Hyundai i20 N 2021 Review

The body of a chihuahua with the voice of a rottweiler – Hyundai has returned with a second hot hatch instalment. Trust us, this one has equal parts bark and bite.

The new 2021 Hyundai i20 N lands in showrooms this month offering a slightly more aggressive take on the typical light hot hatch.

Smaller in size and lower in entry price than its well-received i30 N stablemate, the i20 N also ratchets up the performance focus – a move that places it favourably among established company.

Hyundai Australia hasn’t stuffed around with pricing of the new 2021 Hyundai i20 N.

In fact, it has lobbed it right between its two key rivals, the Ford Fiesta ST (from $32,290) and Volkswagen Polo GTI (from $32,890) at a competitive $32,490 plus on-road costs.

For the record, the only other light-size hot hatch available from a mainstream brand in Australia is the sold-out Toyota GR Yaris (from $49,500).

It also undercuts the larger Hyundai i30 N by a handsome $12,010… in entry price.

The solitary member of Hyundai’s national i20 line-up – following the axing of the regular city hatch a few years ago – the i20 N comes in one burger-with-the-lot specification.

In fact, the only option listed is for two of the five paint colours (Phantom Black mica and Dragon Red mica), costing an additional $495, or the two-tone Phantom Black roof, which adds $1000.

Dressed in an exclusive N body kit punctuated by a big rear wing, the i20 N rides on 18-inch alloy wheels with Pirelli P Zero tyres and carries N-exclusive interior details such as alloy sports pedals, sports front bucket seats and a leather-trimmed steering wheel.

Standard tech features include a 10.25-inch infotainment touch-screen with Apple CarPlay, Android Auto and satellite navigation, a digital instrument cluster, wireless smartphone charging, seven-speaker Bose premium audio with DAB+ digital radio, rear privacy glass, climate control, power-folding exterior mirrors, smart key and push-button start, and automatic wipers.

On the safety front, standard equipment extends to forward collision avoidance assist (city, urban and pedestrian), lane keeping assist, lane following assist, blind spot collision warning, rear cross traffic collision warning, driver attention warning, a reversing camera, front/rear parking sensors, LED headlights and tail-lights, and tyre pressure monitoring.

A temporary space-saver spare wheel is fitted, while the Hyundai i20 N is backed by a five-year/unlimited-kilometre warranty.

Servicing intervals are spaced every 10,000km or 12 months, slightly shorter than the industry norm. Hyundai says servicing costs are capped at $399 annually, translating to $1545 for the first 50,000km/five years of ownership.

Powered by a 1.6-litre four-cylinder turbo-petrol engine driving the front wheels through a six-speed manual transmission, the 2021 Hyundai i20 N delivers 150kW of power over 5500-6000rpm and 275Nm of torque over a broad 1750-4500rpm – increasing to a big 304Nm in overboost mode.

According to Hyundai, the official 0-100km/h claim is 6.2sec, onwards to a top speed of 230km/h.

With a kerb weight of just 1213kg, those outputs give the i20 N one of the best power-to-weight ratios in its class.

Fuel use is rated at 6.9L/100km, with the i20 N capable of running on regular unleaded.

The engine’s firepower is augmented by a launch control function as well as a mechanical limited-slip differential. There’s also an N Drive Mode System, N Performance Driving Data System, active variable exhaust and rev-matching function.

The i20 N rides on a MacPherson strut front suspension and coupled torsion beam rear axle that is common with city-sized hatchbacks.

Hyundai engineers in Korea went to work by adding structural reinforcements at 12 points around the monocoque, along with additional welds, and new bolt-in underbody structures. The end result is purportedly more rigidity and bending resistance to enhance its performance characteristics.

In addition, the front chassis structure has been reworked to allow for larger air intake openings for the radiator and intercooler. Front 320mm rotors are fed air via the lower control arm guides with vents built into the front knuckles.

Hyundai says it honed the i20 N’s cornering ability on Germany’s gruelling Nurburgring.

You could be forgiven for thinking that, with all its performance hardware, the 2021 Hyundai i20 N might look a bit bare inside the cabin.

However, the reality is quite a contrast. The pint-sized rocket offers a surprising level of presentation and sophistication inside, with its 10.25-inch centre touch-screen, digital instrument cluster and mix of materials.

The steering wheel bristles with two blue N mode buttons and the very Ferrari-like red rev-matching button, which takes cues from a Maranello export’s starter button.

The seat position is low-slung and the front sports buckets offer excellent support and comfort on longer trips.

One USB port and a 12-volt outlet also team with moderate open cubby and storage spaces to offer strong day-to-day amenity.

