Hyundai i20

Hyundai might have established itself as a sensible budget brand but these days, the company has much higher aspirations than that.

Even its most sensible models now have more than a modicum of style, technology and just a bit of a 'want one' factor.

For proof of that, check out this one, the brand's third generation i20 supermini. There's no getting around it; in its previous two 'PB' and 'GB'-series incarnations, respectively launched in 2009 and 2015, the i20 was rather dull.

There's certainly a market for that, as evidenced by the fact that over 100,000 examples of the second generation version were sold in Europe - and even more than that in India, the car's biggest market.

Customers here though, tend to require a little more character from their supermini selection.

Something it was going to take more than an expensive World Rally Championship programme for the old MK2 model to deliver.

This replacement 'BC3'-series design though, had higher aspirations. There was a much sharper look and buyers got a more spacious cabin, plus all the volume variants had 48-volt mild hybrid engine tech.

In addition, mindful of the fact that almost half of all sales of its larger i30 family hatch were of seriously sporty variants, Hyundai went all out to make sure those bases were covered here.

'N Line' models offered a warm hatch vibe and at the top of the range, there was a full-fat i20 N shopping rocket version that went gunning for the Fiesta ST. On top of that, there was a clever new Intelligent Manual Transmission system, stronger standards of safety and big car-style media provision.

A sporty 'N Line' trim arrived in 2021, as did the aforementioned potent 1.6-litre turbo i20 N hot hatch.

The MK3 i20 sold in this form until mid-2023, when it was lightly facelifted.

It's the pre-facelift models we look at here.

Hyundai's clearly on a mission to banish dull design from its product portfolio.

By 2020, we'd already seen that from the Tucson and the IONIQ 5 and the point was emphasised again here by a third generation i20 that looked nothing like either of its predecessors - and was all the better for it.

Particularly in profile, a perspective which delivers a wedge-shaped look, complete with slashes, contrasting colour and a rather unique swept-up design around the C and D-pillars. The front end too, is all about angles and attitude.

The black grille is a great deal more overt than the previous model and on most variants gets flanked by piercing LED headlights, with upper sections framed by tick-shaped daytime running light strips.

Arguably even more interesting is the rear end treatment, which features claw-shaped lamps that are LED-illuminated on most models and come connected by a central strip that aims to emphasise the bodywork's 30mm increase in width. Inside it's certainly a step forward from the cheap-feeling, rather basic cabins that have characterised this model line in the past.

The sculptural fascia design helps, with its smart horizontal blades that stretch across the dash; and Hyundai was the first supermini maker to standardise a digital instrument cluster right across the range, this 10.25-inch screen offering coloured virtual dials and a customisable centre section.

The Centre Console Display it's paired with will be either 8-inches or 10.25-inches in size, depending on the trim level you've selected, the larger monitor bringing something of a 'big car' feel to this ambitious little supermini, with its Bluelink telematics and Hyundai LIVE traffic services.

Some of the plastics used around the cabin feel a bit scratchy and brittle, but it was all well put together by the Turkish factory and seems built to last.

The seats are also reasonably comfortable and there's plenty of storage space. And the rear? Well access isn't quite as good as it was with the previous generation model because of that lower roof height, but the doors open nice and wide.

And once inside, you'll find that this Hyundai has as much rear space for legs and knees as you could reasonably expect in this class.

Headroom isn't quite so noteworthy, thanks to that tapering rear roof line, but the wider exterior width and the relatively low centre transmission tunnel mean it's realistic to take a trio of passengers back here if you absolutely had to, though the raised central cushion won't do much for the comfort of the middle occupant.

And the boot? Well lift the hatch and you're greeted with one of the more accommodating luggage areas in the segment, 352-litres in size, which is 26-litres larger than the previous model offered.

Prices for this MK3 i20 start from around £12,150 (around £13,950 retail), which gets you an early '20-plate 1.0 T GDi 48V 'SE Connect' base model.

The last of the pre-facelift versions of the same model (on a mid-'23 plate) value at around £14,900 (around £16,700 retail).

Allow around £1,500 more for the sporty 'N Line'-spec that arrived in 2021.

The i20 N hot hatch values from around £16,000 (around £17,750 retail) on an early '21-plate, with values rising to around £18,000 (around £19,850 retail) for the last of the mid-'23-plated pre-facelift models.

