Tested: Hyundai i10 1,1 GLS

Road tests, especially those of budget cars bought by the thousands, have plenty of potential to be a bore. So standardised are production standards and client expectations that there is less and less basis with which to judge cars in the same segment.
Small boot, great fuel economy, bubbly headlamps and good value are adjectives that can all be levelled at (take your pick) Kia’s Picanto, Citroen’s C1, Peugeot’s 107 etc etc etc. How on earth does one actually significantly differentiate these cars bar the way the design either grabs or deters you?

I just spent an extended weekend with the quintessential example of the modern budget car, namely Hyundai’s i10. And it really is all of the above, so for this review, I’ll try to focus on the little things that set it apart from the rest and which may just tempt you into considering one.

COMFORT

Standard aircon, power steering, a decent MP3 sound system and increased levels of refinement add up to a comfortable little car. It certainly isn’t a chore to drive and cruises well once up to speed. About that aircon, however – it isn’t the most powerful unit I’ve experienced and could struggle to cool down a packed interior on a hot day.

PERFORMANCE

The i10 is fitted with a 1,1-litre engine producing outputs of 49kW at 5000 r/min and peak torque of 99 N.m. at 4000 r/min. These are not mind-blowingly different from rival offerings, and the driving experience is pretty much on par with the Picanto. What I enjoyed about the i10 was that its motor is not only quiet in operation, but emits none of the desperate, whiny noises that other small-capacity motors do. Whilst taking it to 5000 r/min won’t send you hurtling for the horizon (or even the car in front of you), this aural quality does mean that you won’t feel sorry for the car when pushing on a bit.
The gearbox and clutch operation are typically light-car effortless. In fact, the clutch initially felt laughably light to me, with close to zero muscle required for engagement. Once acclimatised, the ease with which you can manoeuvre through city streets will be much-appreciated by female drivers. Again, a “difference” I found here was the i10’s elevated and very comfortable positioning of the gearlever on the lower fascia, and not immediately in front of the hand brake as traditionally done.

COOL FACTOR

The i10 won’t win any awards in this category, unfortunately, which could prove a bit of a problem in a segment that also contains the sharp Chevrolet Spark and Peugeot 107 / Citroen C1 sisters. The biggest compliment I can pay the i10 is that it is a vast improvement over the Atoz, being far better proportioned and a more quality-looking item. It’s cute and will appeal primarily to females.
Inside, there is perhaps a tad more personality on offer. The speedo is set on a sporty-looking white background with blue detailing and the basic dash design does just enough to stop you from nodding off out of complete boredom. A more adventurous colour scheme than my black and grey example wouldn’t hurt, however.



BUILD QUALITY

There is very little to report here, as the materials are not remotely opulent, but perfectly acceptable for this type of car. For example, a lack of padding on the door panels will be missed by anyone downgrading, but is fine for anyone looking for an economical runabout. Most of the dashboard is constructed from plastics that look better than they feel which will only bother people who enjoy stroking their car’s interior surfaces.
The way the doors and boot close and the car’s general NVH (noise, vibration and harshness) are all an improvement over the Atoz.

HANDLING

A 1,1-litre capacity engine without turbos, superchargers or a dragon blowing fire up its backside is hardly going to challenge the chassis. Handling is therefore predictable, easygoing and without much entertainment value. The steering is super light and complements the other major controls in that regard.

PRACTICALITY

Modern small cars seem to all be cast in the same mould; namely, make sure four reasonably-sized passengers can be accommodated at all costs, but don’t worry too much about a boot. So while the i10 is spacious for its size inside, lifting the rear hatch reveals no boot at all. Just a little slit of space for a t-shirt, a sock and a box of Corn Flakes (the 750g, not the 1kg box).

SAFETY

Here exists an unfortunately negative – and major for most – difference between the i10 and its rivals. There are no air bags on all but the high-spec, range-topping HS model and ABS brakes are not fitted as standard. Why individuals with less capital still have to sacrifice their safety in 2011 is beyond me, but there you have it.

RUNNING COSTS

With a minuscule 35-litre fuel tank, according to the fuel gauge I managed 270km on just under half a tank with the air-conditioner in constant operation. 500km on a thankful should therefore be an easily achievable figure in a mix of city and highway driving, equating to a consumption figure of around 7 litres per 100km. This is good rather than excellent consumption.
However, these figures should serve only as a guide as fuel gauges are differently calibrated from car to car - I’ve come across gauges that drop from full to half fairly quickly and then slow down as they approach empty.

