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First Drive: Hyundai I20 1.4 Active 5dr | Top Gear

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Can South Korea's newly poshed-up supermini stick it to the Fiesta and Polo? Stephen Dobie finds out

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the South Korea giant's transformation from purveyor of budget grey to proper Euro-competitor continues apace. This is the new i20

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the second-generation version of Hyundai's supermini and a more serious proposition than before."We wanted to make a small car that's quality

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and chosen by those who don't want a big car

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" Hyundai's chief designer Thomas Bürkle tells us. List price is no longer prioritised above all else. The i20's gunning for the Polo. Does it have a hope of competing? It does. The i20's interior has a pleasantly grown-up vibe: the seats are comfortable for long journeys

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the materials are pleasant and the ergonomics are close to spot-on

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even if the lack of a standard touchscreen does set it behind several rivals nowadays. There's nothing to excite inside

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but then there isn't in that Polo either. There's decent kit on offer

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the mid-range SE boasting parking sensors and lane departure warnings

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while big car features like a heated steering wheel and a panoramic sunroof lie further up the range. All very mature. Does that mean it's not fun? A little

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it's a car with comfort and ease of use as its cornerstones. The ride is soft and the handling balance safe

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though credit must go to resolved body control and some nicely weighted steering. The feistiness of the Fiesta is clearly lacking

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though. What engines can I choose from? From launch

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there are three four-cylinder petrols (a 1.2 in 74 and 83bhp tunes

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and a 99bhp 1.4) and two diesels (a 74bhp 1.1 and an 89bhp 1.4). Hyundai reckons 85 per cent of buyers will go petrol

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and for now the most potent is our recommendation. Even with just shy of 99bhp and little over a tonne to shift

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it struggles. You'll need to use its revs to extract the modest performance on offer

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and in an age where tiddly turbo petrols are becoming de rigeur

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it simply feels wheezy and uncouth. Happily

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a 1-litre turbo triple - with 100bhp and 120bhp tunes - comes next year

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it's likely to go straight to pick-of-the-range status. Of the two diesels

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the 1.1 interests most. Certainly not for its performance - 0-62mph takes 16 seconds - but its 88.3mpg and 84g/km claims are notable. And it's surprisingly refined and civilised when you're eventually up to speed. It's punchy enough through town

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though vocal in low-speed congestion. Anything else of note? Wholly designed in Europe

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and much less top-heavy than its predecessor. Influences from elsewhere appear abundant - its rear three-quarter resemblance to a Citroen C4

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stands out - but it's hard to argue against it being an improvement over its forebears. Is it good value? The i20 is priced closer to that Polo than ever before. In SE spec

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but the gap isn't big enough to choose the i20 purely to save cash. That's reflected in the leaps and bounds Hyundai's made in the quality stakes

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though. If there's a major downside to address

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it's a complete lack of fire in the i20's belly. It's a thoroughly worthy car with much to recommend it for

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but enthusiasts need to look elsewhere. The Fiesta

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basically. If sparkling engines and feisty dynamics aren't vital

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Another new Hyundai?

Yes, the South Korea giant's transformation from purveyor of budget grey to proper Euro-competitor continues apace. This is the new i20, the second-generation version of Hyundai's supermini and a more serious proposition than before.

"We wanted to make a small car that's quality, and chosen by those who don't want a big car, not those who can't afford one," Hyundai's chief designer Thomas Bürkle tells us. List price is no longer prioritised above all else. The i20's gunning for the Polo.

Does it have a hope of competing?

It does. The i20's interior has a pleasantly grown-up vibe: the seats are comfortable for long journeys, the materials are pleasant and the ergonomics are close to spot-on, even if the lack of a standard touchscreen does set it behind several rivals nowadays. There's nothing to excite inside, but then there isn't in that Polo either.

There's decent kit on offer, mind, the mid-range SE boasting parking sensors and lane departure warnings, while big car features like a heated steering wheel and a panoramic sunroof lie further up the range. All very mature.

Does that mean it's not fun?

A little, yes. Dynamically, it's a car with comfort and ease of use as its cornerstones. The ride is soft and the handling balance safe, though credit must go to resolved body control and some nicely weighted steering. The feistiness of the Fiesta is clearly lacking, though.

What engines can I choose from?

From launch, there are three four-cylinder petrols (a 1.2 in 74 and 83bhp tunes, and a 99bhp 1.4) and two diesels (a 74bhp 1.1 and an 89bhp 1.4). Hyundai reckons 85 per cent of buyers will go petrol, and for now the most potent is our recommendation. Even with just shy of 99bhp and little over a tonne to shift, though, it struggles.

