Hyundai Gets the Pulse Racing with the New Elite i20

The new Hyundai i20 is a good looking performer with sharp moves and a lusty disposition!

The Indian automotive industry is showing some signs of recovery, the last couple of months have sales graphs climbing steadily north. Make no mistake however, this is not blanket growth. Not every manufacturer is showing a come-back to form; the buoyancy in volume sales is coming from a handful of models that are dominating sales graphs dramatically enough to give overall numbers a getting-well-soon glow. One such car in particular that will make a difference in the next few months is the Hyundai Elite i20. There, I've almost said it. The Elite i20 will be a gleaming success. And that is what I will struggle with for the next few paragraphs. There is a debate raging inside me, on one hand my head says, and that's usually the place we go to whenever money comes into question, the Elite i20 is brilliant. On the other hand, my heart is feeling a bit disappointed because I was looking for something more from the i20. But let me not be vague and instead start from the beginning. 

The Exterior

There is no arguing with the fact that the Elite i20 is by far the handsomest car in the hatchback segment. I cannot explain, but where design is concerned, Hyundai have gone straight to the top of the game, there isn't any car in either the hatchback or the sedan segment that looks as good or better. To me, there are three visual standout areas in this Fluidic Design Language version 2.0. The first is the combination of that sensational chrome edged honeycomb grille and the lower bumper which has the driving lamps connected by a slim black plastic mesh grille. It simply looks superb. I also like the way it gives the front end a tapered effect, as if the entire nose end is coming together at a point. On a secondary note, I also loved the headlamps. Count the kinks and you'll see what I'm referring to. 

The second area that got my attention and I'm sure will catch yours too is the floating roof effect, thanks to that blacked out chunky C-pillar. It's a superb move to enhance this car's sense of dynamism. Mated with those narrow window areas, the Elite i20 looks like it wants to be athletic, aggressive and always surging across the finish tape with its nose craned forward. The third area that will catch your attention is the tail lamps. Now there are other design highlights as well such as that sculpted hood, the slim plastic cladding on the doors, the sloping roof the chiseled wheel arches all of which complement the overall look of this car.

  

The Interior

Coming to the interiors, the Elite i20 easily possesses the best Iooking interior among them all. It is impressive enough to be counted among the more luxurious German set of premium hatchbacks. Starting off at the dashboard, the basic idea Hyundai have captured is to try and make this look like a wrap-around dashboard with some of the elements inclined towards the driver. The cut of the aircon vents, the hexagonal-ish housing for the air-con vents and the audio system, the climate control system and even the instrument panel behind the steering wheel are all superbly detailed and styled. It's a very intuitive cabin and very easily you begin to memorise just where your fingers need to reach, to make audio changes or change the interior climate. More than just the way everything inside this cabin is styled, I believe people will be taken aback just as I was with the attention to detail and the way things function. This is a fabulous form and function kind of cabin. 

Take for instance the controls for audio and the multi information display on the steering wheel. The buttons and knobs are soft touch and require minimal effort to operate. They are also smartly placed, all audio and phone controls on one side of the wheel and MFD on the other. Otherwise fit and finish is impeccable and can easily set new benchmarks for the segment. And lest I forget, I also loved the small piano finished bezel around the ORVM control button. The multi function display clearly shows the global reach of this car. There is a host of information displayed in it, especially multi region units for speed and temperature which clearly indicate that Hyundai have fabricated this as a single unit for a universal market. The most interesting feature in this MFD is the one which tells you if the steering is centred or locked into one side. So if you have backed up into your parking while having forgotten to straighten out the wheel and come back to start the car in the morning, the MFD will indicate that your wheels need to be straightened out before you ignite the engine and roll out, probably straight out onto your driveway rather than a wall. I also liked the reminder feature which allows you to set the reminder for your service intervals, either in terms of number of days or kilometers to go before the next service. 

