New Hyundai i10 test drive, review

The i10 took the baton from the Santro as a sensible and comfortable economy family car. The sales charts have certainly proved that the i10 had the right ingredients, cementing a formidable reputation for itself in the small car market. Now Hyundai is all set to up the ante with the new i10 which has been considerably refreshed to take on the increased competition.

 

Design plays a big role in the choice of cars and the responsibility of getting the i10 to look right in 2010 has fallen on the new one-piece bumper. The new hexagonal grille is the new Hyundai family look that debuted on the ix35 crossover. It has certainly added a lot of energy and makes the i10 look much more aggressive than before.

 

The massive air dam uses a honeycomb grille that gives a sporty touch, the round fog lamps have been replaced by sharper, rectangular units and the larger headlamps look striking even from a distance. All these changes come together to create a look that gives the little i10 more presence on our bustling streets.

 

Move around to the side and you’ll see the outside mirrors with integrated turn signals and body coloured side moulding. The rear bumper too gets a body coloured rub strip. The re-sculpted rear bumper has made space for reflectors and parking sensors. The tail-lamps also wear a longer, more angular look. The i10’s overall length has increased by 20mm.

 

Hyundai has also added more appeal on the inside with a few fine tweaks. Apart from the buzzer-type parking sensor, you also get height adjust for the driver’s seat on the higher variant, the seat fabric is more appealing, the rearview mirrors are now heated and powered, the music system now plays MP3s too and there is connectivity for your USB or iPod. Bluetooth connectivity is also added to the equipment list. For greater convenience, you also get steering wheel-mounted controls for calls and your music system. 

 

All displays now get a blue backlight for some added zing when driving at night. Another welcome change of colour is seen on the dashboard. The darker tan colour increases safety as it reduces reflections on the windscreen while driving during daytime. Secondly, it also goes tastefully with the gun-metal finish on the centre console. Other features remain unchanged. 

 

On the mechanical front, Hyundai has made changes to its engines. The 1.1-litre iRDE engine gets a special coating on the piston and rings for reduced friction. The intake and exhaust valve diameter has been increased along with an increase in lift for better breathing. That results in the iRDE engine pumping out 68bhp. Torque remains the same but is now delivered at a much higher 4000rpm. However, we couldn’t get our hands on the new iRDE2 motor as the focus is clearly on the new flagship motor of the i10 range – the Kappa2. 

 

The i10 Kappa2 becomes the first car in this segment to use variable valve timing or VTVT in Hyundai-speak. However, on paper, the improvements are hardly noticeable. Peak torque remains unchanged and is even made at the same rpm. Power is still rated at 79bhp though it peaks a bit earlier at 5200rpm.

 

Once behind the wheel, it’s an altogether different story. The engine is significantly more refined and driveable than before and pulls cleanly from 2000rpm to its 6000rpm red line. The Kappa2 has spread its power more evenly, unlike the earlier Kappa which really came to form in its upper rev range. 

 

At low speeds you can feel a slight step up just under the 2000rpm mark, letting you stroll around in city traffic without making too many gear changes. Shortened first and third gear ratios have also aided driveability. A prominent gearshift indicator is housed in a big LCD screen on the right-hand side of the instrument cluster. Depending on the vehicle road speed and engine speed, the indicator suggests the right gear for maximum efficiency.

 

Take the i10 out on the highways and you will experience its eager nature. The engine likes to be revved up, though it doesn’t feel as light or as willing as Suzuki’s brilliant K-series motor. A quick snap down on the gearbox, step on the gas, let the revs build and just dart past the vehicle ahead. No problem. What adds even more weight to the Kappa2’s claim as the flagship motor is its company claimed fuel efficiency figure of 20.36kpl, which means the i10 1.2-litre Kappa2 is even more fuel efficient than the iRDE2 motor and second only to the Tata Nano in the official Indian Driving Cycle. 

 

The ride and handling is a familiar story. The chunky steering wheel lets you point the i10 in the intended direction without effort or drama but a bit more road feel would certainly be welcome. There are no changes to the suspension setup and even the tyre sizes are unchanged, which is a shame as the narrow 155/80 R13 rubber doesn’t offer the grip needed for a near-80bhp car. The suspension retains its slightly stiff feel at the front. You can feel it as you clunk slightly over potholes. The rear suspension retains the soft setup, which gives it a choppy and unsettled ride over bad roads.

 

Is the new i10 overwhelmingly better than before? No. Apart from an improved engine, changes are largely cosmetic but with a nominal hike in price and a raft of new features, it promises to be better value.

 

 
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