Hyundai i20 N secures a podium finish at MOTOR’s Sports Car of the Year 2022

Pint-sized N returns big fun. The Hyundai i20 N is a worthy third place finisher at Sports Car of the Year 2022.

When it comes to hype, the little Hyundai i20 N had a considerable weight of expectation placed on its diminutive shoulders. It’s won awards globally and it attained a perfect score from Kirby in its MOTOR first drive. However, PCOTY has a habit of snuffing out pretenders, hence the anticipation was palpable. Cutting to the chase, it didn’t disappoint. Podium placers in this field need to be top drawer.

While it didn’t quite lift the inaugural SCOTY crown, there is a feeling of celebration attached to Hyundai’s smallest N product. Kudos has to go to the South Korean giant and its once-fledgling performance arm – it’s now every bit the real deal. The i20 N is further proof of that. It shone while navigating the tight and technical road loop, with its diminutive dimensions proving a boon on the narrow tarmac. On the final twisting change of direction the i20 N was more composed than any car with a 2580mm wheelbase has any right to be as it slalomed through the pockmarked esses.

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In many ways, the i20 N looks as though it’s going to be the unruly child of the group. But it isn’t. The Hyundai displays a dynamic maturity that outstrips its boy-racer (or girl) exterior vibes. The front axle vehemently resists the urge to understeer and the rear remains so tied down that it’s hugely confidence-inspiring.

The harder you drive it, the bigger the grin and reward. And it allows you to tap into its talent via sophisticated damping that shrugs off mid-corner bumps and a limited-slip differential that translates the 150kW and 265Nm to the ground in a ruthlessly efficient fashion.

The engine itself isn’t on a charm offensive, however. It does the job, but it doesn’t have the comical sonics of its N siblings. Effective is the best adjective to describe the boosted 1.6-litre four-pot and the straight-line data backs that up with a 0-100km/h time of 7.45sec, testing taking place into a fierce headwind off the Bass Strait.

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A dual-clutch transmission would have aided pace, but this is a hot hatch with a focus on driver engagement, so we’re more than happy that it comes with a six-speed manual and conventional handbrake.

In certain regards, Phillip Island overmatched the bantamweight i20 N. It’s a big track for a small car. That’s not to say the Hyundai didn’t impress, with its lap time of 1:55.79 eclipsing the significantly more powerful BMW 128ti – which says a lot about the Hyundai’s chassis. Luffy got out of it beaming, but conceded that “if we were at Winton, it would be even better again. You want it to have another 20kW or so”. However, he added that “once you get to the corners it is good fun, it’s nimble and it’s playful on the front end”.

The mature and tied-down rear-end was also evident at the race track which fostered immense trust in its capabilities through the high-speed sections. Some judges felt a more impish balance would benefit the i20 N’s overall character. “It’s all front end. It’s capable and good fun, but I’d enjoy it if the chassis offered me a few more options,” said Andy.

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An issue that did raise a few eyebrows is throttle hang, with Bernie proclaiming “it frustratingly gets to the point where it’s holding revs when you are expecting engine braking”. This made downshifts occasionally hard to finesse, Quinn musing that it could have been a conscious decision from the engineers in an effort to ameliorate the effects of driveline lash.

Mechanicals aside, the cabin is very much based on the generic i20 range available overseas, so don’t expect tactile surfaces or huge amount of sound deadening.

Having said that, the controls you use for spirited driving are where the money has been spent, so the seats have deep leather bolstering and there’s a well-sized leather-wrapped steering wheel. The driving position can be set agreeably low; a rarity in hot versions of small hatches.

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Like other N models, there are a vast suite of modes to play with, which can be tailored and designated to two buttons on the steering wheel. An adaptive suspension setting isn’t included, however, the passive setup is well tuned, especially in terms of damping, despite leaning towards the firm side. Passengers might grow weary, but you won’t from behind the wheel. Speaking of, you can’t miss the big, red rev-match button, which controls the well-calibrated auto-blipping on downshifts.

The fact a car this good came third is more a testament to the brilliance of what finished ahead of it rather than a tot-up of its shortcomings. At $32,490 the i20 N is the cheapest entrant in the entire field.

If you can’t afford the exotica found within the PCOTY ranks don’t worry, you can still extract huge levels of fun out of Hyundai’s offering – just at a much more palatable price. As the hot hatch class continues to insidiously migrate upwards in price, it’s refreshing to know that genius like this can still be found in the lower echelons.

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The judges’ comments

Alex Affat

“The hype is deserved. Didn’t quite have the legs for Phillip Island but it’s a small ball of fun on road.”

Ranking: 3rd

Andy Enright

“Right up there. Jinky and fun. You’re wringing it all the time so the overboost light gets a workout.”

Ranking: 3rd

Trent Giunco

“The engine does a job, but it’s not a centrepiece. Dynamics are more mature than the styling suggests.”

Ranking: 3rd

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Cameron Kirby

“The front end delivers so much confidence. I’d like a bit more heft to the manual box’s shift action.”

Ranking: 3rd

Bernie Quinn

“I’d prefer the steering to have less weight in N Mode. Chassis has remarkable damping and awesome grip.”

Ranking: 4th

Luffy’s view

“Wants to be driven hard. So much fun. I’d like a bit more rear-end liveliness, but feedback can’t really be faulted.”

The key figures