Hyundai Motors launched its brand new version of “i20 Elite”. Elite i20 comes with revised interiors and more stylish exterior design. Elite i20 is just slightly expensive than it’s earlier version. This upgraded model launched to compete other hatchbacks. It has all the latest features and the exterior design gives it a luxuries look. Hyundai gives it milder creases and nice shapes lines which show a great work on it and gives it a fresh look. The price for it starting from Rs.6.4-8 Lakhs. Hyundai gives 2 years of warranty with it to attract the people. In here we are sharing information about Hyundai i20 Elite Diesel Model Review in Detail with you. Always compare all the specification and features of car before buying.
The Elite i20 gets black and beige combination dashboard and all other features similar to the previous model. 2-Din audio system with 1 GB internal memory, climate control system, cooled glove-box, cruise control, reverse parking assist, gear shift indicator, automatic headlights, rear wash and wipe, clutch lock and an electro-chromatic rear view mirror comprises the interior part of the car. The wide-opening rear doors mean ingress and egress is easy. Once inside, rear-seat passengers won’t have any qualms about the space on offer – the longer wheelbase clearly helping here. Legroom is particularly good and the rear seat also scores well for good back and thigh support. However, the sloping roofline limits headroom for taller passengers and the bolstering on the seat’s outer edges hampers comfort when seated three abreast. Also, the slightly high window may limit visibility of shorter passengers. Console armrest with storage box, driver seat height adjuster, cup holder, sun-glass holder, front and rear door map pockets etc caters the need of passengers with lot of comfort and convenience. Feature-packed interiors are a Hyundai hallmark, and that’s quite evident in the new i20 as well.
The top-spec Asta which we tested is handsomely kitted with equipment that includes automatic headlamps, push button start, automatic climate control, an eight-speaker audio, Bluetooth connectivity and a rear-view camera. However, features such as rain sensing wipers and the sunroof available on the previous i20 have been shelved. Also, though the Asta variant has keyless entry, only the driver’s side door gets a request sensor; on the cheaper Grand i10, both front doors have it. But even more disappointing is that Hyundai has skimped on the six-airbag setup found on the older i20 and the top trim here gets just two instead. It’s a shame that Hyundai pays just lip service to safety. Boot space has always been the i20’s forte and while it’s down by 10 litres from before, at 285 litres, it is still quite ample (the segment-best Polo has 294 litres in comparison) and the 60:40 rear seat split on the Asta variant increases versatility. On the downside, the loading lip is quite high, so hauling heavy bags over the rear bumper will require a fair bit of muscle. Spread in front of the driver is a dual-tone dash that looks very busy with a surfeit of buttons.
The large buttons that flank the display screen feel wonderfully damped, but the screen itself is disappointing, with its small display and basic fonts. The dials are large and easy to read and the multi-information display in between offers a wide range of readouts for various functions, but curiously, there is no fuel consumption readout or the very useful ‘distance-to-empty’ countdown. Hyundai Elite i20 is equipped with advanced features like bluetooth connectivity, three spoke steering wheel with audio controls, start stop button, smart key, tilt and Telescopic steering wheel, escort function and auto folding outside rear view mirror to ensure comfortable and relaxing journey. Safety features such as dual airbags, ABS, smart pedal, impact sensing door unlock, rear parking camera with, steering adaptive parking guide lines, reverse parking sensors for enhanced convenience are also inbuilt in the new car. Speaking of benchmarks, the new i20 is easily the most spacious car in its segment. The well-bolstered and amply adjustable front seats make it easy to find a comfy driving position and the nicely crafted steering wheel sets the tone for the overall cabin quality.
However, in terms of comfort, we did have mixed reactions about the foam density; some of us found the seats a touch too soft and lacking in lower back support. Also, while front and side visibility is quite good, the massive C-pillar creates blind spots large enough to hide motorcyclists, so you have to be a bit careful when reversing. The uncluttered boot lid looks classy and the shapely horizontal tail-lamps seem to have been inspired by the Alfa Romeo Brera. What looks a bit out place though is the small, protruding reversing camera. What truly lifts the ambience of the cabin is the generous use of silver trim. The surrounds of the buttons, gear lever, audio system and steering boss have a fine silver outline that looks very premium. Look closely though, and you’ll find the dash plastics a tad hard and shiny. The roof lining too is a bit flimsy and the carpeting does have the odd crinkle. For fit and finish, the i20 can’t quite match the VW Polo, which has raised the segment benchmark with its recent facelift.
