No Time to Dai - Hyundai i20 N Review
Earlier this year Hyundai bid adios to its acclaimed ICE hot hatch duo, the i30 and i20 N, with the EV Ioniq 5 N waiting in the wings. Craig Toone however, isn’t ready to let go.
Photography by Ben Midlane
Published on 5th November 2024
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No Time to Dai - Hyundai i20 N Review
Earlier this year, Hyundai bid adios to its acclaimed ICE hot hatch duo – the i30 and i20 N – with the EV Ioniq 5 N waiting in the wings. Craig Toone, however, isn’t ready to let go.
Scud Missile - Ferrari 430 Scuderia Review
The Ferrari 430 Scuderia has always lived in the shadow of its 360 Challenge Stradale and 458 Speciale stablemates. But, as Craig Toone explains, that needs to change faster than an F1 Superfast 2 transmission.
Photography by Ben Midlane
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hoosing your favourite hot hatch is a lot like choosing your favourite James Bond. You enjoy all the films, but one portrayal always resonates more than the others. For some, it’s a logical choice; for most, it’s emotional – and nine times out of 10, it’s the Bond you grew up with.
Hot hatches move through pop culture and generations just like James Bond. Protagonists come and go, but one will rise to the top to define the breed before passing the baton. Sean Connery is the archetypal Bond – a Mk1 Golf GTI in human form. Others, however, will swear Sir Roger Moore’s playful charm (think Peugeot 205 GTI) made him the greater entertainer.
The first big-screen Bond I saw was GoldenEye, starring Pierce Brosnan. Similarly, my first real performance car was a Clio 172. Like Bond and his eras, these are the ones I hold a candle for.
Much like Daniel Craig’s Bond was (boot spoiler alert) killed off in No Time to Die, the Hyundai i20 N has also recently met its end – a casualty of ever-tightening emissions regulations. To my mind, the traditional small hot hatch is dying with it.
I’m fully aware that other hot hatches are still on sale – such as the VW Polo GTI or Mini Cooper S, with a ‘new’ JCW on the horizon. But neither of these cars feel like they’re putting the driver first. They change direction as if developed for someone who desires a sporty version of a regular car – not for someone who sets an early alarm clock to enjoy the thrill of threading it down a twisty road at first light. And given you’re reading this publication, that probably means you.
OUR PRINT MAGAZINE
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Visual aggression aside, the biggest clue the i20 N has been developed by a crew of serious enthusiasts lies deep within its endless configurable modes. Normally, such trickery is the antithesis of a car like this, but for a moment let's skirt past the custom memory modes of the dual N buttons on the steering wheel, just like a BMW M car. Forget the launch control – which gives the N the magic coding to hustle to 60mph in 6.2 seconds – and ignore the big red auto rev-blip button. The function to which I’m referring is the left-foot braking calibration.
I don’t know about you, but reading about this gave me a warm fuzzy feeling of reassurance and heightened anticipation. Only the most driver-centric of engineering briefs would go to the trouble of developing such software.
That doesn’t mean the i20 N is a car masquerading behind its electronics. The hardware changes go far beyond the usual firmer suspension, thicker anti-roll bars and tweaked geometry. The chassis has been thoroughly reworked, with twelve additional welding points and reinforced front bracing compared to the regular i20. The track width has been increased, and the steering rack has been sharpened. But the big news is the mechanical limited-slip differential (LSD), which Hyundai developed in-house for the car rather than using an off-the-shelf item. Pirelli is on board too, developing a custom ‘HN’-marked P-Zero tyre for the 18-inch alloys. Serious stuff for an entry-level hot hatch – but how does it translate to the real world?
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With quite a firm ride, it must be said – though ‘controlled’ is perhaps the better word. You’re always aware of the road surface beneath, but it never unsettles the car. The dampers aren’t adjustable – think of them as passive-aggressive rather than passive – but the trade-off is a planted feel that inspires confidence. The steering is weighty and precise, the brakes are immediate, and the gearshift is slick. Only the slightly awkward biting point of the clutch ruins the party. The control weights might not have the ultimate polish of the Fiesta ST, but it’s a fine margin – and the Hyundai counters with a far more natural gear lever position. The overall interior aesthetics and layout also better the Ford. Yes, hard plastics are present, but the N-specific touches like the Performance Blue highlights and chunky steering wheel elevate the aura.
The driving position also scores points in favour of the Hyundai. Few cars these days give you that desirable feeling of being nestled within a car, but the i20 N is one of them. The bucket seats also strike the ideal balance between support and comfort – although, a word to the wise, the leather bolsters aren’t of the highest quality, with many owners complaining online about creases developing.
