Buying a used Hyundai i20 (2010-2015)

This is the case of the car that appeared, disappeared, then came back again.

Hyundai had a long and successful run with the Getz in Australia, but the ‘cheap and cheerful’ light car was eventually replaced by the Euro-styled, Indian-built i20 that arrived Down Under in July 2010 – and was sold alongside the Getz at a premium until production and supplies of the latter finally ran dry in 2011.

The i20 ‘supermini’ was first unveiled at the 2008 Paris motor show and varied its specification to suit the needs of low-cost segments across the world.

In Australia, the i20 was pitched against models like the Mazda2 and Toyota Yaris, with high levels of equipment and relatively keen pricing.

Compared to the Getz, the i20 was built an all-new platform with greater interior and luggage space. It used variations of Hyundai’s ‘Kappa’ and ‘Gamma’ petrol engines in 1.2-, 1.4- or 1.6-litre capacities plus 1.4- and 1.6-litre diesels.

Although Korean in origin, the i20 was designed in Europe and would be built initially in Turkey, India and Indonesia, but not its home market.

The first shipments to Australia during 2010 were 1.4-litre and 1.6-litre petrol models. The 1.6 lasted barely a year in our market before being replaced by the Hyundai Accent with the same engine.

We didn’t see the smallest of the petrol engines or either diesel, however in places like India and parts of Europe they proved extremely popular.

The Australian-market i20 was updated in mid-2012, and an all-new second-generation i20 appeared overseas in 2014, but it was deemed too expensive to import and sell at a competitive price in the cut-throat segment.

As a result, the i20 was discontinued in Australia during 2015, leaving the slightly larger Hyundai Accent – which straddled the light and small car segments – as the Korean brand’s entry-level passenger car.

People who loved that first-generation i20 often held onto them for perhaps longer than they should have, so when buying second-hand beware the high-kay hatchback needing work.

The i20 remained absent from our market until 2021, and when it did return there was no sign of the low-cost economy model of years past. Instead, the replacement Hyundai i20 N was a feisty five-door high-performance car with 150kW from its 1.6-litre turbocharged engine.

• Paint defects are common, so ensure a car with damage is priced accordingly.
• Tyre pressures can fall below safe levels due to valve leakage.
• Loss of clutch pressure occurs when hydraulic fluid overheats in heavy traffic.
• Electricals and faulty wiring in components – power windows, door locks, radio.
• Power steering, which can result in difficulty steering.
• Wear in shock absorbers resulting in reduced handling and reduced smooth driving.
• Transmission failures and difficulty shifting gears (manual only) – these problems arise due to wear and the ageing of the vehicle.
• Engine issues – oil leaks and rough idling. Maintenance is key here.
• Radiator leaks from the cooling system.
• Rust in wheel-arches.
• Exhaust system problems causing reduced fuel efficiency.

The first Hyundai i20 models to be sold here came in three levels of trim across three-door and five-door body styles with 1.4-litre or 1.6-litre petrol engines.

Cheapest of the bunch at $15,490 plus on-road costs was the three-door Active which delivered 74kW from 1.4 litres and came as a five-speed manual. Auto versions were available but cost $2000 extra.

Active versions were packaged with a younger market in mind, so expect air-con as standard, power front windows/mirrors supplemented by an iPod-compatible sound system (no Bluetooth yet) and in-dash display screen.

Jump to the Elite manual and five doors would become mandatory as did the 91kW 1.6-litre four-cylinder. That engine didn’t hang around for long in our i20, though, and early Elite versions are difficult to find.

At $18,495 plus ORCs they did lift the bar in terms of equipment, with two extra speakers, power windows front and rear, a leather-bound steering wheel, folding mirrors and 15-inch alloy wheels.

Did anyone buy an i20 in Premium trim? They were listed, but at $23,490 plus ORCs for an automatic version the appeal wasn’t massive and anyone who owns one has a rare car.

By mid-2012 the Premium had been discontinued and manual versions of the i20 were six-speeds. This helped with acceleration and delivered other advantages over rivals like the five-speed Mazda2 and Volkswagen Polo.

Fuel economy improved and the noise intrusion which had generated complaints from owners of earlier cars diminished.

Pricing received a tweak as well, with five-door Elite automatic now at $19,590 plus ORCs and the basic manual three-door starting at $15,590. Front and rear styling was mildly amended and equipment upgrades across the range included a brighter interior with Bluetooth connection. A multi-function steering wheel and new alloy road wheels were standard on the Elite.

