Hyundai i20 VS Peugeot 208
- Cracking exhaust
- Fun rather than ferocious
- A hoot on a track or (we expect) a winding road
- Too soon to properly judge it
- Manual only will deter shoppers
- Lacks the out-and-out punch of bigger hatches
- Unique styling
- Sporty drive
- Spacious and comfortable
- Missing advanced safety
- Barely any cabin storage
After we spent what felt like an eternity with the Hyundai i30 N being an only child in Australia, the lauded hot hatch is finally getting a smaller sibling, with the Korean brand confirming the i20 N will debut in Australia next year, likely in the first six months of 2021.
On paper, at least, the city-sized hot hatch promises to deliver the performance thrills of the N brand to a whole new demographic, given its utterly family-proof dimensions and what will obviously be a more affordable price point.
But is it truly worthy of the N badge? We put an early prototype version to the test on the track to find out.
|Fuel Type||Premium Unleaded Petrol|
In a world of cheap, popular and well-specified Japanese and Korean small hatchbacks, it’s easy to forget the humble French cars that once helped define the segment.
They’re still around, though. You’ve probably seen a few Renault Clios, you might not have seen the tragically underrated new Citroen C3, and there’s at least a chance you’ve seen one of these – the Peugeot 208.
This iteration of the 208 has been around in one form or another since 2012 and is due to be replaced by a second-generation model in the near future.
So, should you consider the aging 208 in a busy market segment? I spent a week behind the wheel of the second-from-the-top GT-Line to find out.
|Engine Type||1.2L turbo|
|Fuel Type||Premium Unleaded Petrol|
We'll reserve full judgement until we've lived with a production version of the i20 N, but after our short, track-based taste test? We like it a lot.
Fun rather than ferocious, it's the kind of hot hatch you can have an absolute blast in without feeling like you're going to kill yourself or your licence, and you can't help but climb out smiling..
The 208 GT-Line is hardly a car purchased on its value offering; it’s an emotional purchase. Fans of the brand know it, even Peugeot knows it.
Here’s the thing, though, the GT-Line looks the part, is true-to-its-roots in how fun it is to drive, and will surprise most with its spacious dimensions and decent spec level. So, while it might be an emotional buy, it’s not necessarily a bad one.
Have you owned a Peugeot in the past? Share your story in the comments below.
Again, this more an arbitrary score here, as the only i20 N we've seen to date was dropped in camouflage inside and out.
That said, you can tell from its silhouette that this a wide, hunkered-down hatch, with bulging arches and 18-inch blacked-out alloys, a domed bonnet, and little roof spoiler jutting out from above the rear windscreen.
Hyundai tells us the i20 N will also serve up a new air intake on front bumper, unique side sills, a new radiator grille, and a new rear bumper with a diffuser, as well as new rear lights. You can get the i20 N in seven colours, one of which will be the Performance Blue that's become the signature of the brand.
Inside, Hyundai says you'll find a "high-performance driving space" (whatever that means) with a host of N stuff, like a sports steering wheel and shifter, metal pedals, sport seats up front and blue highlights throughout the interior trimmings.
It might not be for you, but I had come around to the 208’s design by the time I handed the keys back. It’s a bit more upright and frumpy than the slick, conservative design of the Volkswagen Polo, or the swish, cutting-edge lines of the Mazda2.
It’s undeniably a European city car in its short and upright stance, but blazes its own path, even compared to French competitors. I grew quite fond of its weird, slopey bonnet, unconventional face and tough rear wheel arches. The way the rear light clusters clasp the rear to bring the design together is quite satisfying, as are the aluminium-brush alloys, recessed lights and the single chrome tailpipe.
It could be argued that this is a path well-travelled, with this 208 mirroring the design cues of the 207 that came before it, but I’d argue it holds its own, even in 2019. If you’re after something radically different, the styling on its replacement, due next year, is one to look out for.
On the inside, things are… unique.
There are cushy, deep seats for front occupants, with a super vertical dash design, leading up from the deep-set shifter (an older look) to the top-mounted media screen, which is slick, with its chrome bezel and lack of buttons.
The steering wheel is awesome. It’s tiny, strongly contoured and covered in nice leather trim. Its small, almost oval shape is super satisfying to wrangle, and enhances the way you interact with the front wheels.
What is extra strange about it is how far separated it is from the dash cluster. The dials are perched way atop the dash in a layout Peugeot refers to as the ‘iCockpit’. This is all very cool and aesthetic and French if you’re my height (182cm), but if you’re particularly short or particularly tall, the wheel begins to obscure vital information.
Other strange things about the cabin mainly involve little bits of plastic of varying quality strewn about the place. While the overall look is very cool, there are some odd bits of chrome trim and hollow black plastics about that probably don’t need to be there.
Not particularly practical, to be fair. While Hyundai is yet to confirm the specification details of the i20 N, it is based on the brand's existing city car, so expect similar dimensions here.
It does, though, have four doors, which puts it ahead of some of its hot-hatch competition, and means climbing into the backseat isn't as hard as it could be. Once there, though, you won't be spoiled for space.
For reference, the regular i20 serves up twin cupholders up front, and bottle storage in each of the doors.
