It's almost strange to talk about a small sporty city car in 2022 again. Yet the Hyundai i20 N is; a little rare gem, a bright dot within the ever-growing automotive universe intended for standardization and leveling of differences. Fortunately, therefore, that in Hyundai – and more & ugrave; specifically in the N department – there are still those who, for passion, for pleasure and for fun, (accessible) sports cars still know how to make them. After the good things done with the i30 N and Veloster N, the & # 39; racing & # 39; department of the Korean manufacturer has got his hands on the small and tasty i20, to make it a real object of pleasure. Simple , direct , fun and concrete , these are the pillars of the new Hyundai i20 N.
- DESIGN E DIMENSIONS
- INTERIORS AND TECHNOLOGIES
- ROAD TEST
- TECHNICAL SHEET
- CONCLUSION AND PRICE
- VIDEO
DESIGN AND DIMENSIONS 
The Hyundai i20N makes its intentions clear right from the first glance. Lowered trim, aesthetic body kit and bright colors with red finishes make it more & ugrave; sporty to the eye. The work is completed by the specific 3D effect grille, the side side skirts with the & quot; N & quot; logo, the chromed oval tailpipe and the showy spoiler in the back. A rather marked approach, as regards the exteriors, which are more & ugrave; extroverted compared to, for example, a Fiesta ST or Polo GTI, direct rivals of the segment.
It is not; for & ograve; all scene, because & egrave; the small aerodynamic appendages in the lower area and the spoiler in the rear area help to generate a pi & ugrave; downforce , especially at high speeds. The new rims forged 18 & quot; , with a matte finish help to reduce the weight of the unsprung masses and have a specific design. Also revised the set-up , without the possibility; electronic control but completely adapted by the N department, with dedicated shock absorbers and other improvements regarding specific angles and, more & ugrave; in general, the work of the suspensions. At the rear & egrave; unfortunately there is only one system with interconnected wheels – pi & ugrave; which is understandable considering the segment to which it belongs – but & egrave; surprising the adjustment made by the technicians of Hyundai.
The dimensions do not change with respect to the i20 standard, with 4.07 meters in length by 1.77 in width and 1.44 m in height. Also noteworthy is the weight , 1.190 kg dry , all in all interesting considering the presence of a & quot; heavy & quot; 1.6 turbo 4-cylinder petrol in the hood. Nor does the capacity vary; of the trunk , again 352 liters , almost a record for the segment.
INTERIORS AND TECHNOLOGIES 
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Via the new 10.25-inch infotainment system , in the appropriate menu N you can configure the different parameters for this; which concerns solidity; steering, differential intervention, exhaust sound, reactivity engine and automatic side-by-side. & Egrave; equipped with all the necessary technologies, such as Apple CarPlay and Android Auto, via cable, in addition to bluetooth streaming and DAB radio. Not the most reactive on the market but all in all in line with the segment. & Egrave; there is also a digital instrumentation in front of the steering wheel, with clear graphics and specific animation for the mode & agrave; N , very scenic and satisfying to the eye.
Also present are driving assistance systems , capable of going up to the second level , with adaptive Cruise Control, active lane line maintainer, road sign reader, blind spot monitoring, automatic braking emergency and many others. They work quite well although, at times, there is; need to intervene on the pedals because acceleration and braking are too violent. The equipment the new Hyundai i20 N appears rather rich , with heated front and rear seats, two USB ports, wireless charging plate for the smartphone, dual-zone automatic climate and full-led headlights, as well as sensors parking and rear view camera (albeit low resolution).
ROAD TEST 
Also noteworthy is the structure, surprisingly rigid, more 'ugrave; of other sporty C-segment, but at the same time able to digest the undulations of the asphalt well, thus restoring phenomenal road holding . It is also helped by the limited slip N self-locking differential , able to distribute the torque between the two front wheels so as not to lose even a millimeter of trajectory and be damn effective.
Even when entering a bend, you can see how the inner wheel is slightly braked to help pivot around it, thus generating; a kind of angular momentum and facilitate us in setting the curve in the best possible way. The rear faithfully follows the direction imprinted with the front end, which is always precise and never understeer. Leaving the gas in the middle & agrave; curve you can & ograve; so & igrave; appreciate a slight oversteer behavior , essential to close the trajectories, but never invasive or dangerous. On certain occasions, the i20 N & egrave; also able to lift the inside rear wheel at the bend , so much & egrave; stiff and well 'planted' to the ground.
