Hyundai I20 vs Suzuki Vitara

What's the difference?

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!

In car years, 11 is ancient.

Back when it was first released, this-generation Vitara’s competitive pricing, progressive yet pretty design, pleasant interior packaging, sporty dynamics and general driving ease helped establish the emerging small SUV segment into the powerhouse it is today.

In some ways, today’s Turbo Hybrid still impresses, especially with its punchy performance, promising economy and no-nonsense packaging. Objectively, it is still a decent proposition, with few actual vices.

But the 2026 Vitara’s high pricing, embarrassingly outdated interior, underwhelming specification and noisy ride leave it feeling too expensive, too old and too exposed against newer and more-sophisticated rivals.

Even the brightest stars eventually need to retire.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.

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.

While the albeit-cheeky Mazda CX-3 clearly looks like a product of last decade, the Vitara’s boxy, broad-stance proportions were prescient, pointing to the upright shapes that prevail today. In other words, the good-looking design has aged remarkably well.

Changes to the headlights, a reshaped bumper, a revised grille, restyled wheels and paint colours are the only ways you can differentiate new from old, ignoring the Hybrid badge out back.

We wonder whether Suzuki should have tried harder visually updating the Vitara?

Measuring in at nearly 4.2 metres long, 1.8m wide and 1.6m high, the square-rigged styling hides the smallness of the Vitara, yet also seems to liberate more space inside than you might expect, aided by deep side windows.

Conversely, Suzuki’s decision to retain the old Vitara dashboard – including much of the same instrumentation – roots it into the middle of last decade. This is very disappointing.

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.

The practical shape, ease of access and spacious, airy cabin were reasons to buy the Vitara way back when, and remain relevant today.

But, stepping inside and taking a look around transports you to another time, like hearing Let it Happen by Tame Impala.

In the press release, Suzuki states: “Physical control switches remain a key focus, ensuring ease of use while driving, a touchpoint of Suzuki’s practical design philosophy.” Changing nothing in nearly a dozen years in production to save money seems more like the company’s key focus here. Even the steering wheel is precisely the same.

As we said earlier, nothing changed inside other than some minor trim, save for the new multimedia system that looks cheap and aftermarket compared to Suzuki’s earlier, distinctive and colourful quadrant layout. We welcome the inclusion of a digital speedometer, however.

Broad if flat front seats do the job, ahead of a workable driving position that helps provide good all-round vision as well as an easy reach to the multitude of buttons and switches placed around. The plastics have already proven to be long-lasting, while there is sufficient storage to be found. The climate control is effective, too.

The rear seat environment is spacious and pleasant enough, but lacks amenities like USB-C ports, cupholders and central air vents.

Further back, the load area is relatively large and simple to use. Cargo capacity varies from an unremarkable 362 litres to 642L (VDA – to the window height) or 1119L (to the ceiling), with the 60/40 rear backrests dropped providing extra versatility.

Thankfully, a space-saver spare wheel is included.

Overall, then, the Vitara’s cabin is roomy and user-friendly for a small SUV, but it also appears hopelessly out of date. That Suzuki also had the unrelated e-Vitara electric vehicle at the launch event just served to underline that fact.

From $39,990 (all prices are drive-away unless stated otherwise), 2026’s cheapest Vitara, the Turbo Hybrid 2WD, seems provocatively expensive for an 11-year-old generation. And the all-wheel drive (AWD) model dubbed 'AllGrip' is a heady $46,000. Oof.

This puts the base Vitara’s price well above Chinese hybrid equivalents like the Haval Jolion HEV and MG ZS Hybrid+, about on a par with popular small-SUV hybrids including the Honda HR-V, Hyundai Kona and Toyota Corolla Cross, and in company with lower-spec petrol-powered iterations of the Honda CR-V, Hyundai Tucson, Kia Seltos, Kia Sportage, Mazda CX-30, Mitsubishi ASX, Mitsubishi Outlander, Nissan X-Trail, Renault Duster, Subaru Crosstrek, Skoda Kamiq, Volkswagen T-Cross and VW T-Roc.

Facing a lion’s den of fierce rivals is putting things mildly. The Vitara’s value struggles to stack up.

But consider this.

Back in 2015, the base Vitara cost $23K, drive-away – or $31.4K in 2026 money adjusted for inflation. However, that was for a 1.6-litre petrol manual; the auto added the equivalent of another $2.7K and the optional turbo that came soon after (dubbed 'BoosterJet' – and now standard equipment) cost another $6.8K, coming to $41K.

Huh. Suzuki isn’t being so delusionally greedy, then.

And that’s not taking in the latest model’s unique hybrid tech, extra safety of advanced driver-assist technologies (ADAS) such as autonomous emergency braking (AEB), rear cross-traffic alert (RCTA), lane departure warning and blind-spot monitoring, or Apple CarPlay/Android Auto connectivity, or a host of other extra features that have since been applied to an evolving Vitara over the years. Plus, import costs from Hungary are said to have skyrocketed.

If we compare what the 2026 Turbo Hybrid 2WD costs against the pre-facelift 2024 Turbo 2WD from $36,490, before on-road costs, the price rises aren’t nearly as bad as they seem (though runout ’24-build models are currently being promoted at $34,590, drive-away).

So, what else does your $40K-plus Vitara Turbo Hybrid give you?

