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What’s it like?
The second-generation Hyundai i20 is from what might be termed the ‘transitional’ period in the company’s history, when it was shifting from being a value alternative to the established mainstream, into a market-leading maker of some of the most desirable new cars on sale (as it is today). To that end, the Mk2 i20 isn’t the most spectacular machine the Korean firm has ever made, but it does many things to a high standard and has Hyundai’s usual generous level of standard equipment to back it up. A simple and uncomplicated supermini, it took on the varied likes of the Ford Fiesta, Opel Corsa, Volkswagen Polo, Toyota Yaris, Honda Jazz and the related Kia Rio, among many more.
Which model to go for?
There are two body styles to go for, a conventional five-door small hatchback, and then a three-door derivative which Hyundai tried to market as the ‘i20 Coupe’ in some markets – although it looks very similar to the five-door model, in our eyes. Either one is smartly stylish, without being particularly striking or aesthetically daring.
Similarly, the engines are all relatively modest units, with an unusual arrangement in the petrol line-up in that the smallest capacity powertrain had the most output. That’s because the three-cylinder 1.0-litre T-GDI engine was turbocharged, so it made either 100- or 120hp. The other two engines, both four-cylinder 1.25- and 1.4-litre lumps, did without turbocharging and maxed out at either 75- or 100hp. The 1.4 was ultimately replaced by the 1.0 T-GDI in the range.
On the diesel side of things, a 1.1-litre engine offered 75hp and 180Nm of torque, while a larger 1.4-litre motor increased those numbers to 90hp and 240Nm. All i20s from this era were front-wheel drive, even the short-lived and off-road-themed Active model, and gearboxes were five- or six-speed manuals, and then a whole array of automatics including a four-speed torque-converter transmission, a seven-speed dual-clutch gearbox and also a CVT option later in the car’s life.
Realistically, no i20 will crack the 10-second barrier for the 0-100km/h sprint, so there’s no real performance potential in the little Hyundai. All the engines are relatively frugal and refined, albeit the turbocharged petrol unit is smoother and torquier than the non-turbo units, so it’d be our choice from a day-to-day driveability perspective. Choice may limited though.
Does anything go wrong?
Hyundai has a great reputation for reliability and, at this point in its development, it still made mechanically uncomplicated and dependable machines. Therefore, there are no known significant issues with any of the i20 Mk2’s engines or transmissions, so the only things you’re looking for are excessive wear and tear to the car, as – being a supermini – it will likely have had a hard life driving about in urban areas, where it will be susceptible to parking dings and small scrapes.
Perhaps confirming this mechanical solidity, there are no official recalls for this generation of the i20. Both the Mk1 and the later Mk3 have a single recall apiece affecting them, but the Mk2 was never officially called back for any manufacturer faults.