Review: Hyundai i10

Posted on 19. Nov, 2010 by in Auto News

Hyundai seems fearless. His venture over $ 30,000 with the Genesis was not a complete success, but two years later they doubled up with a $ 65,000 flagship. But it's a car that they do not dare offer here from the opposite end of the line: the small i10. So what are we missing?

B-segment cars like the Fiesta, Fit and Versa were exploring the lower limit in the 21 Century American market. But once really small cars like the Chevrolet Sprint and Ford Festiva were offered here. The i10 is the 140-inch-long (20 centimeters shorter than the Accent) and 63-inch-rel (3 inches narrower) it within an inch of Festiva. The i10 is the 2,000-pound curb weight is only a few hundred over the Festiva have done that, but the modern NVH and safety standards far worse to a car. The biggest change of the city cars of yesterday: the i10, the 61-inch rel. The Festiva appeared unreasonably high back in the day, but the i10 is a vital half a head taller.

Hyundai cars on the UK site, and you'll find a car that is almost appealing from the side and rear quarter. But the refreshed i10 2011 (now with the new corporate hexagonal grille!) Show was about a U.S. media sensation, put a new engine. Thus, no one cared about the tested car with a flattering shade of color or stylish alloy wheels bless. With its monumentally high body sides, body-colored pillars and small wheels, the i10 is not bright red deduct no more than a standard colonial house trim deduct lavender. The tires make the car any favors, either. Thus attired, cries of i10 "penalty box."

The interior is a happy place, with fluid styling, red accents and materials of good quality. (Sure, the interior trim all hard plastic, but what do you expect for a car that would list under $ 10,000 here?) The i10 unusual rel translated into seats conveniently mounted high above the ground and plenty of headroom. Because the seats up, and do not interfere with wheel housings mounted for size 14s, there is enough legroom for adults in both rows of the i10 despite the short 94-inch wheelbase. It helps that, unlike in the Equus flagship, there is plenty of room for the rear passengers feet under the front seats. The much longer Ford Fiesta and Mazda2 are much more closely inside. Not that everything is perfect in the i10: The rear seat is flat, thin padding, and, as in the third row in some SUVs, rounded up a few inches behind the shoulder rel. Behind the rear seat, there is enough space left to the supermarket. Fold the rear seats and is not up to CostCo in question. Given the space Hyundai engineers had to work with, they carved a surprisingly functional interior. When Sir Alec was half a century ago, it is possible, a surprising amount of room inside a tiny car at your disposal, when the machine is reduced to a minimum.

The numbers that motivate potential i10 buyer arising from the test environment, not the test track. The 2010 i10 base engine, a 1.1-liter four-cylinder engine was not competitive in terms of fuel consumption and CO2 emissions. An upcoming 429-hp 5.0-liter V8 regardless Hyundai is concentrated forward to improving their green rep. Thus developed the company a brand new three-cylinder as part of his "Kappa" engine family. Variable induction and variable valve timing on both cams wring out 69 PS (at 6,200 rpm) and 69 foot-pounds of torque (at 3500) from 1.0 liters. And the main achievements: a 17-percent improvement in fuel efficiency (55 mpg in European testing) and CO2 emissions of 99 grams per kilometer (apparently pushed under 100 is a big deal across the pond). One trick: come to a halt, put the transmission into neutral and release the clutch, and the motor stops. Press the clutch, and the three restarts automatically.

Given the inherent imbalance of a three-cylinder engine and the absence of inefficient balance shafts I expected the kappa rough feel. But because the crankshaft is offset, it does not. The engine runs, but generate an undue amount of noise when revved, daunting runs to redline. Given the modest power equivalent to 120 hp in a 3,500-pound sedan acceleration Not surprisingly lukewarm, but not unbearable Sun For this, which is a little more power, a 79-horsepower 1.2-liter four-cylinder engine also offered. Still not enough? Hyundai plans both motors turbocharge, planned with the turbo 1.2, obtaining the additional advantage of direct injection.

When these engines are offered in the i10, they could determine for larger cars, the resulting 110-140 hp would be … interesting. It is not clear that the i10 so much power to handle. In the U.S. auto market, the nearly 1:1 ratio between the small and Hyundai rel rel only the most notorious of SUVs … and the smart fortwo approached. So the i10 generous body roll when cornering and feel tippy than 40 miles per hour is not too surprising. One size class to the lower, wider Mazda2 does much better. How to highway speeds in the i10 and wind, road and engine noise intrusive, especially the first. This said, the i10 is more effortless and feel much stronger than the Sprint and Festiva of yore. It does not feel cheap, just lazy and tippy.

Coors beer seemed special when you had to make an illegal high-speed run across several state lines to get it. Likewise, it is always dazzling, take a class of car that we can not get here. The A segment Hyundai offers an impressive amount of interior space due to its compact dimensions and the new three-cylinder engine is smooth enough and perhaps even strong enough for the American consumer. But the i10 handling and high (by today's standards) make it sound a city car. Even in congested, collect tax-happy Europe such cars only 10 to 12 percent of the market. And in comparison to the next accent i10 appearance is downright dorky, projection of the image of Hyundai has sought to bury. So if gas prices rise above $ 4 a gallon, and perhaps not even then, the i10 will not threaten the dignity of the Equus interior U.S. showrooms.

Hyundai has event this vehicle at a ride-and-drive.

Michael Karesh owns and operates True Delta, an online source of automotive reliability and pricing data