Not much compared to most of the competition listed earlier. Climate control, rear privacy glass, LED automatic headlights, cloth upholstery, adaptive cruise control, a 7.0-inch touchscreen, reversing camera, 17-inch alloy wheels and flat paint are bare minimum at this price point.

Metallic paint demands another $745 if the standard white isn’t your bag.

Stretching to the $45,990 AWD adds a panoramic sunroof, 9.0-inch touchscreen, six instead of four speakers, extra driving modes, synthetic leather trim and two extra modish colours – beige or grey-blue that are also available with a two-tone black combo for an extra $1345.

The Vitara is over a decade old, but costs new-model money, lacks features found in rivals costing thousands less and only allows for a five-year warranty when some others offer up to 10.

Obama was US President when this Suzuki launched. The world it finds itself in today seems almost unrecognisable.

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.

If you’re expecting a Toyota-style series-parallel hybrid system here, forget it.

Instead, Suzuki offers a far-simpler, lighter and cheaper alternative that, by and large, does reduce fuel consumption. In other words, this is a mild-hybrid electric vehicle (MHEV) that, unlike others like Mazda’s, you can feel working away.

On paper, things look a bit shaky, since power drops noticeably compared to the previous 1.4-litre, four-cylinder, turbo-petrol BoosterJet engine this unit is based on.

This version makes just under 81kW of power at 4500rpm, instead of 103kW at 5500rpm, in the interests of economy. Torque jumps though, from 220Nm to 235Nm, between a low 2000rpm to 2500rpm.

More importantly, it is coupled to a 48-volt integrated starter motor generator acting as an electric motor, and 48V 8Ah lithium-ion battery, adding an additional 12kW/50Nm to simultaneously boost acceleration and reduce consumption and emissions.

Power is sent to the front wheels via a six-speed torque-converter automatic transmission, while the AWD version also sends drive to the rear axle when slippage is detected.

The whole MHEV system adds just 15kg, and is nestled between the MacPherson strut front axle and torsion beam rear end, for even weight distribution.

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 Vitara Turbo Hybrid 2WD returns a combined average 5.8 litres per 100km, while the AWD version is rated at 5.9L/100km. This translates to between 130 grams and 139g/km of carbon-dioxide emissions, respectively.

The previous 1.4-litre turbo equivalents were 5.9L and 6.2L/100km, so that mild-hybrid tech seems to make some difference. Our box-fresh test car’s trip computer driving around Sydney’s outer suburbs displayed 6.2L/100km.

Filling the 47L fuel tank with the required 95 RON premium-unleaded petrol, expect to average around 810km of range.

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.

Suzuki allowed only a frustratingly limited amount of time for us to drive the Vitara Turbo Hybrid 2WD, over some outer-suburban Sydney back roads, in convoy with a lead car and in heavy traffic, so first impressions are limited.

But, unsurprisingly, it’s all very familiar, after years of testing earlier iterations.

Essentially, acceleration now feels leisurely in 'Eco' and 'Auto' when previously the 1.4L BoosterJet always felt punchy, but it becomes much stronger in 'Sport', suggesting the MHEV’s economy focus is the priority. The latter mode makes the Vitara feel lively and moves things along fairly quickly, but leaving it in Sport mode would defeat the purpose of trying to save fuel.

Meanwhile, the Vitara’s chassis calibration remains on the sporty side, with keen steering response and a decent level of handling agility there for the taking. And even the ride comfort wasn’t too bad, considering that too little suspension travel and too much road noise betray the age of this vehicle’s platform – though that may have also had something to do with us driving this back-to-back with the smoother e-Vitara EV.

Finally, the ADAS tech didn’t seem to interfere at all, though a longer drive may reveal otherwise.

The Vitara still drives okay, then, but its refinement and noise suppression may be issues for some people used to newer SUVs. The bigger problem for us is just how old the driving experience feels sitting inside such a dated cabin. Stale sums it up.

We also had a brief stint around a moderately-demanding off-road 4WD course to test the Turbo Hybrid AWD’s AllGrip set-up. The limited off-road aids – 4WD Lock, hill-descent control, a paltry 175mm ground clearance – helped see it navigate several carefully-chosen sections fairly confidently, but we can’t imagine this being the deal maker or breaker.

Overall, based on our brief time with it, the Vitara Turbo Hybrid remains an easy, competent and even enjoyable small SUV from behind the wheel, but one that feels dated in too many areas, especially at its asking price.

Back in 2015, the Vitara scored a maximum five-star ANCAP crash-test rating, but it hasn’t been tested since and that result expired in December, 2022.

Both models come with the expected level of ADAS tech, including AEB, RCTA, lane departure warning, lane keep assist, blind-spot monitor, traffic sign recognition, auto high beam and adaptive cruise control.

There is no data on the operation parameters of the latest AEB system, but previous models operated from above 30km/h while the RCTA functions from 8.0km/h.

Six airbags (dual front, side and curtain) are also featured, along with two outboard rear-seat ISOFIX points and a trio of top tethers for child seats.

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. 

Suzuki offers an industry-average five-year/unlimited kilometre warranty, along with five years of roadside assistance if the vehicle is serviced at an authorised dealer.

Service intervals are every 12 months or 10,000km, while the basic capped-price servicing costs are $329, $429, $339, $539 and $349 annually for the first five years or 100,000km, respectively. That's an average of $397.

At the time of publishing Suzuki listed 90 dealers throughout Australia.