The flatter bonnet works as a visual trick to make the new i20 appear a lot wider than its modest 24mm increase in width would suggest. The new platform has also allowed the designers to push the wheels further out towards the car’s corners, increasing the wheelbase by an extra 45mm. Interestingly, the overall length is 10mm shorter than the old car and Hyundai had to shave quite a bit off the bumpers to comply with our ‘small car’ laws; in Europe, the i20 is over four metres long. Elite i20 comes in seven color options such as Pristine Blue, Stardust, Red Passion, Midas Gold, Sleek Sliver, Mystic Blue and Polar White. It gets a revised headlight, grille, bumper and sleek taillight and elegant lighting which will give it a luxuriant appeal. The redesigned hexagonal grille, trapezoidal fog lamps, reworked headlights and long wraparound tail lamps on the exterior makes it more appealing and gorgeous. Beside the base variants, the top variants get a 16 inch alloy wheel. Hyundai has been integrated with a blacked out B-pillar and C-pillar that gives an impression of a floating roof-line.
The rising window line, bold shoulder line and that blackened C-pillar lending the car its unique look. Take note, however, the car you see here wears the 16-inch alloys found only on the top Sportz (O) and Asta trims. Every other trim is shod with much smaller 14-inch steel wheels that may appear dwarfed under those large wheel arches. The car looks best when viewed head on. The new i20 is just 15kg heavier than the old model. We say ‘just’ because this is a bigger car with substantially more metal. But a fair bit of that metal is lightweight, high-tensile steel which, apart from keeping weight down, has bumped up torsional rigidity. The slim grille that sits above a larger, low-set hexagonal grille and the chrome-lined, swept-back headlamps look fantastic. This also brings us to the first missing feature you’ll notice. The old i20’s bright daytime running lights have gone, and what may look like LED strips within the lamps are just chrome inserts. Hyundai says, according to its research, customers like LED running lamps, but aren’t willing to fork out extra cash for them. However, we suspect that they’ve been saved for a mid-life facelift.
Hyundai hasn’t quite understood the nuances of chassis dynamics that make the difference between average and great ride and handling. While the new i20’s stiffer chassis has helped tidy its dynamics, it’s not a very entertaining car to drive. The brakes too don’t inspire great confidence. In yet another example of feature deletion from the old car, Hyundai has scrapped the rear disc brakes and left the job to drums instead. We also found the initial bite to be a bit weak and the brake pedal feels wooden under hard braking. Starting with the steering. This EPS unit still has some vagueness around the straight-ahead position and doesn’t weigh up proportionately at speed; the petrol version, specifically, feels a bit too light.
The i20 hasn’t developed much of an affinity for corners either and there’s a fair bit of body roll. On the plus side, the fat 195/55 R16 tyres on this Asta version grip well, instilling some confidence. The silent suspension is tuned on the softer side and does a good job of cushioning passengers from bad roads. It’s only sharp edges and deep potholes that thump through and we suspect that’s more because of the low-profile rubber on these 16-inch wheels. The lower-spec variants that come with 14-inch wheels and with taller tyre sidewalls are likely to have an even cushier ride. Up the pace on an uneven surface and the damping gets a bit erratic – it feels secure, but the ride quality isn’t as flat or settled as some of the other European hatchbacks.
