Hyundai i20 Review 2025 | A good car, but too expensive
Hyundai i20 cars for sale
3.0
Expert review
Pros
Well equipped, even if you choose the entry-level car
Easy-to-use touchscreen infotainment
Solid reliability and a long warranty
Cons
Patchy standard of interior finish
Not the cheapest to buy
Fuel economy is unspectacular
The CarGurus verdict
The Hyundai i20 is a very fine small car. It’s more spacious than most, it’s got useful performance and a bit of handling verve if you really look for it, and more importantly, it’s stable, reassuring and very grown-up feeling, even on the motorway. We even rate the touchscreen as one of the best in the class.
However, for all of that, small cars are about nothing if not delivering good value, and we’d hoped for better real-world efficiency and we’d certainly expected the list price to be a lot lower. In short, the Hyundai i20 is a very good small car that needs a more realistic price before we can give it our wholehearted seal of approval.
What is the Hyundai i20?
The Hyundai i20 is notable for being – until now – one of the least remarkable cars going. It’s been around since 2008, and this latest - and facelifted - model is the third generation. Unremarkable as those previous models were, they were also perfectly worthy superminis that have proven reliable and make good used buys if you’re simply after a straightforward, safe, affordable small car at a good price.
This latest model needs to be more than ‘good enough’, however, because it is no longer a budget option in the class. Even the entry-level model’s starting price pitches it above rivals like the VW Polo, Vauxhall Corsa Seat Ibiza, Renault Clio and Skoda Fabia.
Hyundai clearly understands this, because the current car is the most distinctive i20 yet, with sharp exterior lines that give it real kerb appeal (the full width rear lights are a particularly neat touch). Yet it hasn’t forgotten its tradition for delivering excellent aftersales car, and like every Hyundai it comes with a five-year unlimited mileage warranty that also includes breakdown cover over the same period
How practical is it?
Despite a determined push upmarket compared to its predecessor, the overall finish of the i20’s interior is a bit patchy, with some plastics that feel a bit hard and scratchy - the VW Polo still sets the standard for touchy-feely quality here. Even so, with a decent smattering of gloss finishes and a general sense of solidity, the i20’s interior at least looks smart, while the layout of the dash is logical and the switches operate with a robust precision.
The five-door-only i20 is fairly practical, too. There’s plenty of head and legroom in the rear seats for two average-sized adults, and there’s also room for a third occupant in the middle of the bench, although it’d be a tight squeeze and only recommended for short journeys: although Skoda Fabia aside, that’s the same with any car in this class. Elsewhere, the interior isn’t short of storage for all those odds and ends that families tend to accumulate on every journey.
The driving position in the i20 is perfectly fine, and you get a height adjustable driver’s seat as standard, as well as reach- and rake- adjustable steering wheel, so most drivers will be able to get comfortable. It’s worth noting, however, that the top two trims have adjustable-height seatbelts for the front passengers, which is really useful if you’re very tall. There’s no lumbar adjustment for the driver’s seat, though, which is a shame.
When it comes to boot space, the i20 offers 352 litres, which is about the same as you’ll get in a Volkswagen Polo – in other words, it’s a perfectly respectable figure and plenty enough for most buyers of this kind of car. Having said that, if you’re looking for a small car with big luggage carrying potential, the Renault Clio and Skoda Fabia can both carry more bags in the back thanks to their larger boot areas.
What's it like to drive?
There’s only one engine to choose from currently, so it’s good to know that the peppy, 1.0-litre turbocharged three-cylinder petrol engine is willing but efficient. You can have it with a choice of standard six-speed manual gearbox or optional seven-speed dual-clutch automatic transmission.
With a power output of 99bhp, the i10 is on a par with most of its rivals, though there isn’t a higher-powered engine option as you’ll get with the Skoda Fabia or Renault Clio. Mind you, the engine is an eager performer, proving to be good fun if you want to make the effort to rev it out. There’s even a Sport mode that introduces automatic rev-matching, so the car automatically blips the engine revs for smooth downshifts. It’s a rather fancy feature that you’d normally expect to find on a hot hatch or sports car, and as such it feels a bit out of place in the i20, even if it is harmless fun that adds encouragement on a good road.