That car also stretches some 4035mm in length, 1734mm in width and 1474mm in height. That's enough to squeeze 326 litres (VDA) into the boot, or 1042 litres with the 60:40 split rear seat folded flat.
The 208 hit me with some surprises here. Firstly, don’t drink and drive this car. And, by that I mean, don’t even begin to think you’ll find a good spot for a decently sized coffee. There are two cupholders under the dash; they are about an inch deep, and narrow enough to accommodate maybe a piccolo latte. Place anything else in there and you’re asking for a spillage.
There’s also an odd little trench there that barely fits a phone, and a top-box arm-rest thing that’s tiny and bound to the driver’s seat. The glovebox is large and also air-conditioned.
The front seats offer heaps of room, though, for arms, head and especially legs, and there is no shortage of soft surfaces for elbows.
The back seat was also a surprise. I was expecting it to be an afterthought, as it is in many cars this size, but the 208 delivers, with excellent matching seat trim and generous legroom.
Sadly, that’s where back-seat amenities end. There are tiny trenches in the door, but no air vents or cupholders. You’ll have to make do with just the pockets on the backs of the front seats.
Don’t be fooled by the 208’s cropped rear, the boot is deep and grants a surprising 311 litres to the shelf, and maxes out a 1152L with the second row folded down. Also surprising is the inclusion of a full-size steel spare, stashed under the floor.
Price and features
This is a tough one to answer, without yet knowing the pricing details. But Hyundai has told us that it will be priced on or around the money for the segment, which should see it land around the early $30k mark.
In terms of exactly what you get for that money, well, that remains to be seen. But here's what we know so far.
Expect 18-inch alloys wrapped in Pirelli rubber, a digital driver's display and a second, central touchscreen that will deliver both Apple CarPlay and Android Auto, remote unlocking with push-button start, power windows, and...
Well, that's about all we could glean from our very camouflaged car. But you will also get a whole heap of performance kit, which we'll touch on under the Engine and Transmission section.
For everything else, though, you'll just have to watch this space.
This Peugeot is never going to be as cheap as a Mazda2 or Suzuki Swift. The current range spans from $21,990 for the base Active to $26,990 for the GT-Line, and that’s all before on-road costs.
Safe to say you’re looking at a $30k hatch then. For the same money you could be hopping into a decently specified Hyundai i30, Toyota Corolla or Mazda3, but Peugeot bank on the fact that this car appeals to a special kind of customer; the emotional buyer.
Perhaps they had a Peugeot in the past. Perhaps the quirky styling calls out to them. But they aren’t interested in value… per se.
So do you at least get a decent standard spec? The GT-Line comes with a 7.0-inch multimedia touchscreen with Apple CarPlay and Android Auto support, built-in sat-nav, 17-inch alloy wheels wrapped in some seriously low-profile Michelin Pilot Sport rubber, panoramic fixed glass roof, dual-zone climate control, self-parking function, front and rear parking sensors with a reversing camera, rain sensing wipers, sports bucket seats, auto folding mirrors and GT-Line specific chrome styling touches.
Not bad. The styling is certainly turned up a notch over the regular 208 range and the spec list makes it one of the better-equipped cars in the segment. However, there are some notable omissions which hurt on a car at this price. For example, there’s no option for push-start or LED headlamps.
Safety is okay, but it could use update. More on that in the safety section.
Engine & trans
I like the engine. A lot. Not the most powerful in the class, sure, but not underpowered in my opinion, either.
That's enough grunt, Hyundai says, to deliver a "class-leading" power to weight ratio of 126kW per tonne.
So how does it stack up? It puts the i20 N about a touch under segment standard, power-wise, with cars like the Polo GTI making 147kW and 320Nm, while the Fiesta ST makes 147 and 290kW. Unsurprisingly, it’s also comprehensively shaded by the Toyota GR Yaris, which makes a whopping 200kW and 370Nm.
We have managed to extract some other key details surrounding Hyundai’s newest hot hatch, too. We know, for example, that there’s torsion-beam rear suspension, a mechanical LSD, Sachs dampers, dual-mode exhaust and, like it’s i30 N big brother, the i20 N should get Pirelli rubber wrapped around its 18-inch wheels. It also weights just 1250kg.
More? Well there's rev matching for the manual gearbox, launch control and the brand's N Grin Control System which allows you to dial through Normal, Eco, Sport, N and N Custom drive modes.
The chassis and suspension have been overhauled, too, and there's bigger performance brakes fitted.
The regular (that’s non-GTi) 208s are offered with just one engine now. A 1.2-litre turbo petrol three-cylinder, which produces 81kW/205Nm. While that doesn’t sound like an awful lot, it turns out to be plenty for the little 1070kg hatch.
Unlike some notable French manufacturers, Peugeot has seen the light and dumped single-clutch automatics (aka automated manuals) in favour of a six-speed torque converter auto, which does its best to have you not notice it.
It also has a stop-start system, which might save fuel (I couldn’t objectively prove that it did) but will definitely annoy you at the lights.
That I can't tell you, at least not yet. We were driving pre-production cars exclusively on a race track, and so taking an computer reading would have been grossly unfair, and Hyundai hasn't dropped an official figure on us yet.