The Hyundai i20 N has an overboost function that allows the car to produce 304 / 224 (Nm/lbs ft) @ 2000 - 4000rpm. 0-62mph comes up in 6.2s
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Plying its trade in the background is the turbocharged four-cylinder engine, which has a pleasing, gruff tone – not obnoxious, but purposeful – and the exhaust can be tailored between quiet and rowdy depending on your mood. Speaking of gadgets – the list of standard equipment is long enough to make Q blush. Apple CarPlay? Check. Heated seats and steering wheel? Check. Main beam assist Xenons? A reversing camera? Wireless phone charging? Absolutely. Not so long ago, all this was the reserve of premium German manufacturers, but now it’s present in a Hyundai supermini. In fact, the only options available were metallic paint, a contrasting black roof and an upgraded Bose stereo. With 5-door practicality and a 420-litre boot, there’s even room for a young family. Everyday sensibilities? Covered. Heck, there’s even a rear USB port.
Despite being laden with tech, the i20 N isn’t weighed down by it, tipping the scales at a lean 1,190kg. That’s impressive, given that fifteen years ago, the Renaultsport Clio 200 weighed the same and was one of the lighter hot hatches of the late 2000s. I do wonder, though, how much of that mass is concentrated in the flywheel, given how it sheds revs with real lethargy. Early cars had it the worst – carrying on accelerating even when the driver lifted off – but Hyundai was aware of the problem and issued a recall to tweak the software. Despite the well-placed metal foot pedals, the auto blip rev-matching quickly becomes essential due to that flywheel. One oddity: why can the level of the rev-matching be adjusted? Surely, there only needs to be one setting for that.
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"It’s not long before you’re accelerating and cornering like a kid swinging around a lamppost — the i20 N encouraging you to keep the speed up, grinning like a buffoon the whole time."
"It’s not long before you’re accelerating and cornering like a kid swinging around a lamppost — the i20 N encouraging you to keep the speed up, grinning like a buffoon the whole time."
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Torque is constant from 1,750 to 4,500rpm, giving the i20 N more real-world shove than the modest 275Nm figure would suggest. Peak power of 204bhp is delivered at 5,500rpm and held until 6,000rpm, making revving the 1.6 a worthy, if not thrilling, pursuit – again, thanks to that flywheel. Hot hatches have traditionally been known for their lively, firecracker engines that rev freely and create an engaging experience, but here the i20 N falls a bit flat. Consider the engine more of a support act – the bass guitarist to the chassis’s lead.
And the chassis is about to take centre stage because the i20 N is an absolute joy to punt down a twisty back road. The differential is the star of the show – as effective as it is subtle, reminiscent of the Torsen diff in the Megane R26.R. Tightening your line with it becomes a huge source of satisfaction. It’s not long before you’re accelerating and cornering like a kid swinging around a lamppost – the i20 N encouraging you to keep the speed up, grinning like a buffoon the whole time.
Hyundai amusingly named the diff the ‘N Corner Carving Differential’ – a mechanical LSD – the abbreviation of which (m‑LSD) might just be a nod to chief engineer Albert Biermann’s past life. I assume you know by now.
Available as a five-door only, the angular styling and prominent roof spoiler of the i20 N bring to mind the Citroen AX GT.
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This doesn’t mean the i20 N is too single-minded, however. It will still indulge the old school when turning in with a calculated lift. That said, the i20 N does give its best the harder you push it – this is a fast-in, fast-out kind of car. But the important thing is the Hyundai gives you options. It can indulge your mood – neat, tidy and quick, or fast and frantic – rather than forcing you to adapt to it.
Strong, tireless brakes complete an impressive dynamic package. They’re immediate without being overly grabby, letting you modulate your braking inputs with precision, whether that's around town or trail braking on a track day. And of course, you can tailor their response further to your taste, just like you can the steering weight and exhaust valve.
Where the Fiesta ST feels more playful with a tail-happy rear end, the i20 N feels more planted – almost unflappable. The Hyundai’s extra grip and precision make it the more serious of the two, perfect for the driver who wants ultimate control, though the Ford’s mischievous nature still has its charm. Also, if you are caught on the fence between the two, the Ford’s longer production run means they’re more readily available, and thus cheaper. The Hyundai’s relative rarity is ensuring strong residual values, meaning the i20 N is a significantly more expensive proposition on PCP.
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The straight-line performance perhaps isn’t as impressive as that 6.2s 0–60mph time would have you believe, and the gearing feels a fraction long, but that’s potentially a consequence of the lack of zip to the way the rev counter needle makes its way around the dial. But do not underestimate this car if one fills your mirror spoiling for a fight – thanks to the chassis and gummy tyres, the i20 N has serious cross-country pace.
There are some digital gimmicks like the ‘twisty road analyser’, but fortunately, they never detract from the i20 N’s pure driving experience. The ability to be unapologetically impish – with the exhaust valve wide open and the differential clawing for traction one minute, then cruising along the motorway (there’s a little wind whistle, and a touch of tyre roar – but not enough to become a deal-breaker) achieving 45mpg with the valve shut the next – is hugely appealing. Especially when you want to sneak out of the house at 5am to go for a drive, because you’ll want to in this car.
