Hyundai launched its new facelift i10 sub-compact amid first quarter results that painted the company as one to really look out for, if your name is Toyota or Volkswagen. And the i10 is one of its best-selling models in the country. Goodness, the Koreans have arrived!
Big on value and features, the i10 is quite different from the car it replaces, in looks and quality. A new front bumper sets the scene, followed by a trapezoid front grille that now features in all new Hyundais like ix35, a new set of headlights, side looks, rear lights and rear bumper. The car has been thoroughly refreshed and looks all-new, unlike some other facelifts that end up being no more than just mild. All wheels are 165/ 60 R14 with 14-inch steel rims used all round. Good thing they also have a full-sized spare wheel in the boot.
Not just outside but inside as well have the changes been made. A new lights cluster was installed, matched by a new front fascia and a new style of cloth seats. Because Hyundai is still a value automaker, several “bigger-car” features come standard. Within the next 5 to 10 years Hyundai will start to charge similar prices to its competitors while simultaneously removing some of these features, which include air conditioning, ABS for the 1.2 GLS, at least two front airbags, a USB/ auxiliary connection, central locking, front and rear electric windows and others.
The driver tends to sit quite high in the i10, something that irritates the more enthusiastic pilots among us. But then we tend to forget who the i10 is targeted at. Interestingly only 20% or so of i10 buyers are black African. I don’t know if this is because they aren’t too interested in Hyundai, or if Hyundai is not too bothered about advertising in media consumed by these ever-swelling consumers.
The derivatives being sold are the 1.2 GLS, 1.1 GLS manual and the 1.2 GLS automatic. The entry-level 1.1 GLS sears 50kW at 5500rpm and its peak torque of 99Nm at 4500rpm. It’s a cast iron block with a single overhead cam and two valves per cylinder, making it an 8-valve motor. A 5-speed manual gearbox with a rather long gear lever puts thrust on the front wheels, returning 0 – 100km/h in 15.2 seconds as tested by Hyundai engineers. Fuel consumption is said to be 4.8 litres per 100km, with C02 emissions reportedly at 114 g/km.
Slightly higher up is the 1.2-litre (Hyundai insists on calling it a 1.25) 4-cylinder giving out 64kW at 6000rpm and 119Nm at 4000rpm. Lighter than its 1.1-litre sibling, thanks to an aluminium block, the engine is apparently a little more fuel efficient, averaging 4.7 litres per 100km and C02s of 113 g/km. For the 0 – 100km/h sprint, a time of 12.3 seconds is claimed and top speed of 169km/h.
Most expensive is the 1.2 GLS with a 5-speed automatic and a sprint time of 13.8 seconds, the highest fuel consumption at 5.5 litres per 100km and a 132 g/km C02 combination.
While I can attest to its willingness to rev, the i10, in either engine guise, is no neck-jerker by any means. But then again it’s not meant to be. This is an urban runabout for people on a serious budget or those looking at a reasonably-priced second or third car.
Hyundai i10 pricing
1.1 GLS (R99 900)
1.2 GLS (R109 900)
1.2 GLS auto (R119 900)
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