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.
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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 can try and make a logical argument, but one actor’s portrayal will always resonate more than the others. And nine times out of ten, it’ll be the Bond you grew up with.
Hot hatches move through pop culture and generations in the same way as Bond. Sean Connery is the archetypal 007 – a Mk1 Golf GTI in human form. Others 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 Renaultsport Clio 172. Like Bond and his eras, these are the ones I hold a candle for.
Just as 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 as a casualty of ever-tightening emissions regulations. To my mind, the curtain is falling on the old school hot hatch 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 revised JCW on the horizon. But neither of these cars feels like it’s putting the driver first. They change direction as if developed for someone who desires a sporting version of a regular car, not for someone who sets an early alarm to chase the thrill of a twisty road at first light. And given you’re reading this publication, that probably means you.
OUR PRINT MAGAZINE
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The i20 N however, lets you know it means business from the off, with its red pinstripe, chequered grille and prominent rear wing. Some of the details are overly fussy, such as the rear door handles and fuel cap cover, but the overall aesthetic calls to mind the boxy Citroen AX GT. It looks every inch the part in its fetching Performance Blue paint.
The biggest clue the car was developed by serious enthusiasts however, lies not in the styling, nor its software and endless configurability, but in the actual, physical hardware. Hyundai’s engineers didn’t simply bolt a turbo to a cooking model, lower the suspension and call it a day. They specified twelve additional welding points, reinforced front bracing, a wider track, a sharpened steering rack – and the headline act: a mechanical limited-slip differential developed in-house rather than ordered-in. Pirelli even created a custom ‘HN’-marked P Zero tyre specifically for the 18-inch alloys. Serious stuff for an entry-level hot hatch – but how does it translate to the real world?
Emphatically, for the i20 N is an absolute joy to punt down a twisty back road. There are two levels to this car: the first is where you’re operating in the “making progress” zone, benefitting from razor-sharp turn-in and the keen bite of the Pirellis once up to temperature. The car is accurate, planted and nailed on.
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But then the confidence grows and the Hyundai delivers its eureka moment as the differential wakes up. The mechanical locker is the star of the show – effective but never unruly, reminiscent of the Torsen diff in the Mégane R26.R. Tightening your line with it becomes a huge source of satisfaction, asking questions of yourself and the chassis. 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) is a cheeky knowing nod to chief engineer Albert Biermann’s past life.
The good news gets better, because despite the high grip levels and planted feeling, the i20 N isn’t tied down – the back axle will join the party if prompted, unlocking a third dimension. It takes commitment, but brake hard and late into a tight corner, and the rear axle will go light, arcing outwards quickly but progressively. It's not the tail-happy dramatics of a 205 GTi or the aforementioned Clio – more a subtle degree of rotation, giving a taste of the old school without the accompanying death wish. Best of all, straightening it out with a hard application of throttle brings the differential into play, clawing the i20 N forward with maximum conviction. Time it all right and the i20 N offers a keen driver something from entry to exit.
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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Strong, tireless brakes complete an impressive dynamic package. At 40mm larger than those found on the regular i20, they’re immediate without being grabby, letting you modulate inputs with a level of precision those fond of left-foot braking will appreciate. The Hyundai press pack even boasts of special left-foot braking calibration, and for once it's nice to see such claims aren’t marketing hyperbole.
If there's a weak link, it's between the corners rather than through them. At times, the straight-line performance leaves you questioning the quoted 6.2-second 0–62mph sprint. One minute the car feels like it’s moving like a scalded cat; on others, something is lacking. Blame a lethargic throttle response that creates the impression of turbo lag when there shouldn’t be any, given the on-paper torque plateau of 275Nm from 1,750 to 4,500rpm. Perhaps it's a different kind of 'off-boost' – there's an overboost function pushing output to 304Nm (224lb-ft) between 2000-4000rpm, but Hyundai doesn't specify the parameters. From the driver’s seat, it feels like the window of opportunity is a narrow one.
The issue is compounded by the lethargic way the flywheel sheds revs - there is no meaningful engine braking when coming off the throttle. The lack of drop-off only serves to dull the work of the turbocharger. Early cars had it worse, continuing to accelerate briefly after lift-off, but Hyundai issued a recall to tweak the software. It's more trustworthy now, though the auto-blip rev-matching quickly becomes indispensable.
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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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The issue is compounded by the lethargic way the flywheel sheds revs - there is no meaningful engine braking when coming off the throttle. The lack of drop-off only serves to dull the work of the turbocharger. Early cars had it worse, continuing to accelerate briefly after lift-off, but Hyundai issued a recall to tweak the software. It's more trustworthy now, though the auto-blip rev-matching quickly becomes indispensable.