At lower speeds, the engine does feel a bit more responsive, but it’s still far from the segment best. With five on board, you have to weigh down on the throttle pedal while taking off, as the feeble bottom end makes the engine prone to stalling. Ambling around in the city, the i20 has passable responses to part-throttle inputs, but when you floor the throttle, it doesn’t respond with the commensurate urgency. Hyundai Elite i20 is available in Petrol and 4 Diesel variants. The advanced U2 CRDi technology improves its performance and ensures optimum efficiency with lower running costs. The new Elite i20 engines incorporate new technologies for minimal fuel consumption and more power. The 1.2L petrol engine can churn out 83 PS of power and 114 NM of torque and comes with a five-speed manual transmission. Where as the 1.4L CRDi diesel engine is capable of churning out 90 PS of power and 220 NM of torque, mated to a six-speed manual transmission. Both petrol and diesel base variants will deliver a mileage of 18.6kmpl and 22.54kmpl respectively.
The top spec variants with both petrol and diesel engine will deliver a mileage of 18.24kmpl and 21.76kmpl respectively. Revving the motor past 3,000 does improve things a bit, but the electric car-like flat torque curve (without the electric car-like quick response) makes even spinning the engine fast an unexciting exercise. On paper, the 11.7kgm of torque doesn’t look too great and that translates to a similar feeling on the road. Putting the petrol i20’s performance in perspective, 100kph comes up in a leisurely 15.71 seconds, but the in-gear times are in line with the competition. The fact is that the i20 feels a bit out of its comfort zone on the highways and more at home on a city run. Under the hood, you will find a pair of familiar motors, albeit with some mild tweaks. Starting with the 1.4-litre diesel mill, power and torque figures remain identical with 89bhp and 22.4kgm.
Power is channelled via the same six-speed manual gearbox, but ratios on the third, fourth and sixth gears have been shortened to improve driveability. Apart from the reasonably light clutch and slick gearbox (of which the petrol variant gets five speeds instead of six), the 1.2-litre, 82bhp petrol i20 drives very differently from the diesel i20. The old i20’s petrol motor wasn’t very responsive at low speeds and Hyundai has tweaked the ECU to try and set that right. Thumb the engine start button and it’s remarkable how quietly this oil burner idles – it’s easily the most refined unit in the segment with very little clatter. The clutch is light and the gearbox doesn’t take much effort either. On paper, peak torque comes in at a low 1,750rpm but on the road, there’s a bit of lag and the engine hits its best only after 1,900rpm. However, off-boost power isn’t too bad, and unless you really want to make that amber light, it won’t warrant many downshifts.
When the roads open up, the sufficiently powerful mid-range means as long as you are not in sixth gear, it’s easy to overtake cars at typical highway speeds. However, while the final cog doesn’t help you gather pace quickly, it’s a great cruising tool that keeps the engine spinning at just about 2,000rpm at 100kph; great for stretching your fuel tank. As for numbers, 100kph comes up in a quick 12.85 seconds (similar to the old car), but the shorter ratios mean in-gear acceleration has improved significantly. In fourth gear, 40-100kph takes 13.84 seconds, that’s over two seconds quicker than before.
Efficiency & Mileage Review
Bad fuel efficiency can break a car in India regardless of how great it is. The new i20 doesn’t have to worry about that though. Both petrol and diesel versions are quite fuel efficient for the car’s size. The diesel i20 engine managed a respectable 17 kmpl and 22 kmpl in the city and highway respectively.
Hyundai Elite i20 Asta Diesel (1396 cc, Diesel, Manual), gives 22.54 kmpl on highway and 17.45 kmpl in city.
Hyundai Elite i20 Era Diesel (1396 cc, Diesel, Manual), gives 22.54 kmpl on highway and 17.45 kmpl in city.
Hyundai Elite i20 Magna Diesel (1396 cc, Diesel, Manual), gives 22.54 kmpl on highway and 17.45 kmpl in city.
Hyundai Elite i20 Sportz Diesel (1396 cc, Diesel, Manual), gives 22.54 kmpl on highway and 17.45 kmpl in city.
Hyundai Elite i20 Sportz Option Diesel (1396 cc, Diesel, Manual), gives 22.54 kmpl on highway and 17.45 kmpl in city.
In the above post we wrote about Hyundai i20 Elite Diesel Model Review in Detail which contain important things about Interior, Exterior, Handling, Performance, Efficiency & Mileage Review. I hope you enjoyed a lot. You can like our page and also follow us on Google+, Facebook and Twitter.