You'll need to use its revs to extract the modest performance on offer, and in an age where tiddly turbo petrols are becoming de rigeur, it simply feels wheezy and uncouth. Happily, a 1-litre turbo triple - with 100bhp and 120bhp tunes - comes next year, and while we're yet to try it, it's likely to go straight to pick-of-the-range status.

Of the two diesels, the 1.1 interests most. Certainly not for its performance - 0-62mph takes 16 seconds - but its 88.3mpg and 84g/km claims are notable. And it's surprisingly refined and civilised when you're eventually up to speed. It's punchy enough through town, though vocal in low-speed congestion.

Anything else of note?

Wholly designed in Europe, the i20 looks pretty smart, and much less top-heavy than its predecessor. Influences from elsewhere appear abundant - its rear three-quarter resemblance to a Citroen C4, coincidental or not, stands out - but it's hard to argue against it being an improvement over its forebears.

Is it good value?

The i20 is priced closer to that Polo than ever before. In SE spec, it's about £1000 cheaper than the VW, and has a smidge more equipment, but the gap isn't big enough to choose the i20 purely to save cash. That's reflected in the leaps and bounds Hyundai's made in the quality stakes, though.

If there's a major downside to address, it's a complete lack of fire in the i20's belly. It's a thoroughly worthy car with much to recommend it for, but enthusiasts need to look elsewhere. The Fiesta, basically. If sparkling engines and feisty dynamics aren't vital, though, we won't put you off.

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Another new Hyundai?

Yes, the South Korea giant's transformation from purveyor of budget grey to proper Euro-competitor continues apace. This is the new i20, the second-generation version of Hyundai's supermini and a more serious proposition than before.

"We wanted to make a small car that's quality, and chosen by those who don't want a big car, not those who can't afford one," Hyundai's chief designer Thomas Bürkle tells us. List price is no longer prioritised above all else. The i20's gunning for the Polo.

Does it have a hope of competing?

It does. The i20's interior has a pleasantly grown-up vibe: the seats are comfortable for long journeys, the materials are pleasant and the ergonomics are close to spot-on, even if the lack of a standard touchscreen does set it behind several rivals nowadays. There's nothing to excite inside, but then there isn't in that Polo either.

There's decent kit on offer, mind, the mid-range SE boasting parking sensors and lane departure warnings, while big car features like a heated steering wheel and a panoramic sunroof lie further up the range. All very mature.

Does that mean it's not fun?

A little, yes. Dynamically, it's a car with comfort and ease of use as its cornerstones. The ride is soft and the handling balance safe, though credit must go to resolved body control and some nicely weighted steering. The feistiness of the Fiesta is clearly lacking, though.

What engines can I choose from?

From launch, there are three four-cylinder petrols (a 1.2 in 74 and 83bhp tunes, and a 99bhp 1.4) and two diesels (a 74bhp 1.1 and an 89bhp 1.4). Hyundai reckons 85 per cent of buyers will go petrol, and for now the most potent is our recommendation. Even with just shy of 99bhp and little over a tonne to shift, though, it struggles.

You'll need to use its revs to extract the modest performance on offer, and in an age where tiddly turbo petrols are becoming de rigeur, it simply feels wheezy and uncouth. Happily, a 1-litre turbo triple - with 100bhp and 120bhp tunes - comes next year, and while we're yet to try it, it's likely to go straight to pick-of-the-range status.

Of the two diesels, the 1.1 interests most. Certainly not for its performance - 0-62mph takes 16 seconds - but its 88.3mpg and 84g/km claims are notable. And it's surprisingly refined and civilised when you're eventually up to speed. It's punchy enough through town, though vocal in low-speed congestion.

Anything else of note?

Wholly designed in Europe, the i20 looks pretty smart, and much less top-heavy than its predecessor. Influences from elsewhere appear abundant - its rear three-quarter resemblance to a Citroen C4, coincidental or not, stands out - but it's hard to argue against it being an improvement over its forebears.

Is it good value?

The i20 is priced closer to that Polo than ever before. In SE spec, it's about £1000 cheaper than the VW, and has a smidge more equipment, but the gap isn't big enough to choose the i20 purely to save cash. That's reflected in the leaps and bounds Hyundai's made in the quality stakes, though.

If there's a major downside to address, it's a complete lack of fire in the i20's belly. It's a thoroughly worthy car with much to recommend it for, but enthusiasts need to look elsewhere. The Fiesta, basically. If sparkling engines and feisty dynamics aren't vital, though, we won't put you off.

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Can South Korea's newly poshed-up supermini stick it to the Fiesta and Polo? Stephen Dobie finds out