Chevrolet Silverado vs Hyundai I20

What's the difference?

With its unique V8 soundtrack, all-terrain capabilities and sumptuous comfort, the ZR2 is a quintessential American muscle truck that's as capable of carting crews and accessing rugged worksites during the week as it is towing boats, horse-floats and caravans or getting muddy on weekends. For either work or play, there's a lot to like here.

The i20 N hatch is so much fun, and not in a special occasion kind of way. It’s an affordable, compact performance car that’ll put a smile on your face no matter where or when you drive it. The Fiesta ST and Polo GTI have a worthy new playmate. I love it!

The Silverado’s extensive remanufacturing to RHD, performed on a purpose-built production line in Melbourne, meets OEM standards of fit and finish.

As the off-road focused 1500 model, the ZR2 has hardware and detailing consistent with its rugged bush-bashing persona, highlighted by aggressively treaded mud-terrain tyres and unique raised suspension with high performance dampers.

Other ZR2 features include a raised bonnet with ZR2 applique, ‘off-road cut’ front bumper, bash plates, black grille with ‘Flow Tie’ (flow-through) bow-tie motif, ‘Performance Red’ chassis-mounted front recovery hooks, concealed dual-outlet exhaust, black fender flares/door handles/bumpers/window surrounds and chrome ZR2 badges.

It has a tough and purposeful look with bluff-fronted styling and an imposing stance. 

An expansive length of almost 6.0 metres (5931mm) and a 14.4-metre turning circle highlight formidable (and at times impractical) dimensions for urban life.

The cabin is spacious and airy with a tasteful blend of contrasting tones and textures combined with many soft-touch surfaces, yellow stitching along seams and splashes of chrome and satin chrome creating a plush look and feel.

Hyundai’s current WRC challenger may be a coupe but this angry little five-door hatch absolutely looks the part.

We’re assured the N is the only current-generation i20 we’ll see in the Aussie market, and it runs with a relatively low (101mm) ground clearance, a grille pattern inspired by a chequered flag, black mirror shells, and menacing, angular LED headlights.

The ‘Satin Grey’ 18-inch alloys are unique to this car, as are the side skirts, raised rear spoiler, darkened LED tail-lights, a ‘sort-of’ diffuser under the rear bumper and a single fat exhaust exiting on the right-hand side.

There are three standard paint options - ‘Polar White’, ‘Sleek Silver’, and N’s signature shade of ‘Performance Blue’ (as per our test car) as well as two premium shades - ‘Dragon Red’, and ‘Phantom Black’ (+$495). A contrasting Phantom Black roof adds $1000.

Inside, the N-branded sports seats, trimmed in black cloth, featuring integrated headrests and blue contrast stitching, are unique to the i20 N. There’s a leather-trimmed sports steering wheel, handbrake lever and gear knob, as well as metal finishers on the pedals.

The 10.25-inch digital instrument cluster and same-sized multimedia screen look slick, and ambient lighting heightens the hi-tech mood.

The ZR2’s hefty 2587kg kerb weight and 3300kg GVM results in a 713kg payload, which is modest given a seated crew of five big tradies could use up about two-thirds of that payload capacity before loading any of their gear.

It can also legally tow up to 3500kg of braked trailer on a 50mm ball and up to 4200kg on a 70mm ball. The latter figure is 300kg less than the LTZ due to the specialised off-road suspension.

However, given the ZR2’s 6851kg GCM rating (or how much it can legally carry and tow at the same time), you would be left with a mere 64kg of vehicle payload if you wanted to tow the maximum 4200kg.

That’s barely enough for a driver - and a light one at that. Fact is, few if any owners in real-world use would need to tow 4200kg, but it’s important to be across these legal limits if you’re planning to.

The load tub is protected internally by a spray-on liner and offers almost 1.8 cubic metres of load volume. Its load floor is 1776mm long, 1813mm wide and sits 569mm deep, with 1286mm between the rear-wheel housings. More than wide enough for hauling Aussie or Euro pallets.

There are also 12 load-anchorage points, power assistance for lowering the tailgate and a tub camera to keep an eye on loads when driving. The rear bumper provides surefooted tub access using either the centre step or concave side-steps.

All occupants enjoy luxurious space, particularly rear passengers thanks to easy entry created by the wide-opening doors, a flat floor with no transmission hump for the centre passenger to straddle and palatial head and legroom even for tall people. Combined with ample shoulder room, a full crew can travel in enviable comfort.