Trouble was brewing though, with the five-door Hyundai Accent costing $600 less than a three-door i20. By late 2015, in response to exchange rate difficulties, the i20 had been replaced by low-end versions of the Korean-built Accent.

As minimalist cars go, the Hyundai i20 goes pretty well. It won’t out-corner a Volkswagen Polo or outlast a Mazda2, but for lowish money in the used market, the little Hyundai delivers a lot of fun and features.

Interior accommodation is nothing flash, with seat shape and fabrics not up to the standards of class-leading cars, but they are still okay. All-round vision is good, even without a rear-vision camera.

Most complaints relate to lifeless, electrically assisted steering but hopefully exposure breeds familiarity and long-term owners get used to twirling the chunky wheel and waiting for some response from up front.

Tyre quality is the biggest impediment to i20 handling and enjoyment. The original equipment Hankooks would on wet bitumen have gripped like a cat on quarry tiles and were not that terrific in the dry either. Unless a subsequent owner has fitted something better, then perhaps lash out on some decent rubber.

Overseas reports say that the power steering can get tired and emotional when worked hard on a hot day over twisty roads. If the wheel becomes more difficult to move, you might need to back off a tad until things cool down.

Same goes for the clutch which can lose resistance in stop-start traffic. If you intend doing mostly city driving, a four-speed auto will avoid the problem.

Performance isn’t an issue about which owners are prone to complain so the i20 must get along at reasonable pace. Later manuals with the six-speed transmission certainly feel zippy enough, so it is strange that no-one in this country seems to have run a complete set of acceleration times.

Looking to European tests, 0-100km/h in a five-speed 1.4-litre car stopped the clocks at 13.6 seconds, so a six-speed should sneak under the 13sec barrier.

Official fuel economy ratings in manual cars drop below 6L/100km (combined urban/highway), with the auto averaging 7.5L/100km.

Basic cars with four airbags score a four-star ANCAP rating but those with six airbags get the maximum five-star rating. That said, when assessing how well the car responds in a crash, tracking down video of its crash testing session is worthwhile. Here, and bearing mind the test was conducted in Europe, the i20 structure performed exceptionally well in both the front and side impact tests.

Also, for owners intending to take their i20 on country runs, these cars come with a full-size spare wheel, not the inadequate and risky ‘temporary’ spare offered with a lot of local models.

Choose a five-door and there is a lot to like here for the family buyer with youngish children.

Second-row legroom and headroom are fine for younger fry; however, a trio of adult-sized teens will complain if asked to share the rear seat.

Hooking in a child seat isn’t a struggle, although the curved door aperture isn’t an ideal shape for easy access.

The boot with 310 litres of capacity is good for car of this size and can be extended to 1123 litres once the back seat is folded flat.

In common with all small hatchbacks, anything heavy in the boot can move forward in the event of a crash or heavy braking and injure rear seat occupants.

If you own a small boat or camper trailer, the i20 will tow a braked load of up to 1000kg.

• Paint falling off in large chunks has become a common complaint from i20 owners and one which will diminish the value of any car it affects. Checking carefully any car you are considering is essential and avoiding those suffering the problem is prudent. If you own car that is affected, a Facebook page has been established to monitor the problem and report any responses received from Hyundai or its dealers. Some members are keen to launch legal action but the matter is in its infancy.
• If during your test drive the driver’s seat feels uncomfortable, the i20 you picked may be suffering an endemic seat pad problem. Whether parts for rectification are still available is debatable, but if you buy a car with this issue do consult a Hyundai dealer.
• Early manual cars suffered clutch shudder and had their clutch units replaced free of charge. They can still suffer loss of pressure due to overheated hydraulic fluid.
• Check the rear hatch seal for damage that could allow exhaust fumes to enter the cabin.
• Clicking or rattling from the front-end when simultaneously turning and accelerating means your constant velocity (CV) joints need replacement. It isn’t a major or costly job but allow for it when putting a price on a second-hand i20.

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Used vehicle grading for Hyundai i20 (2010-15)
Design & Function: 13/20
Safety: 15/20
Practicality: 13/20
Value for Money: 15/20
Wow Factor:10/20
Score: 66/100

Also consider:
Kia Rio, Mazda2, Suzuki Swift, Toyota Yaris, Volkswagen Polo