Room & Equipment

Hyundai have increased the wheelbase of the Elite i20, compared to that of the previous generation car without increasing the length which has in fact decreased by some 10mm compared to the previous generation car. So the Elite i20 stays under the 4-metre umbrella, yet is able to redefine how the interior space needed to be managed. So essentially what you get is a more spacious cabin in terms of knee room and thanks to a slight widening of the body, you also get better shoulder room. Height adjustable seats for the driver means you also get the headroom you want though at the rear taller people will feel a bit claustrophobic because of the sloping roofline. The seats are supportive and on a short drive I felt it had enough strength to keep your back and thighs firmly in place. You do get a rear air-con vent similar to the Grand i1o. It's also got a flat floor, which means a third passenger can fit in comfortably though there is no headrest for that middle seat. There are also enough cubby hole storage areas as well as cup and bottle holders for you to keep things well organised inside the Elite i20. The glovebox is a cooled area and the sunglasses holder is large enough for you to stash a can of Red Bull in it if needed. I did like the twin charging points in the front, alongside the AUX and USB connectivity points. This means more than two people can now simultaneously charge their electronic devices. You also get Bluetooth connectivity to hook up your phone and playback music. Six speakers give out reasonably good audio quality though I think it's time Hyundai did pay a bit more attention to this area. The instrument panel has a white backlit effect which can be dimmed and brightened by a knob next to the headlamp adjuster but interestingly the blue backlight for the rest of the controls on the dashboard and even the display for the audio system can't be dimmed and that can be a sight too distracting after dark. The boot is immense and space can be increased thanks to a 60:40 seat split. It's not very deep but has the width for you to place large bags comfortably within.

Engine & Transmission

The Elite i20 gets the same petrol and diesel powertrain configurations as before though minor tweaks for efficiency and better load management have been employed. I have driven the 1.4-litre 16-valve 4-cylinder CRDI. You get 90PS at 4,000rpm with a superb 222Nm of max torque between 1,500-2,750rpm from this engine. Max engine rpm cuts off at 4,750 rpm. The power and torque ratings in the new i20 diesel are adequate for every situation. The turbocharger kicks in at 1,400rpm and the boost improves acceleration past that point. Dense traffic as a result will see you shifting through first and second gears constantly, moreover since it comes coupled to a 6-speed manual transmission, which is a fuel efficiency enhancer. Hyundai claim an ARAl certified fuel efficiency of 22kmpl for the diesel, with 19kmpl for the petrol. Interestingly, the petrol engine gets a 5-speed manual. 

The diesel engine then, as I mentioned, has got a strong mid-range. Acceleration is brisk and makes this an effortless highway cruiser. Having said that, it's no slouch in city traffic either, the responses are sharp and you can get going pretty quickly when the need arises to get past slower moving traffic in urban areas. The diesel is also superbly refined and thanks to immense sound deadening, there is barely any engine clatter audible inside the cabin. 

The highlight of this drivetrain though is the slick shift lever which has short precise throws. I do like the way you can just give it a light nudge to slot into the required gear. Reverse gear on this can be found in the same place as first gear but engaging it requires you to raise the lever and then slot it into reverse, which is a safer move. The petrol engine on the other hand is the tried and tested naturally aspirated 1.2-litre Kappa which has already served several cars under the Hyundai fold including the previous generation i20. In the Elite i20, it continues to provide 83PS of max power with 115Nm of max torque. There is no lag and the engine feels a lot more relaxed and quicker to respond. This is also probably down to the 5-speed manual transmission whose ratios are better matched to the power and torque curve of the petrol engine as compared to the 6-speed manual in the diesel. It quickly gets you into the power band. Given a choice, I'd probably pick the petrol over the diesel for its smoother, more luxurious feel as well as linearity and that may come as a surprise to many. 

Ride & Handling

The ride quality is good for most urban and highway conditions. The MacPherson setup at the front with a torsion beam axle and coil springs at the rear are adequate dampers for good and bad roads. The assistance is not excessive and like in the Verna or the previous i20, you do not need to be extra cautious when taking the steering wheel off centre. 

