how would you forget such a thing?
Whenever you get behind the wheel of the i20 N, you almost always have a smile on your face. Throttle response is satisfyingly quick from the start, thanks to peak torque coming from the track from just 1750rpm and pulling hard all the way to the 4500rpm mark.
Today, no supercar kills people like a pocket rocket with the advent of high-priced, super-tumpback supercars like the Audi RS3 and Mercedes-AMG A45, and there’s no need to create real fun. behind the wheel.
It drops power through the front wheels without too much trouble and is noticeably faster than the more expensive Polo GTI.
All controls are well weighted and have good feedback. The clutch engages relatively early, which I like, and the steering is pretty quick and firm in the Sport+. This is where you’ll want to set up your own custom settings, with the car’s extensive options menu for all the major controls.
Put it into a few tight turns at a reasonable pace and it’s easy to forget how much engineering has gone into the i20 N’s frame, especially when it comes to stiffness.
Pretty much everything has been reworked to give the i20 N legal cornering on the road and track.
There are 12 reinforcement points around the monocoque frame, as well as additional welds and bolted underbody construction that give the vehicle high rigidity and resistance to torsion. No wonder it feels solid through bends and enjoys quick changes of direction.
Larger front air intakes for more efficient cooling are designed around a reworked front chassis structure. Again, that’s directly aimed at how track-worthy the i20 N is.
The standard-fit mechanical limited-slip differential does a good job at managing power through the front axle, especially given the reduced size and weight to meet packing constraints. of a small trapdoor.
There are more difficult and gentler rivals, but I think the i20 N plays an important role in the handling and driving department. There’s no question on the company’s part, but compliance is just perfect. It’s a good balance between ride and handling with the accompanying levels of feedback simply inspiring confidence.
Never mind the brakes. The front rotors are 320mm (not huge), but they are 40% larger than the propellers fitted to the i20 garden variety sold in Europe. On the track, we never came close to brake damping. On the road, they are bulletproof.
However, it is not without its enemies. Get out of a roundabout to the left or right, or out of the junction when it’s a bit overkill, and it’s best to have both hands on the wheel to help manage torque navigation.
Personally, I don’t mind some front-wheel drive-by-the-wheel heckling, at least for engagement, but less familiar people might panic.
Plus, the i20 N can suffer from axle slip, which seems pretty bad, especially if the driver is too eager for the throttle right from the start or when starting all the way from low speeds. Not only in wet conditions, it can also happen in dry conditions like I experienced.
The fix is simple enough. Just curb your enthusiasm and increase the throttle gradually before releasing the hammer. I know it won’t be that easy if you’re having a lot of fun, but progress will be faster, I guarantee it.
In an era where cars have never been so fast, or really, so expensive, and where performance is measured by a 0-100km/h sprint, it’s truly refreshing to find one. The car is designed to deliver so much efficiency at such a low cost. .