Cabin storage for the driver and front passenger includes two bottle holders and a bin in each door. There’s also a large glove box and the centre console has an open tray and two USB ports up front, two bottle holders in the centre and a big box at the back topped by a padded lid that provides comfy elbow support.

Rear passengers get a bottle holder and bin in each door, plus more USB ports and two more pairs of bottle holders in the rear of the centre console and in the bench seat’s fold-down centre armrest.

There’s also storage pockets on both front seat backrests and handy compartments for small items are cleverly concealed within the rear seat’s upper-backrest cushions. Its 60/40-split base cushions can also swing up and be stored vertically if more internal load space is required, or to access ample under-seat storage.

Although it’s just 4.1m long, the i20N is impressively space efficient with decent room up front and a surprising amount of head and legroom in the back.

Sitting behind the driver's seat, set for my 183cm position, I had plenty of head and legroom, although, understandably, three people across the back will need to be kids or understanding adults, on a short journey.

And there are plenty of storage and power options, including the wireless device charge pad in front of the gear lever, which doubles as an oddments tray when not in use, two cupholders in the front centre console, door bins with room for large bottles, a modest glove box and a lidded cubby/armrest between the front seats.

No armrest or air vents in the back, but there are map pockets on the front seat backs, and again, bins in the doors with room for bottles

There is a media USB-A socket and another for charging, as well as a 12V outlet in the front, and another USB-A power socket in the back. Hyundai suggests the latter could be handy for powering track day cameras. Great idea!

Boot space is impressive for such a compact hatch. With the rear seats upright there’s 310 litres (VDA) available. Fold the 60/40 split-folding rear backrest and no less than 1123 litres opens up.

A dual-height floor can be flat for long stuff, or deep for tall stuff, there are bag hooks provided, four tie down anchors, and a luggage net included. The spare is a space saver.

At $32,490, before on-road costs, the i20 N is to all intents and purposes the same price as Ford’s Fiesta ST ($32,290), and the VW Polo GTI ($32,890).

It’s offered in one spec only, and aside from the standard safety and performance tech, this new hot Hunday boasts a solid standard features list, including: climate control, LED headlights, tail-lights, daytime running lights and fog lights, 18-inch alloys, Bose audio with Apple CarPlay/Android Auto and digital radio, cruise control, nav (with live traffic updates), rear privacy glass, keyless entry and start (as well as remote start), sports front seats, the leather-trimmed sports steering wheel, handbrake lever and gear knob, alloy-faced pedals, auto rain-sensing wipers, power-folding exterior mirrors, plus 15W Qi wireless smartphone charging.

There’s more, like the 10.25-inch ‘N Supervision’ digital instrument cluster, plus a same-size multimedia touchscreen in the centre of the dash, a track maps feature (Sydney Motorsport Park is already in there), as well as an acceleration timer, g-force meter, plus power, engine temperature, turbo boost, brake pressure and throttle gauges. 

You get the idea, and it goes toe-to-toe with the Fiesta ST and Polo GTI.

Like the LTZ, the ZR2 is powered by a 6.2-litre petrol V8 producing 313kW of power at 5600rpm and 624Nm of torque at 4100rpm. It features cylinder deactivation to optimise fuel economy when full power isn't required.

This is paired with a refined 10-speed torque converter automatic, armed with an auxiliary external oil cooler ideal for heavy towing duties and off-road slogging. It also offers sequential manual shifting using steering wheel-mounted paddles and there are numerous selectable drive modes.

Its dual-range transfer case with push-button control offers the choice of '2WD High', '4WD High', '4WD Low' and '4WD Auto', with the latter being a full-time torque-on-demand system. It’s also equipped with driver-selectable front and rear locking differentials for optimum traction in the rough stuff.

The i20 N is powered by a turbo intercooled 1.6 litre four-cylinder petrol engine, driving the front wheels via a six-speed manual gearbox and Torsen-type mechanical limited slip differential.

The all-alloy (G4FP) engine features high-pressure direct-injection and an overboost function, producing 150kW from 5500-6000rpm, and 275Nm from 1750-4500rpm (rising to 304Nm on overboost at max throttle from 2000-4000rpm).

And the engine’s mechanical ‘Continuously Variable Valve Duration’ set-up is something of a breakthrough. In fact, Hyundai claims it as a world’s first for a production engine.

Not timing, not lift, but variable duration of valve opening (managed independently of timing and lift), to strike the optimal balance between power and economy across the rev range.