Compared to the diesel variant, the petrol Elite i20’s steering setup feels lighter, thanks to the lower weight of the petrol engine over the front wheels. I quite easily see the potential this car has to be an incredible handler and I do think the European spec version with its larger and broader tyres and more power combination will be an absolute scorcher. For Indian conditions, the Elite i20 is a smooth, luxurious commuter with refined highway manners that are definitely a much bigger improvement on the car it replaces. 

Verdict 

Hyundai definitely have a finger on the pulse of the Indian buyer, they very effectively know just what it is the market demands and are responding with highly emotional products. If you want a smooth effortless and feature rich product then the Elite i20 ticks all the right boxes. For the general populace, this is a superb car. Superbly finished, good looking with a great drivetrain and refinement, a list of features to put the competition to shame, the Elite i20 can go on to achieve great things for Hyundai. It's definitely an evolutionary product and one that will either take the competition back to the drawing board or to have them offer massive discounts. Either way, it's arm candy to earn you your neighbour's envy for a long time to come.

Words : Bertrand D'souza

Published: OverDrive

Deliver-fable

Some dealers will go the distance to keep their customers happy, in this case it's 350km long!

I've never been to Andaman before, and now I find myself travelling almost 300 kilometres across the island all in one day just to deliver a car. It's a bit surreal but then a circumstance like this seldom occurs anywhere else within India. Where else does a car dealer have to travel this far just to keep his customer happy? A 300 kilometre drive one way to present a new car to its new owner, balloons, streamers, ribbons, et al. it was just too surreal an experience for us to pass up. One just had to go and see what the fuss was all about, especially since it was on an island, one of India's most gorgeous destinations to be precise! 

You see this story began roughly two months ago when Halley and Varun travelled to Port Blair to drive the facelifted Nissan Sunny. We added on a few days to that trip and stayed back to do a small travel story and helping us with that task was Dheeraj, the dealer principal for Dheeraj Hyundai, one of just five automotive brands available on these islands. From Dheeraj we learned that customers came in from far flung reaches of Andaman. How far flung can an island be you might ask. In this case it's nearly 350km. from Port Rlair all the way up to Diglipur. Just the distance took us by surprise, you don't think of an island as a place that large, but the Andaman and Nicobar islands, all 572 of them cover 8,249 sq km. Just the south, middle and north Andaman islands that I drove across are around 6000 sq km in area, so you see it's a pretty large archipelago.

The Andaman islands though a part of India aren't even remotely as well developed or well connected as the mainland. There is just one road, the Andaman Grand Trunk road, a 300km highway designated NH223 that connects Port Blair to Diglipur, which is the furthest you can legally travel by road in Andaman. The Grand Trunk road isn't a major highway despite the name, it's a narrow 10 foot wide ribbon of tarmac in places fraught with dangers of all kinds.

Just the morning I landed, there was news of a 'Musth', an oversexed and deprived of conjugal rights elephant that kept bothering travelers on this road. It had already killed a forest officer, disturbed several villages, overturned a bus full of passengers and chased down several cars. The local government had issued 'shoot at sight' orders to bring it down! I've heard of those orders being issued for people but, for an elephant? Then there are the tribals who live on the outer radii of this island, some of who are completely disconnected from civilisation and still roam around parts of the island as naked as the day they were born. These islanders are so distant from everyday life as we know it, they've been known to look at outsiders with both a mix of awe and sometimes hostility. Then there are crocodiles, river crossings, a lack of basic amenities and several other challenges that would dissuade the ordinary traveler from venturing too far out of Port Blair. But then again we've never ever shirked an opportunity to get an awesome story. And the lush forests, the azure skies when it's not raining and some of the most gorgeous coastline in India drew us in; hook, line and sinker!