All quoted values are sourced through industry experts cap hpi.

Click here for a free valuation.

Generally, most MK3 i20 customers we surveyed seemed very happy with their cars.

Check all the media tech on your test drive - and the workings of the navigation system (if fitted) to see if it's been kept up to date.

Check the touchscreens and Bluetooth connectivity.

Check the upholstery for cuts and stains.

And inspect the alloy wheels for kerbing damage.

Check all the electrical functions too.

And insist on a fully stamped-up service history.

Just one recall was recorded for this pre-facelift MK3 model; an issue that the vehicle VIN information might not be registering correctly in the eCall unit.

A reset and update of the unit is required to fix this problem; make sure this has been done at a dealer visit.

(approx based on a 2021 i20 1.0 - Ex Vat) Front brake pads sit in the £27 bracket; rear pad sets are around £24-£38.

Front brake discs sit in the £88 bracket; rear discs are around £58.

An air filter is around £5.

An oil filter is around £4.

A wiper blade is in the £7-£30 bracket.

A water pump is around £103.

Set off in this third generation i20 and the first thing you notice is that everything's so light and easy-to-use.

Primarily the electric steering but also, if you've opted for the stick shift, the clutch and gear shift action too.

Even better, this car is easier to see out of, front and rear, than just about any supermini we can think of, which of course makes things simple in the city and perfect for parking.

On top of that, the willing little 1.0-litre T-GDi petrol unit you have to have in mainstream versions of this model goes about its business with plenty of pulling power and a cheerful three cylinder thrum.

All of which would certainly endear this car to the kind of elderly or early-driver customers who often chose previous generation i20s.

But this Hyundai needed a broader range of talents than that if it was going to increase its share of the small hatch segment.

So its carry-over chassis was been stiffened, drive modes were added and the core 1.0-litre engine (offered in 100PS and 120PS forms) was given electrified mild hybrid tech, supposed to deliver slight mid-range overtaking boost.

To be frank, the benefits of the added 48-volt technology are difficult to discern, both on the move and on the balance sheet; this 100PS unit's WLTP returns - 55.4mpg and 115g/km - weren't that much improved from before.

And some of the improvement that were delivered may have actually come from the added 'iMT' 'Intelligent Manual Transmission', which de-couples the engine from the gearbox after the driver releases the accelerator and allows the car to coast for greater economy.

A 7DCT automatic was available as an alternative.

Hyundai also offered a wild i20 N hot hatch version of this model, which has a range of crackerjack drive modes and uses a 1.6-litre four cylinder turbo petrol unit capable of 62mph in just 6.7s en route to 143mph.

You can imagine an owner of a more typical i20 feeling all that sort of thing to be rather silly.

But it did at least prove that Hyundai was serious about more sophisticated engineering for this i20.

A decent step forward was certainly made in that regard with this third generation model.

There was something old and something new here.

Some of the old virtues that have always characterised Hyundai's products remained with this MK3 i20, some welcome, some not so much.

In the plus column come strong equipment levels, build quality and the kind of almost unimpeachable reliability that allowed the brand to offer what, arguably, was a class-leading warranty.

Perhaps a bit less welcome is the relative lack of engagement you get at the wheel in mainstream variants; the Koreans still have a little way to go to match class-leading Ford and Volkswagen Group superminis in this regard, though the crackerjack dynamics of the flagship i20 N hot hatch show that Hyundai can deliver handling excellence when it chooses to. As for the new stuff, well again, some things are welcome, some not so much.

Welcome is the sharper and more dynamic styling, making this the first design in this model line with true pavement presence and aesthetic showroom appeal.

The improved standards of safety and media connectivity also fall into the plus column.

And it was no mean achievement to be first-in-segment with the standard fitment across the range of mild hybrid engine tech and a digitalised instrument binnacle screen.

Ultimately, one statistic tells you a lot about this i20: 88% of existing owners buy another, a figure almost double that of typical rivals in this segment.

Evidently then, people like it once they've tried it.

And after living with one, you can see why.

Certainly it's hard to think of a supermini that would be easier to fit into your life than this one.

Few others are more practical, better built or as easy to drive.