SUMMARY

At R107 900, the little i10 1.1 GLS impresses with a decent mix of quality, specification, value and the solid reputation that Hyundai has earned in South Africa after almost two decades of sometimes soulless but always dependable motoring.
In the unlikely case of safety features not being at or near the top of your checklist, then there are few blemishes that can be levelled at the i10 package. However, if like me you put extra emphasis on style and safety, I’d wash cars, cancel my gym membership or beg until I could put together the extra R8000 required to get hold of the Chevrolet Spark.

Hyundai – Flying High in 2010

Hyundai Genesis Coupe

I remember Hyundai’s mid-90s inception into the South African market rather well – at least, as well as an 8-year old boy possibly could.

A close neighbourhood friend at the time stayed directly across the road from me and his dad purchased a bottle green Hyundai Accent almost as soon as the vehicle was launched here.

1995 Accent - one of the first Hyundai models to reach South Africa

For many years, Hyundai’s were the source of plenty of sniggers in the highly badge-conscious market we find ourselves in. Not only were they burdened with a name initially pronounced as everything from “Hun-die” to “Hi-yoon-die”, but many thought the Korean manufacturer’s badge design mimicked that of Honda’s a little bit too closely for comfort, creating an early perception of Hyundai as an inferior, copycat brand in relation to its more established brethren. A similar modern-day comparison can be seen should one peruse the exterior design of the GWM Florid, which looks exactly like a Toyota Yaris.

Early Hyundai models also suffered from rounded, lacklustre designs that mimicked big blobs of jelly – the luminescent colours many of them were painted in further highlighted how fitting they’d look when drenched in some custard.

Of course, at just eight years old, I never realised too much of the above. The chance to go for a drive in my neighbour’s brand new car was always welcomed. But it was a drive to Hyundai’s Open Day in Cape Town that I will never forget.

All new Hyundai owners could enter the event free of charge and the festivities were off the scale, including free everything – food, carnival rides and even a trip in a helicopter!

Here was clearly an automotive brand pulling out all the stops to prove to its throng of new supporters that they had all made the right decision to purchase a bright Hyundai instead of a white Corolla like the rest of the country.

15 years later, and it appears that Hyundai has more than lived up to the fanfare I witnessed on that mammoth Open Day. It is not at all uncommon to find Hyundai Accents well over 10 years old still trundling along on our roads. Initially Hyundai’s South African staple model, Accents have proven to be tough little cars from the get-go.

However, it was the Hyundai Getz that really found its way into the hearts of local buyers, its cheeky good looks a departure from the aforementioned bubble designs. In terms of sheer ability, the Getz more than held its own against the previous generation Polo.

But beyond their practical strengths, it took just one casual observation a few days ago to realise how far Hyundai has come; I spotted the new Sonata in a parking lot and next to it stood a current BMW 3 Series. A little reminder is in order before I go on – the Sonata of the 90s looked particularly horrible when parked alongside the E36 3 series of that decade.

The classy new Sonata

And yet here, in 2010, the Korean looked vastly more striking than the German. Perhaps the BMW’s ubiquity has something to do with that, but I believe much of it is down to Hyundai having established itself so well in the areas of reliability and value, that the brand now possesses the confidence to endow its designs with some real fluidity and emotion.

The iX35 SUV is another case in point, coming across as a thoroughly modern shape and one that turns heads for the right reasons. A stint in both an i20 Hyundai and a Toyota Auris is enough to demonstrate that the gap in quality hasn’t shrunk – it has closed.

Beyond its dramatic progress throughout the model range, Hyundai is also fresh from its participation in the 2010 Fifa World Cup as official automotive host.

From above: The striking iX35 and the neat i20

Other than a Topgear comment I sniggered at some time ago about the Atos being “uglier than a bucket of smashed crabs”, finding negative talk about any Hyundai in 2010 is mostly a futile exercise.

Together with Kia, Korean automobiles have established themselves comfortably amongst the best of their European counterparts and as an option that should be on the shortlist of anyone looking to buy a new vehicle.