Push beyond the mid-range and 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. Consider the engine more of a support act, playing the bass guitarist to the chassis’s lead.
The tone of the four-pot has also been plagued by the adoption of piped-in synthetic sound, and it’s not of the well-executed kind. Mercifully, the volume of the symposer can be tailored, and there’s a valve in the exhaust that can be switched between burble and boisterous depending on your mood. Out of the three available throttle maps, I prefer the intermediate setting – sport proves over-eager with familiarity. For all other driving, the default normal mode is perfectly judged.
Beyond the driving, a hot hatch needs to perform in another arena, namely its ability to fit seamlessly into our lives with a modicum of comfort, economy and practicality. Again the Hyundai excels, with a couple of caveats. Around town, there’s an edge to the way the i20 N rides and passengers will grimace at its firmness. 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 as speeds rise. There’s also a heft to the steering that belies the car’s agility on first impression. Compared to its chief – and also deceased – rival, the Mk8 Fiesta ST, the control weights don’t quite have the same polish, best demonstrated by the slightly awkward biting point of the clutch, but it’s a fine margin and the Hyundai counters with a far more natural gear-lever position.
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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The driving position also scores points in favour of the Hyundai. Oddly, the steering wheel doesn’t adjust for reach, but few cars these days give you that desirable feeling of being nestled within a car; however, the i20 N is one of them. The bucket seats strike the ideal balance between support and comfort: the padding is firm but never numbing. A word to the wise, however: the leather bolsters aren’t of the highest quality, with many owners complaining online about the durability of the material. Nevertheless, the overall interior aesthetics, layout and long-distance refinement also better the Ford. Yes, hard plastics are present, but the N-specific touches – Performance Blue highlights and a chunky steering wheel – give it a performance-oriented feel.
Little separates the two in terms of outright ability and fun-factor. Where the Fiesta ST feels more playful with its tail-happy rear, the Hyundai’s extra grip and precision make it the more serious of the two, though the Ford’s mischievous nature still has its charm. If you’re caught on the fence, it’s worth noting the Ford’s longer production run means they’re more readily available – and cheaper. The Hyundai’s relative rarity is propping up residual values, making the i20 N a significantly more expensive proposition on PCP.
In terms of gadgets, the list of standard equipment is long enough to make Q blush. There’s Apple CarPlay, heated seats and steering wheel, auto lights, wipers and main beam, and wireless phone charging. With five-door practicality and a 420-litre boot, there’s even room for a young family. Everyday sensibilities? Covered. There’s even a rear USB port to keep the all-important electronic devices charged on a road trip.
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.
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Hyundai has earned a reputation of late for overdoing it with the driving modes. The i20 N has five to choose from, plus the ability to customise throttle response, steering weight, stability control, and more. The marketing department has clearly been involved – you can't help but roll your eyes at the 'twisty road analyser' and the flambé within the instrument cluster whenever Sport engages. Yet by the end of my time with the car, even these gimmicks had won me over, because the details still matter: the prominent oil temperature reading, the genuinely usable N1 and N2 buttons.
More importantly, the car’s ability to be unapologetically impish – exhaust valve wide open, differential clawing for traction – one minute, then quietly cruising along delivering 50mpg the next, is hugely appealing. Especially when you want to sneak out of the house at 5am for a drive, and you’ll want to in this car.
In the past, I criticised my old Toyota GR Yaris for having too split a personality. But in the Hyundai, that duality is an asset. It might not be as technically impressive, but it’s more immersive. The Yaris has a speed-to-joy bandwidth of 90:10, meaning you need to be pushing close to its limits before it really comes alive. The Hyundai unlocks earlier, more like 70:30, and then has another final 10% when the differential wakes up. Seven times out of ten, I’d take the i20 N for a back-road blast over the Toyota – the simple truth is it’s more fun. Let’s be honest: few buyers will cross-shop them.
But if the mark of a truly great car is its ability to transcend class boundaries and invite comparison with more hardcore machinery, then the Hyundai’s talents are affirmed. Don’t underestimate it if one fills your mirror, spoiling for a fight – with its chassis and gummy tyres, the i20 N has serious cross-country pace.
Like James Bond, the hot hatch will return – but in a watered-down, sanitised form as modern sensibilities and electric propulsion take over. Just as the hard-drinking, womanising secret agent is fading into the past, 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 hot hatch we know and love.
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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. Augmented engine noise. 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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