WE’VE always rated the Hyundai i10 highly. In fact, in March this year we voted it the best used-car buy in the budget car segment thanks to its solid build quality, low running costs and stellar reliability record. However, it missed out on the new-car best-buy gong due to a lack of safety features across the range and list prices that were becoming too familiar with those in the segment above.
Soon after that issue hit the shelves, Hyundai realigned the i10 range by dropping the 1,2 GLS HS – the only model with ABS and airbags as standard – and increasing the spec on the lower models. Three versions are now available, with the base 1,1 GL still lacking anti-lock brakes but gaining a driver airbag, while the 1,25 GLS models both feature dual front ‘bags and ABS. Where previously the fl agship 1,2 GLS HS cost R128 400, the equivalent model now retails for R109 900.
The subject of this test, the 1,25 GLS AT, drops R5 500 in price, from R125 400 to R119 900, gains the aforementioned safety features and loses only 14-inch alloy wheels over the pre-facelift model.
The revised styling includes reshaped headlamps that are less pointed than before and successfully match the new, more aggressive upper grille. Other changes include modernised rear lights, colourcoding all-round and integrated turn signals in the side mirrors (the holes in the fenders left by the previous indicator lights have been covered with fussy gills). Some will approve of the styling changes, while others might prefer the previous version’s less fussy appearance but, overall, it’s a successful update and brings the i10 in line with Hyundai’s newer cars.
Moving to the cabin, one feature we’d like certain stingy German manufacturers to take a look at is the multi-function steering wheel, a standard feature that is optional on some cars costing fi ve times as much. The buttons on the wheel operate the audio system (with iPod and USB ports) that, incidentally, would not pair with a Sony Walkman with MPEG4 music. Other useful features at this price level are a height-adjustable driver’s seat, map pockets behind the front seats and a storage tray under the front passenger seat. There is no trip computer or temperature readout, which is a pity in these fuel-conscious days.
Luggage space is very limited, even for such a compact vehicle. With the seats in place, the i10 swallows only 144 dm3 while, when folded forward, the rear pews allows for up to 776 dm3 of luggage.
The 1 248 cm3 engine, which was introduced in 2008, has been re-tuned to raise the power output from 55 to 64 kW. Although torque has increased only marginally, from 116 to 119 N.m at the same 4 000 r/min, this is plenty enough for such a lightweight.
The gearbox is a four-speed unit with an overdrive function fitted to the top gear. This is controlled with a button on the facia’s right-hand side under the release catch. We didn’t feel the need to use this function much as the engine and gearbox proved to be a happy match.
By employing variable-valve control and re-mapping the ECU, the improvements over the previous model are significant and, instead of the auto ‘box sapping power on take-off, there is enough oomph for rapid acceleration off the mark. This allows the i10 to comfortably take gaps in traffic.
Quicker from rest to 100 km/h than the previous model by nearly 1,5 seconds, we matched Hyundai’s claimed time of 13,8 seconds. However, we then tried a trick to see if we could improve this time. By keeping the gearlever in first, which allows the revs to rise higher than the usual 6 000 r/min change point, and shifting to second at about 6 400 (the limit is 6 500) before repeating the move from second to drive (with the overdrive button depressed), we achieved a time of 13,39 seconds. The standing kilometre time only just squeezed in under 35 seconds at a speed of 147,4 km/h, not far off the claimed top speed of 160 km/h.
Fuel consumption is not up to the manual’s standard, but still manages a fuel-index figure of 6,6 litres/100 km, which allows for a range of 530 km on the tiny 35-litre fuel tank. On our fuel run, we achieved 6,72 litres/100 km.
At the opposite spectrum of acceleration, the braking system consists of ventilated discs in front and drums at the rear, which are usually sufficient for a vehicle weighing only 867 kg. Still, the average time for 10 emergency stops came to a tardy 3,09 seconds, which is average for small hatches.
Dynamically, there is little to fault. The steering is nicely weighted and relatively direct. Initially, the system appeared to boast insufficient self-centring, but this seemed to improve towards the end of the test, either subconsciously or due to bedding-in.
The ride is one of the most impressive aspects of the i10. The suspension absorbs bumps with the compliance of a larger vehicle – in fact, it does so better than many larger cars. While the trade-off is some body roll when cornering and yaw during abrupt lane-changing, the comfy ride is of far more importance.
TEST SUMMARY
Visually, the new i10 might not be the most exciting vehicle in its segment – that honour belongs to the new Picanto – but this little package from the ever-expanding manufacturer impresses with the way it combines a full set of features (both safety and comfort), a punchy engine and an accomplished automatic transmission.
Add to these a compliant ride and decent steering feel, and finally a pocket-friendly pricetag, and you have the perfect solution to the traffic-jam blues.