If you’re one of those people who’ve been enamoured by the looks of the Hyundai i20, but have been turned away by the lack of grunt in the 1.2 liter Kappa engine, now Hyundai’s given you not one, but two options that could very well change your mind and have you running to your nearest Hyundai showroom.
The new options are a 1,396cc DOHC petrol engine that develops 100bhp of power, and a 1,396cc common-rail diesel engine that develops 90bhp of power and 162lb/ft of torque. Hyundai has been selling cars in the Indian market for quite a few years now (10 actually), and has been a strong contender in most categories it’s been present in – playing the VFM (value-for-money) card mainly. But with the i20, and these two new engines, Hyundai is now offering more than ever before. The Korean automaker has gone into a new, higher segment, and has issued a challenge to the other players in the market.
So, let’s check out the latest i20 that’ll likely generate the most interest – the diesel. Our test car was the top-of-the-line 1.4 liter CRDi Asta version with ABS, in a head-turning Sparkle Blue, riding on 185/65 R14 Apollo Acelere tyres fitted to 5.5Jx14 rims.
The i20 is definitely a good looker, but there’s really not much point dwelling on the looks of the car, as aesthetically the new i20 looks just like the Kappa-engined, still-current version. The dimensions are the same with LBH at 3,940mm, 1,710mm and 1,505mm respectively. Most features available in the 1.2 liter remain, which are plentiful, such as split folding rear seats, front & rear power windows, the multi information display, keyless entry, a height-adjustable driver’s seat, electrically adjustable door mirrors, and airbags.
The i20 features MacPherson struts with gas-charged dampers at front, and a torsion beam suspension at the rear. In terms of safety, because of all the active and passive safety equipment incorporated in it, the i20 received a 5-star rating at the Euro-NCAP crash test – especially since the car features Antilock brakes (ABS) with Electronic Brakeforce Distribution (EBD).
I was particularly interested in seeing how the i20 CRDi compares with the Fiat common-rail engine, which does duty in the Swift, Ritz, Grande Punto, and Indica Vista. Moreover, as I had recently driven a Ritz diesel (see elsewhere in this issue), my memories of that engine were still fresh. Quickly comparing specs though, one will note that the Hyundai is a 1,396cc engine, while the Fiat diesel has a displacement of 1,248cc. The resulting max torque output figures are quite different – the Korean engine develops about 160lb/ft, while the Fiat engine develops 140lb/ft
at peak torque. So does 20lb/ft make for a huge difference? The proof of the pudding would be in the eating, so to speak, so off I went to put the i20 through its paces.
My biggest surprise came when I started the engine. While Maruti has done a much better job of controlling NVH (noise-vibration-harshness) than Fiat has done with their own cars, Hyundai has obviously worked quite a bit on the NVH levels too. The engine is quite silent, resulting in a very quiet cabin compared to the in-cabin noise levels of even a Kappa petrol. When you blip the throttle in neutral, the response is instantaneous. You start to get the feeling that that this will be no slowpoke, lazy oil-burner. In fact, it’s so responsive that I got caught out initially. Once you get used to the 160lb/ft of torque and the quick throttle response, however, you can really start enjoying it.
So, is it a performance car then? Well, having driven the car mostly in-city, but also on the Greater Noida Expressway, the answer soon became clear. The power delivery is very linear, so getting to triple digit speeds is both easy and effortless. What it certainly is, then, is a nice family car that will perform when called upon. It pulls cleanly through all the gears, but the acceleration is strong, not explosive. Mind you, the mid-range (around 3000rpm) does feel very muscular indeed. And, unlike a lot of engines that cut out abruptly at the rev limit, the 1.4 CRDi softly runs out of torque as you enter the red zone, so you know you have to change up.
At 80km/h in 4th gear, the engine is doing an indicated 2200rpm, which drops to 1700rpm when you shift into 5th. Just for comparison, in the Ritz, 80km/h in 4th gear has the Fiat engine turning over at about 2400rpm, which drops to about 1800rpm in fifth – so there’s isn’t much difference in terms of refinement, although the power differential is apparent. Getting the i20 to 120km/h or higher on the highway is effortless. Even at well over 100km/h, the diesel engine is very quiet. However, you do get a lot of feedback via the i20’s steering wheel, be it bumps or just road surface undulations, which is both good and bad. While the steering is very light – making the car easy to maneuver – it’s also quite direct providing feedback on exactly what the car’s doing. The handling itself is good, though I didn’t have a chance to try the CRDi on overly twisty sections (the Greater Noida Expressway being straight and flat). I did, however, try some abrupt lane changes to simulate avoiding action as if a pedestrian or dog had run out onto the road, and, though the i20 didn’t complain, it wasn’t as surefooted as I would have liked – perhaps even grippier rubber is in order. It’s still a forgiving car though. And, like in the Kappa version, it’s easy to keep the power on and make your way sideways through a deserted roundabout if you so desire – in fact, in this instance, the extra power and torque makes it even easier. Don’t ever be foolish enough to try that on a busy city street through.
Issues? Well, I had an issue while selecting reverse gear. To select reverse, you need to press a button on the gear lever, then move it out towards the left, and then up. Not a fault really, but if you’re used to a standard H pattern, this can take some getting used to.
On the aesthetics front, I had been expecting Hyundai India to introduce some new colours – perhaps an Emerald or Electric Green, to distinguish the new car from the cheaper, lower end models. The colours remain the same as before however – Crystal White, Black Diamond, Sleek Silver, Silky Beige, Sparkle Blue, Berry Red and Dark Gray Metallic. The i20 CRDi Asta starts at Rs 6.8 lakhs (ex-showroom, Delhi), which comes to about 7.4 lakhs out the door. And this will certainly worry Honda, as the Jazz can only be had with a 1.2 liter petrol i-VTEC at that price, which means that Hyundai not only has the Jazz squarely in its sights, but also trumped as of now – in terms of drivetrain at least.
Hyundai has done well to address the deficiencies in the i20 Kappa. The i20 CRDi is a good all rounder, which not only looks good, but goes very well indeed, while carrying its passengers comfortably and safely as well. Now, if you, the car buyer, would just get over your apprehension of spending seven lakhs plus on a hatchback, you’d realize that you’re still getting value for money – and a fantastic car to boot (pun intended).
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Engine |
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1,396cc / in-line 4 cylinders / 16 valves / CRDI (Common Rail Direct Injection) |
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Fuel |
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Diesel |
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Transmission |
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5-speed Manual / Front-Wheel Drive |
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Power |
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90bhp @ 4000rpm |
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Torque |
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162lb/ft @ 1750rpm |
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Price (as tested) |
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7.20 lakhs (ex-showroom, Delhi) |
Comments |
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Email:
Date:
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ssgopan@gmail.com
19 November 2009
Is it possible to request the Hyundai motors to fit the
AT(Automatic Transmission) in this Diesel model at an extra cost. |
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Email:
Date:
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manoshi_rellan@live.com
17 August 2009
Very interesting article. I am interested in buying a i20, but would be more keen on the petrol version as my basic driving is in Gurgaon only and weekends to Delhi. How would you rate the i20 petrol version vs the i10 sports model ? which is a better buy - mileage and comfort driving point of view ? Also, how would the Ritz top model (not crdi) compare ? Eagerly await your response. |
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