We do know that the i20, in regular guise, is fitted with a 50-litre tank.
The claimed/combined fuel number for the 208 GT-Line is a slightly unrealistic-sounding 4.5L/100km. Sure enough, after a week of city/highway combined driving, I produced a number of 7.4L/100km. So, a solid miss. Slightly less-enthusiastic driving should see that number drop, but I still don’t see how you could get it down to 4.5L/100km.
The 208 requires a minimum of 95RON mid-range fuel, and has a 50-litre tank.
How should the success of a city-sized hatch truly be measured? Raw power and out-and-out pace? I don’t think so. There are bigger, more powerful vehicles for that.
Price? Well, at least a little. This segment forms the stepping stone to the performance vehicle world, and so they really can’t be too inaccessible, right?
If you ask me, the biggest - and possible only - criteria a car has to hit in this segment is that it’s fun. Plain and simple. Does it make you want to take the longer, twister way home, emerging at the other end of a winding road with a face-splitting grin and fighting the urge to turn around and do it again in the other direction? Or does it make you want to stick to the freeway?
Well, it’s safe to say that in the i20 N - in prototype form at least - the answer is definitely the former.
Yes, the light hot hatch segment has been in something a power arms race of late - one now won by the GR Yaris - but the i20 N doesn’t really step into that ring. Its 150kW and 275Nm puts it at the lower end of the spectrum in terms of pure outputs.
But damn if it ain’t fun. The numbers on the page only really tell half the hot hatch story. The rest of it is how it feels, or how big a smile it paints on your face, and I can tell you this car painted a plenty big grin on mine.
One of the things I like about the i20 N is that it feels a little Mazda MX-5-like, in that you don’t need to be traveling at warp speed to feel like you’re having a good time behind the wheel. It means you can unleash it on any twisting road you come across, and have a whale of a time, without risking your entire driver's licence.
There are some cars where you really need to be travelling at pace to feel like you’re having a good time in them, but this isn’t one of them. It feels fun all the time.
It feels really connected to the track, too, like you’re in control of the vehicle, And I think the mark of a hot hatch is one that makes you feel like a better driver, and this does that. It forgives you mistakes, it urges you to push a little bit faster, a little bit further, and all of which results in a pretty good time behind the wheel.
Now a caveat, of course. This is a pre-prod car, and this test also took place on a race rack, so how this thing drives on the streets near your place, and what it's like to live with, is anyone’s guess, but as a taste test, it certainly seems to continue the N legacy of building cars that are simply a ton of fun.
The 208 is good fun, and lives up to its heritage of making the most of its lightweight dimensions and small figure to make for an agile city-slicker. The engine outputs might look like just any other hatch in this class, but the turbo comes on nice and strong in an impressively linear fashion.
It makes for reliable and strong acceleration, with the peak 205Nm of torque available at 1500rpm.
A featherweight at 1070kg, you’ll find no complaints from me about its performance. It’s no GTi, but it will still be warm enough for most.
Despite its upright figure, handling is fantastic, too. The low-profile Michelins feel planted at the front and back, and, unlike the GTi, you never really feel at risk of understeer or wheelspin.
This is all enhanced by the intense helm, with the small steering wheel giving it a thoroughly engaging feel. You can chuck this car into corners and down alleyways with enthusiasm, and it feels like it loves it as much as you do.
The suspension is stiff, especially at the rear, and the low-profile rubber makes it noisy on coarse-chip surfaces, but you’ll barely hear a peep out of the little engine. Other notable downsides include the slow-to-react stop-start system (which you can turn off) and the lack of active cruise, which would be nice at this price.
More mysteries here, I'm afraid. Hyundai is yet to confirm full safety specification for the i20 N, but we would expect it to get most of the brand's advanced safety kit.
On the topic of active cruise, this car is showing its age in the safety department. Available active safety is limited to a camera-based city-speed auto emergency braking system (AEB). The lack of a radar, even optionally, means no active cruise or freeway-speed AEB. There’s also no option for blind-spot monitoring (BSM), lane-departure warning (LDW) or lane-keep assist (LKAS).
Sure, we’re talking about a car which largely dates back to 2012, but you can get cars a full size up with all those features for close to the same money from Korea and Japan.
On the more impressive side, you get an above-average set of six airbags, seatbelt pre-tensioners and rear ISOFIX child-seat mounting points, as well as the expected set of electronic braking and stability aids. A reversing camera is also now standard.
The 208 previously held a maximum five-star ANCAP safety rating from 2012, but that rating is limited to four-cylinder variants, which have since been phased out. Three-cylinder cars remain un-rated.
Peugeot offers a five-year/unlimited-kilometre warranty on its entire range of passenger cars, which is up-to-date and in-line with most segment competitors.
The 208 requires servicing at yearly or 15,000km intervals (whichever occurs first) and has a fixed price to the length of the warranty.
Servicing is not cheap, with yearly visits costing between $397 and $621, although there’s nothing on the optional extras list, that price is all-inclusive.
Total cost over the five-year period is $2406 for an (expensive) average of $481.20 a year.