GMSV claims official combined cycle (urban/extra-urban) fuel consumption of 12.7L/100km and the dash display was showing 15.3 when we stopped to refuel at the completion of our 397km test, which included our usual mix of suburban, city and highway driving of which about half was hauling a variety of payloads.

This compares to our own figure, calculated from fuel bowser and tripmeter readings, which was higher again at 16.8L/100km. That exceeds the usual 2.0-3.0L/100km discrepancy between official and real-world consumption but is still acceptable for a 2.5-tonne pick-up powered by a big petrol V8 in urban use.

So, based on our real-world consumption figure, you could expect a driving range of around 540km from its relatively small 91-litre tank.

Hyundai’s official fuel economy figure for the i20 N, on the ADR 81/02 - urban, extra-urban cycle, is 6.9L/100km, the 1.6-litre four emitting 157g/km of C02 in the process.

Stop/start is standard, and we saw a dash-indicated average of 7.1L/100km over several hundred km of city, B-road and freeway running on the occasionally ‘spirited’  launch drive.

You’ll need 40 litres of ‘standard’ 91 RON unleaded to brim the tank, which translates to a range of 580km using the official figure and 563 kays using our launch test drive number.

The ZR2’s raised off-road suspension requires more of a climb aboard than the LTZ, but the low-slung removable side-steps fitted to our test vehicle certainly make boarding easier and are an accessory worth considering if most of your driving is on-road.

There are large handles on the truck’s A- and B-pillars to assist entry to the cabin where the driver is treated to multiple power adjustments of seat and steering wheel plus a large left footrest, which together provide a very comfortable driving position.

The ride and handling are outstanding, as the ZR2’s suspension combined with the additional cushioning of its baggy all-terrain tyres is commendably supple over bumps, yet it's surprisingly responsive to steering input without the ponderous feeling expected in a vehicle of this size and weight.

This response is optimised when the ‘Sport’ mode is selected as it sharpens steering, brake pedal feel and suspension tuning for a more engaging drive. It also activates the louder and freer-flowing exhaust setting and modifies the auto’s shift calibration, which allows the V8 to shine with a guttural roar under full throttle that is not only an aural delight but can quickly reach triple-digit speeds with remarkable ease.

By contrast, it can also deliver relaxed and fuel-efficient highway travel thanks to the V8’s auto cylinder deactivation and less than 1500rpm being required to maintain a leisurely 110km/h. Engine, tyre and wind noise are negligible at these speeds.

To test its payload rating we forklifted 475kg into the load tub which combined with our crew of two equalled a total payload of 655kg that was within 60kg of its legal limit.

The rear leaf-springs only compressed abut 35mm under this loading, which left more than enough bump-stop clearance to ensure there was no bottoming out on our test route. The ZR2 performed so effortlessly with this payload it was easy to forget we even had one.

Our only criticism of the driving experience was the tri-fold tonneau cover. When hauling loads, this accessory is designed to fold forward into a flat bundle that leans against the rear of the cabin with two adjustable struts to brace it in place (see photo).

This worked fine during suburban driving up to 80km/h but was not suited to higher speeds, as the increased air pressure made it flex enough to block the rear-view mirror's camera view. So, an alternative tonneau design would be preferable for those needing to do lots of highway travel with uncovered loads.

Unusually for a manual car, the i20 N features a launch control system (with an adjustable rpm setting), which we found fiddly to get working, but with or without it, Hyundai claims a snappy 0-100km/h time of 6.7sec.

And it’s such a pleasure to steer a car with a slick-shifting manual gearbox. The six-speed unit features a rev-matching function accessed via the press of a racy red button on the steering wheel. 

Buf for those who prefer an old-school, double-shuffle, heal-and-toe tap dance across the pedals, the relationship between the brake and accelerator is perfect. 

And if you’re keen on Walter Rohrl-style left-foot braking, to help steady the car or steer it in fast cornering, the ESC is switchable through to Sport mode or completely off, allowing fuss-free simultaneous brake and throttle application.

There’s even a shift-timing indicator near the top of the instrument cluster, with colour bars closing in on each other as the tacho needle pushes towards the rev limiter. Fun.

Engine and exhaust noise is a combination of a raspy induction note and adjustable crackle and pop out the back, courtesy of a mechanical flap in the exhaust system, adjustable through three settings in N mode.

Traditionalists may not be thrilled by the addition of in-cabin synthetic enhancement of all of the above, but the net effect is thoroughly enjoyable.

