Do you want the best quality of the i20, but the aggressive design of the half-horse race with 204 horsepower is too much for you? Especially for this case, Hyundai offers the N Line Style Premium version, which we received for testing. The car had a three-liter cylinder engine, which did not lack mild hybrid technology. This connection is supposed to ensure lower fuel consumption and at the same time a more enjoyable driving experience.
When I handed over the car, I was initially a bit confused as to whether I had mistakenly received the top-of-the-line version of the i20 N. The white test model received striking 17-inch alloy wheels, a sportier and larger front bumper. dual pipe exhaust. When it started, these sounded like there was at least a six-cylinder petrol hidden under the hood of the car. It wasn’t until I looked at the small technical document that I realized how things were. indeed a three-liter cylinder with an output of 88 kW hidden under the hood, but as part of the equipment tested, its standard feature is a sports exhaust system , which even the aforementioned Hyundai i20 N will not be ashamed of.
|Construction||hatchback, 4,075 x 1,775 x 1,455 mm, 1,040 kg|
|Drive||Petrol, axle driven: front|
|Performance||88 kW, 120 hp, torque: 200 Nm|
|Usage||Together:? l / 100 km|
|Price from||609,990 CZK|
As part of the test, I had the opportunity to use sports seats with increased lateral support and an embroidered “N” logo. There was also a sports steering wheel with an “N” logo mounted on perforated leather. In order for the driver to be sure that he is sitting in something “more”, the automatic transmission selector also received an “N” symbol and a head of a different shape. Steel pedals and contrasting red stitching are the icing on the cake. In the end, this combination worked and I really liked it. It is known that inside the N Line Style Premium device, the performance was adequately combined with the most elegant appearance. After all, it’s the most you can buy in the regular i20 range.
This corresponds to the list of standard equipment, which includes, for example, Full LED lights, heated front and rear seats, automatic climate control, automatic switch for high beams, rear parking camera or system The best of Bose audio. Those who would like to buy this particular version will be able to take advantage of the 10.25″ digital instrument panel Management. The infotainment screen with integrated navigation and support for Android Auto and Apple CarPlay is the same size. The on-board system function was exemplary fast and offers front passenger intuitive controls.
Despite the fact that the Hyundai i20 was designed primarily as an urban hatchback, I was very impressed by the ocean of interior space. A passenger with a height of 184 cm can sit comfortably in the front, while two more adults with a height of up to 178 cm can fit in the back at the same time. The manufacturer deserves credit for this. But the truth is I probably wouldn’t put five adults in a car. I was very pleased with the volume of the trunk, which provides 262 liters in the basic configuration. After folding the back, the space increases to 1,075 liters. In the version without mild hybrid technology, the trunk volume is slightly higher (351 liters). But the big advantage of tested tests is something completely different.
As expected, this is a powertrain. This is represented here by a turbo-charged 1.0 T-GDI three-cylinder working with a 48V system and a starter generator. A small battery with a capacity of 0.44 kWh is stored in the trunk under the floor, which receives the energy needed especially when the car brakes. Later, it can be used with an electric motor, which can support the gasoline engine with a power of up to 12 kW during acceleration. As a result, this mild hybrid can run at 5 liters per 100 kilometers and the internal combustion engine provides cruise control. But it only works when the driver has selected Eco driving mode. Once that happened, I had no problem using the car’s inertia up to a speed of about 140 km/h.
And while I got my hands on a version with a seven-speed dual-clutch transmission, the manufacturer offers the option of using a classic six-speed manual. However, expect slightly lower torque (172 Nm), while the highest automatic torque tested is 28 Nm higher. How about a small sports car that goes from 0 to 100 km/h in 10.3 seconds. In this case, it is mainly about low consumption, which is associated with the pleasure of the part behind the wheel. I was delighted to find that there is plenty of fun to be had behind the wheel of an 88kW hatchback that doesn’t require frequent visits to petrol stations.
Especially in Sport mode, you could tell that the car was trying to give all the power available and the automatic transmission kept the engine revs as high as possible. It even happened to me many times that it refused to shift into high gear and I had to help myself with the paddle under the steering wheel. Excellent! I drove more than 920 km with the car and at the end of the test the on-board computer showed a consumption of 5.4 liters per 100 km. I was definitely not an obstacle in traffic. Hyundai also played with the chassis, which uses a McPherson front axle with a transverse stabilizer and a rear axle with trailing arms and a torsion bar. However, its adjustment is very difficult for Czech roads, which often bring unpleasant kicks from the wheels and slaps from the chassis.
But a lot of difficulty turned out to be with a small in the event that the driver wants to go on twisty county roads and use all 88 kW of power. Not once did I notice any unreadable behavior or understeer while driving at maximum speed. I was very surprised by this, as the i20 was wearing winter tires. Add to that the growling sound of the exhaust and you have a car that can be a bit of a body cheat. The version with the 1.0 T-GDI DCT engine and N Line Style Premium equipment is designed for those who keep consumption low, but at the same time want to drive more than just occasional fun.
Photo: Roman Havlin, fDrive.cz