More importantly, the engine has enough mid-range gumption to feel confident on faster roads, and the gearbox and pedal responses are light but positive for easy about-town progress. Otherwise, i20 is a doddle to potter about in, yet is also one of the best motorway cars in the class thanks to that six-speed gearbox, which keeps the revs (and noise) down at higher speeds.
Older i20s came with mild hybrid assistance, which adds a little bit of extra pulling power at low revs, but otherwise doesn’t feel vastly different. There was also the option of a 118bhp version in the N Line models, but despite the extra power and that car’s sporty flavour it barely feels any faster. That’s backed up by the official figures, which claim the 0-62mph sprint takes 10.1 seconds in the manual car, which is just 0.2 seconds faster than the 99bhp model.
Ride comfort and handling are good but not class-leading. The i20 isn’t going to worry the Seat Ibiza when it comes to cornering finesse, steering precision and outright fun, but there’s loads of grip and enough feedback to give confidence even on fast and flowing British B-roads.
N Line S versions feel a little sportier as a result of having slightly larger diameter wheels and wider tyres that generate a little more grip, plus a twin exit exhaust that sounds just a tad fruitier. Yet apart from that more powerful engine it’s mechanically identical, so you get the same accurate and agile handling.
All the versions are fairly refined and comfortable, too. There’s some lumpiness at slower speeds, but it soaks up the worst of the road surface and it settles well at higher speeds and, as already mentioned, it feels far more grown-up on long journeys than you’d expect of such a small car.
Of course, for the ultimate driver thrills there’s the utterly brilliant 201bhp i20N hot hatch, which Hyundai sadly axed in 2024, although there are still plenty of examples available second-hand.
Technology, equipment and infotainment
The i20 does go some way to justifying its price with generous equipment. Even the cheapest Advance model gets alloy wheels, air-conditioning, electric windows, cruise control, parking sensors and a 10.0-inch touchscreen infotainment system with satellite navigation, Apple CarPlay and Android Auto.
The infotainment system is a real highlight. It’s one of the best systems in the class, in fact – better than any of those aforementioned rivals - and is up there with alternatives like the Audi A1 for slick looks and functionality. If there is any one reason why you might opt for the i20 over its many rivals, the touchscreen tech might well be it.
Upgrade to mid-spec Premium, and you’ll add climate control, LED lights, heated seats, a heated steering wheel, and front parking sensors. That’s a pretty good package of additions for a relatively reasonable uplift in price.
Sitting at the top of the range are the Ultimate and sporty N Line. The former adds a Bose sound system and wireless smartphone charging to the Premium’s comprehensive kit count, while the latter gets a natty body kit on the outside and some racy trim inserts for the interior.
Hyundai i20 running costs
The price is a bit of a stumbling block for the Hyundai i20. Even the cheapest model is over £1,500 more than a Renault Clio TCE Techno, which is comparable in terms of performance, practicality, tech and equipment while at the other end of the spectrum, a top-spec Hyundai i20 N Line S is more expensive than a Volkswagen Polo R Line.
In short, even though Hyundai has managed to chip away at the price by removing the hybrid tech, the i20 remains a relatively pricey option in this class. That said, if you’re planning to finance or lease your car, the monthly costs on more basic i20s do look pretty competitive – especially bearing in mind the fact you get so much equipment as standard. That points to the fact that the i20 holds its value relatively well, a corollary of its five-year, unlimited-mileage warranty.
On fuel economy, meanwhile, the i20 is fairly middle-of-the-road. You will likely see a real-world 45 mpg with relative ease, not far off the claimed 53.2mpg. But you’ll get a couple of miles per gallon more in many of the i20’s rivals, while the full hybrid Renault Clio and Toyota Yaris will do usefully better than that if our experience is any indication. Still, at least emissions are decent, being from 120g/km, so the i20 will be competitive on road tax. Insurance groups are in-line with most rivals, too, so costs will be low and should be manageable even for a learner driver.