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Note of merit for the braking system , really powerful and tireless , even after long sessions of aggressive driving on the road. At the front there are two-piston floating calipers with self-ventilated 320 mm discs (262 mm in the back). We have not had the opportunity to bring it to the track but the feedback obtained is; definitely positive. Immediate, modular and well able to manage even the high summer temperatures without problems. The handbrake with the lever is; then a treat for those who love to forcefully attack the most curves; tight, just like a real rally driver.
And finally we come to the engine , perhaps the least exciting aspect of the car, despite being a really sophisticated mechanics. Its 1.6 TGDI 4-cylinder turbo petrol it would be perfect, if only there was no direct rival called the 1.5 Ecoboost of Ford origin. The surplus of the 4 cylinders, with 204 HP and 275 Nm of maximum torque makes it decidedly full-bodied and full of & quot; back & quot; in the middle & agrave; speed (already from 2,250 rpm), up to giving a considerable extension over 4,000 rpm , where it is surprising for its capacity; to touch the limiter without being affected in terms of thrust. It almost looks like a VTEC for the mode; delivery.
However the great explosiveness to the high ones you pay in the low zone, where it would be required more & ugrave; reactivity and promptness, with a mixture of turbo-lag (more than normal) and perhaps slightly long ratios for the manual gearbox. Not that it ever appears slow, on the contrary, with only 6.2 seconds declared on 0-100 km/h and 230 km/h speed maximum, the data is truly remarkable. & Egrave; more a speech of sensations, where more would be required; tenacity and elasticity; in the most phases; slow, as if it had too much inertia in the rotation or as if it were slightly throttled electronically.
DATA SHEET 
“ded3b> h3> TECHNIQUE
- ENGINE: 1.6 TGDI, 4-cylinder turbo petrol
- DRIVEN BY NEW DRIVERS: no
- POWER: 204 HP (150 kW)
- TORQUE: 275 Nm between 1,750 and 4,000 rpm
- DRIVE: front
- GEARBOX: manual, 6-speed with double automatic
- SUSPENSION: MacPherson front, rear torsion beam
DIMENSIONS
- LENGTH: 4.075 mm
- WIDTH: 1.775 mm
- HEIGHT: 1.440 mm
- WHEELBASE: 2,580 mm
- BOOT: 352 liters
- RIMS: 18 & quot;
- TIRES: 215/40 R18 89 Y
- WEIGHT: 1,190 Kg (1,265 in running order)
PERFORMANCE
- SPEED & Agrave; MAXIMUM: 230 km/h
- ACCELERATION 0-100 Km/h: 6.2 seconds
- CONSUMPTION: 6.9 l/100 km (combined WLTP)
- STEERING RADIUS: 5.2 meters
< li> CO2 EMISSIONS: 158 grams per km (combined WLTP)
PRICE: from 28,700 euros;
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CONCLUSION AND PRICES 
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The quality could perhaps be improved; rear camera and reactivity; of the infotainment system, so & igrave; like sensitivity of the steering , sometimes too heavy in mode & agrave; N , but then she recovers (with interest) as soon as you hit the gas pedal, with a sound and sensations now rare to find on new cars. A perfect car for those looking for this type, capable of entertaining and, if necessary, of reinventing itself as an everyday city car, never too extreme and binding – if you can live with a set-up a little rigid and a gearbox/clutch unit not really designed for city traffic.
The price ? It starts from € 28,700 including VAT from the price list, a figure consistent with its performance, the standard equipment with the N Performance package (the only one available in Italy) and the current automotive context. Better than the Fiesta ST? It is difficult to find an objective answer: it often goes to personal tastes, sensations and opinions. The Fiesta is perhaps more & ugrave; 'Playful', with a set-up that allows greater corrections, a more differential incisive and a pi & ugrave; sparkling. The i20 N recovers with extremely immersive sound, phenomenal roadholding and a high-rev boost that the Fiesta lacks. To you the arduous sentence.
HYUNDAI I20 N ONLINE CONFIGURATOR
Driving sensations, road holding Sound and exhaust pipes Excellent standard equipment Very heavy steering and a little bit 40L does not ensure great autonomy
VIDEO
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