Look closer and there are a couple of tell-tale cost-cutting points for the baby N, like the scratchy plastic door skins and the hard-wearing contact points. The plastic inlays used to break up the largely black dashboard also feel a tad naff, but the i20 N still holds its own against others in this segment.

Naturally, interior space for a 4.0-metre-long vehicle isn’t a headline strength, but the i20 N can ferry rear seat passengers in relative comfort on shorter journeys.

If you are making the case for it as a second family car, the i20 has got you covered there too. It will easily accommodate a forward-facing child seat in the rear, with two outbound ISOFIX attachment points and three top-tether points included.

Unsurprisingly, there are no rear air vents, however you do get a solitary USB port in the second row.

There’s something suitably cheeky about the 2021 Hyundai i20 N.

From the moment you depress its starter button, the engine makes no apologies for its rorty note, and there’s an inherent sporting premise to all of the key controls.

You find yourself innocently navigating a country road when, out of nowhere, an icon appears on the digital instrument cluster: S-bend ahead – engage N Mode.

It’s a subtle tease of the i20 N’s best attribute: going fast. The baby N model comes alive through the corners, offering excellent grip and a true performance focus that makes the larger i30 N almost look pillowy (it is anything but, for the record).

The driving experience is a visceral one, with a level of feedback and theatre that belies the Hyundai’s small stature. It is also a car that is enjoyable without clocking jail-worthy speeds, with torque steer and a bi-modal exhaust soundtrack that is loaded with crackles and pops even in modest driving.

A fast steering rack, with about 2.4 turns lock-to-lock, teams with excellent front-end purchase and faithful adhesion from 18-inch Pirelli P Zero rubber to imbue the i20 N with a performance bent that surpasses other light-sized hot hatches – at least in isolation.

Feedback is rich – be it via the steering wheel, brake pedal or seats, such is the direct feedback from the road, almost down to individual coarse-chip.

Ultimately, the i20 N doesn’t quite have the playful factor or yaw moments that make the rivalling Ford Fiesta ST such a hoot, though we’ll reserve full judgement until a dedicated track outing. We suspect those chasing lap times will side with the Hyundai.

The 1.6-litre turbo-petrol engine is also brimming with enthusiasm, especially once the most aggressive mapping has been engaged. There’s a workmanlike charm to the 1.6T; what it lacks in outright charisma, it makes up for with willingness.

Power and torque is accessible across the rev spectrum, though the i20 N works at its best from 4000rpm, whereupon the direct-injection donk pulls hard through to its 6800rpm cut-out.

Below 4000rpm, the engine doesn’t quite muster the same enthusiasm, and for that reason can necessitate regular gear changes on a hill climb.

That said, the six-speed manual embraces driver involvement with a stubby throw and light clutch take-up. You’ll hit about 60km/h in first, 105km/h in second and about 140km/h in third, give or take. At highway speeds, the engine spins at about 2500rpm in top gear.

In regular conveyance, the engine is an easy-to-live-with proposition, offering efficiency that loosely resembles the 6.9L/100km claim.

Elsewhere, the mechanical front differential works a treat in terms of power-down, allowing the i20 N to confidently ply for traction out of off-camber hairpins or on slipperier surfaces.

Those are the upsides…

Now it’s time for the drawbacks of the 2021 Hyundai i20 N.

Above all, it’s firm. As with most hot hatches light in weight and riding on a compact wheelbase, small-amplitude imperfections tend to afflict the cabin with an inherent jiggliness at low speed, while larger hits are often conveyed with a thud or crashing.

The biggest limitation of the torsion beam axle and passive dampers pairing materialises on rugged country roads, and specifically larger drawn-out compressions, whereupon the i20 N suffers from more vertical movement than some hot hatch buyers would like, and a harshness in its rebounding from bigger undulations.

A firm ride will come as little surprise to hot hatch aficionados, as will the fact the i20 N suffers from some road noise – the price you pay for so much on-road feedback.

In a performance capacity, the torsion beam rear-end offers a strong degree of precision and tautness, with the exception of mid-corner bumps, which tend to upset proceedings more than a multi-link set-up.

The new 2021 Hyundai i20 N is everything a hot hatch should be: fun, affordable and imbued with a devilish character that encourages headier driving.

It is also up to speed on expected safety and technology requirements, and feels convincingly appointed inside the cabin.

The Ford Fiesta ST has a considerable fight on its hands, even if the two attack the hot hatch formula from slightly different angles.

How much does the 2021 Hyundai i20 N cost?
Price: $32,490 (plus on-road costs)
Available: Now
Engine: 1.6-litre four-cylinder turbo-petrol
Output: 150kW/275Nm
Transmission: Six-speed manual
Fuel: 6.9L/100km (ADR Combined)
CO2: 157g/km (ADR Combined)
Safety rating: Not tested