It’s worth remembering in this context N stands for Namyang, Hyundai’s sprawling proving ground south of Seoul where the car was developed, and the Nürburgring where this go-fast i20 was fine-tuned.

The body has been specifically reinforced at 12 key points, along with additional welds, and “bolt-in underbody structures” to make the i20 N stiffer and more responsive.

The strut front, coupled (dual) torsion beam rear suspension has also been set up with increased (neg) camber and a revised anti-roll bar at the front, as well as specific springs, shocks and bushings.

A compact, mechanical LSD is added to the mix, and grippy 215/40 x 18 Pirelli P-Zero rubber was produced specifically for the car and is stamped ‘HN’ for Hyundai N. Impressive.

The end result is outstanding. Low-speed ride is firm, with suburban bumps and lumps making their presence felt, but that’s what you’re signing on for in a hot hatch at this price point.

This car feels balanced and well buttoned down. Power delivery is agreeably linear and at a fraction over 1.2 tonnes the i20 N is light, responsive and nimble. Mid-range urge is strong.

Steering feel is good, with assistance from a column-mounted motor taking nothing away from an intimate connection with the front tyres.

The sports front seats proved grippy and comfortable over long stints behind the wheel, and playing with the multiple N drive modes tweaking the engine, ESC, exhaust, and steering just adds to the involvement. There are twin N switches on the wheel for quick access to custom set-ups.   

And that Torsen LSD is brilliant. I tried my best to provoke a spinning inside front wheel on the exit of tight corners, but the i20 N just puts its power down without so much as a chirp, as it rockets towards the next bend.

The brakes are 320mm vented at the front and 262mm solid at the rear. Calipers are single piston, but they’ve been beefed up and fitted with high-friction pads. The master cylinder is bigger than the standard i20 and the front rotors are cooled by lower control arm mounted air guides blowing through vented knuckles.

The launch i20 N fleet of around half a dozen cars copped an hours long hot lap pounding at Wakefield Park Raceway, near Goulburn NSW without drama. They’re well up to the task. 

One niggle is a large turning circle. The data sheet says 10.5m but it feels like the car is carving a wide arc in U-turns or three-point turns.

A 2580mm wheelbase between the bumpers of a 4075mm car is substantial, and the steering’s relatively low gearing (2.2 turns lock-to-lock) no doubt has a lot to do with it. The price you pay for quick turn-in.

Although it hasn’t been assessed by ANCAP or Euro NCAP, the headline on active safety tech in the i20N is the inclusion of ‘Forward Collision-Avoidance Assist’, which is Hyundai-speak for AEB (city and urban speed with pedestrian detection).

And from there it’s assist city, with ‘Lane Keeping Assist’, ‘Lane Following Assist’, ‘High Beam Assist’, and ‘Intelligent Speed Limit Assist.’

Followed by all the warnings: ‘Blind Spot Collision Warning’, ‘Rear Cross-Traffic Collision Warning’, ‘Driver Attention Warning’, and ‘Parking Distance Warning’ (front and rear).

The i20 N also features a tyre pressure monitoring system and a reversing camera. But if, despite all that, a crash is unavoidable there are six airbags on-board - driver and front passenger front and side (thorax), and side curtain - as well as three top tether points and two ISOFIX locations across the back row for child seats.

Now comes standard with a class benchmark five years/unlimited km manufacturer warranty, plus five years of roadside assist.

Scheduled servicing is every 12 months/12,000km whichever occurs first, but there's no capped-price servicing. Expect a three year service bill of around $2000, which isn't outrageous for a vehicle of this type.

GMSV has an Australian network of 50-plus dealers across most states and territories and all dealerships can provide vehicle servicing.

Hyundai covers the i20 N with a five year/unlimited km warranty, and the ‘iCare’ program includes a ‘Lifetime Service Plan’, as well as 12 months 24/7 roadside assist and an annual sat nav map update (the latter two renewed free-of-charge each year, up to 10 years, if the car is serviced at an authorised Hyundai dealer).

Maintenance is scheduled every 12-months/10,000km (whichever comes first) and there’s a pre-paid option which means you can lock in prices and/or fold service costs into your finance package.

Owners also have access to the ‘myHyundai’ online portal providing details on the car’s operation and features as well special offers and customer support.

Service for the i20 N will set you back $309 for each of the first five years, which is competitive for a hot hatch in this part of the market.