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In the past, I have criticised my old Toyota GR Yaris for having such a split personality. But in the Hyundai, I believe this duality is an asset. It might not be as impressive as a GR Yaris, but it’s certainly more immersive. I’d take the Hyundai for a back-road blast seven times out of ten over the Toyota – the simple truth is it’s more fun. Let’s be honest, it’s unlikely that GR Yaris and i20 N buyers will be cross-shopping, but if the mark of a truly great car is for it to surpass class boundaries and merit comparison with more hardcore machinery, then consider the Hyundai’s talents affirmed.
Like James Bond, the hot hatch will return – but in a watered-down, sanitised form, as modern sensibilities and electric propulsion take centre stage. The hard-drinking, womanising secret agent is fading into the past, and so too is the fossil-fuel-burning, Walther PPK-exhaust-equipped hot hatch.
And, much like Daniel Craig’s Bond, the i20 N serves as a fitting finale – a last hurrah for the ICE hot hatch we know and love. As the curtain falls, I urge you to Rush out and buy one while you still can.
Hyundai i20 N:
The Rush Verdict
The Good
Hilarious cornering ability and giant-killing real-world performance backed up with classic hot hatch character – yet equally refined when you need it to be. Big-car tech in a small-car footprint. Strong residual values.
The Bad
Ride might be a little too firm for some. Needs driving hard to extract the biggest grins. Lethargic flywheel and throttle response. They’ve stopped building it.
Hyundai i20 N Stats, Performance and RUSH Radar
Engine
Euro Status EURO 6d
Type DOHC, D-CVVT Valve 16
Displacement (cc) 1598
Bore & Stroke (mm) 75.6 x 89
Compression Ratio 10.5:1
Max Power (PS/kW) 204 / 150 @ 5500 - 6000 rpm Torque (Nm/lbs ft) 275 / 203 @ 1750 - 4500 rpm
Overboost Torque (Nm/lbs ft) 304 / 224 @ 2000 - 4000 rpm
Transmission
6 speed manual
Mechanical limited slip differential
Brakes
System ABS with front and rear discs diagonally split
Front Brake Disc Ventilated, Ø320mm
Rear Brake Disc Solid, Ø262mm
Braking Distance 62 - 0 mph (m) 33.9
Steering
System R-MDPS
Lock to Lock Turns 2.16
Turning Circle (metres) 5.27
Tyres
Front Tyre 215/40 R18
Rear Tyre 215/40 R18
Front Wheel 7.5J x 18 (Alloy)
Real Wheel 7.5J x 18 (Alloy)
Chassis Layout
Front engine, front wheel drive
Suspension & Dimensions
Front MacPherson Strut
Rear Coupled Torsion Beam Axle
Front Track 1544mm
Rear Track 1541mm
Overall Height 1440mm
Weight
Kerb Weight (kg) 1190 - 1220
Power-to-weight 171bhp/ton
Torque-to-weight 171lb-ft/ton
With overboost 188lb-ft/ton
Weight distribution 70:30 (fr/rr)
Performance
0-30 mph: 2.2 seconds (est.)
0-62 mph: 6.2 seconds
0-100 mph: 15.3 seconds (est.)
0-124 mph: 25.6 seconds (est.)
Quarter mile: 16.2 seconds @ 103 mph (est.)
In-gear acceleration:
30-50 mph: 2.0 seconds (est.)
50-75 mph (seconds) 5.8
RUSH RADAR
Clockwise from top:
Steering - feedback & responses
Drivetrain - throttle response, power delivery
Performance
Value - running costs & residuals
Chassis & Handling Balance
Ride & damping
Engine
4,308 cc 90 degree V8, 48 valves, max 8,640 rpm
Bore and Stroke 3.26 x 3.19 in (92 x 81 mm)
503 metric horsepower / 510 PS @ 8,500 rpm
347 lb-ft. @ 5,250 rpm
11.88:1 compression ratio
117 bhp/litre
CO2 - 360 g/km
Transmission
6 speed paddle shift single clutch automated manual
Electronic differential “E-Diff2 (E-Diff + F1-Trac)
Brakes
Carbon-ceramic, front 15.6 x 1.4 in (398 X 36 mm)
Rear 13.7 x 1.3 in (350 X 34 mm)
Tyres
Front 235/35 19”
Rear 285/35 19”
RUSH RADAR
Steering - feedback & responses
Drivetrain - throttle response, power delivery
Performance
Value - running costs & residuals
Chassis & Handling Balance
Ride & damping
Chassis
Rear wheel drive, mid engine layout
43:57 front/rear distribution
Double wishbone suspension all-round
Adaptive “magna-ride” dampers
Titanium springs
Wheelbase 102.4 in (2600 mm)
Front track 65.7 in (1669 mm)
Rear track 63.6 in (1616 mm)
Weight
Kerb Weight 2975 lb (1350 kg)
Power-to-weight 373 bhp/tonne
Torque-to-weight 257 lb-ft/tonne
Performance
0-62 mph (0-100 km/h) in 3.6 s
0-124 mph (0-200 km/h) in 11.6 s
0–1000 m in 20.9 s
Maximum Speed 198 mph (320 km/h)
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