Hyundai i20 reliability
The Hyundai i20 didn’t feature in the latest What Car? Reliability Survey as there weren’t enough respondents, but it did come fourth out of the 24 small cars to be included in the 2024 running of the study. Hyundai as a brand did well in the 2025 survey, too, with the smaller i10 coming out as the most reliable car of all – that bodes well for the i20, given the two cars’ engines and technology are heavily related.
What’s more, Hyundai backs up all of its new cars with a five-year, unlimited-mileage warranty, which is better than you’ll get with many of the i20’s rivals (though if you want a long warranty, the Toyota Yaris and Suzuki Swift both offer more).
- The Hyundai i20 was given a mid-life facelift in 2023, and until then, the petrol engines were equipped with a mild hybrid battery pack, which essentially meant a very small battery that could run the car’s ancillary functions as the car was coasting, allowing the engine to turn off and save fuel. Unfortunately, this addition raised the price to unpalatable levels, so for the facelift, Hyundai ditched the hybrid powertrains and returned to simpler petrol engines, which reduced the list price, so if you buy one new right now, it’ll be cheaper and less complex.
- New i20s come with a choice of a conventional six-speed manual or a seven-speed dual-clutch automatic. This latter gearbox is a solid choice if you’re in the market for an auto, as it performs well and has a good reliability record. Older i20s could be had with an Intelligent Manual Transmission (IMT). This uses a conventional clutch between the engine and gearbox, but instead of it being connected to the pedal with a cable or hydraulics it uses a fly-by-wire system. Despite there being no physical link between your foot and the transmission, the set-up works well with a smooth and progressive engagement, and allows the car to coast (or ‘sail, as Hyundai calls it) when free-wheeling down hills, saving fuel.
- As with its predecessor, the i20 forms the basis of Hyundai’s World Rally Championship contender. Known as the i20N Rally1, it’s built to the new hybrid regulations that demand cars be able to travel for a certain distance between stages on EV power alone. However, it’s not all about reducing emissions, because when competing the electric motor can be used to boost the 1.6-litre turbocharged petrol engine to deliver in excess of 500bhp in short bursts.
- If you want the safest model: The i20 is a good option for learners or novice drivers, and it has comprehensive safety equipment to help ease parental anxiety. Autonomous Emergency Braking (AEB) is included on all models, which brakes the car automatically if it senses an imminent collision with another car or a pedestrian. Lane-departure warning and lane-keep assist is also standard across the range, and you get six airbags, traction control and an alarm and immobiliser. If you want the safest i20 at any price, though, top-spec Ultimate trim is the one to go for. It steps safety up with an AEB system that will also sense bikes, and blind spot assist that’s great for reassurance on the motorway, but this top-spec trim is really expensive on list price. Even with that equipment, we’d only recommend you go for it if you can haggle a good deal.
- If you want the sportiest one: Hyundai no longer makes the scorching hot i20N, so unless you’re looking to buy used, the N Line S is about as good as it gets. Don’t expect a hot hatch, though; these versions keep the same 99bhp petrol engine as the standard models, though the neatly integrated body kit does at least give them plenty of street cred.
- If you want the best city commuter: Go for the automatic i20 if you spend a lot of time in stop-start traffic. We haven’t driven the seven-speed dual-clutch auto i20 yet, but it does a fine job in other Hyundai models and it has barely any impact on emissions and economy. Just give some thought to the fact that, at the price of any automatic i20, you’re getting close to the price of plenty of great small electric cars, including the new Renault 5, which is also automatic, perfect for city commutes and will cost far less to run.
- If you’re on a budget: The entry-level Hyundai i20 Advance isn’t just the cheapest in the range, it’s the best value, too. As we’ve said above, there’s loads of kit and even the infotainment system is top-notch. However, if you want the best value small car, we really would urge you to look at the Skoda Fabia or Renault Clio, but more of that below.