So from there began the story of the 'delivery', a journey to take a brand new car to its owner in Diglipur from the showroom in Port Blair. In large cities or even small towns on the mainland, the delivery process is a fairly simple one that we often take for granted. Get to your showroom, a salesman will hand you the keys to a dolled up car, a coconut and a box of sweets and let you pose in front of your car to capture your first proud moment with your new purchase. As I learnt to my amazement, in the Andaman islands this in itself is the road trip of a lifetime.

The day began early, partly because I had to shoot the whole journey and that would eat into whatever time we had to spend driving. And then more importantly not all stretches of Andaman can be driven across freely. Certain zones have restrictions on what you can do and there are entry times to adhere to, so we had to optimise time for everything. That is how I found myself awake at 3:45 am and getting ready to be delivered into a Grand i1o at 4:30 in the morning. An hour later, after a rather uneventful drive getting out of Port Blair we reached the Jirgatang check post. This check post is a highly sensitive post as it aims to protect the Jarawa tribals from the rest of civilisation. All vehicles driving past this post have to get themselves registered and then drive on a snaky poorly surfaced Tarmac road that stretches 47 kilometres. 

The Jarawa are an indigenous tribe and one of the oldest Andaman residents. Their race can be traced back through centuries and they are probably one of the fewest links we have to what constituted modern man. The Jarawa reside in the lush and dense forests found in the extreme northern section of the south Andaman island. The total number of Jarawas in existence now is around 400-500 and they reside deep within the lush tropical rainforest. The only way for them to continue to survive and not go extinct is to avoid contact with the outside world which could spread diseases among them that they haven't built an immunity to. Find game in a handshake!

To prevent any incidents within this protected zone you have to drive in a convoy, at a speed limit not exceeding 4okmph and you cannot overtake the vehicle ahead of you. This means if the vehicle ahead of you is a slow moving truck barely managing to get past 20kmph then you are forced to sit behind it at the same pace. You cannot stop either anywhere inside the protected zone, pee breaks are an absolute no- no! And the road is horribly scarred so the drive is uncomfortable, slow and tedious and drains most of the energy out of you, much needed for the longer journey ahead. This part of the journey is also affected by storms and cyclones that continuously invade Andaman round the year. The strength of these cyclones uproots the forests and let me tell you it's not easy to uproot some of the vegetation here. These trees have been growing for years and over the years have intertwined with each other. The growth is so dense in these forests that the sunlight sometimes can barely reach through the top cover to the smaller foliage underneath. So when a cyclone does strike and a tree is uprooted you can only imagine the mess it makes. Sometimes these trees fall onto the road and disrupt traffic which explains why most of the bus drivers and even some commercial vehicles carry a chain saw to chop up the tree and clear the way.

The convoy ends at the middle strait, the first of three straits that run across the length of the island splitting it into four sections. Of these, two have to be crossed over in a ferry, the third and last one has a newly built bridge which makes life easier. With just two ferry boats running to and fro between the docks at each strait, they can be a tight fit. This means taking care you don't scratch the car trying to place it onto the deck of a bobbing boat and hoping no one else runs into you during the loading process. From the middle strait at Oralkatcha, the road begins to get even narrower and the shoulder is now a sharp broken edge. There is barely enough room for two passing vehicles to manoeuvre and the next 70 odd kilometres all the way to the next strait continue to stay the same.

 It's a road you just have to be careful on since there are few islanders on this section but almost all of them have a car of some sort. With the road surface in relatively good condition they are prone to speeding around and coming around a blind corner you're liable to see one such car barrelling right towards you. 

All this time you're caught between keeping your eyes on the road and having them wander to soak in the rich vegetation. Andaman is one of India's lushest tropical forest regions and everywhere you go, there are dense forest lands you drive through with magnificent trees lining the road. This island receives more than 150 days of rainfall sporadically, so while there is a specific monsoon season, showers can be expected any time of the year. That explains why this island looks bright and green through the year. 

At the next strait between Baratanga and Uttara, I found myself pretty far back in a queue of cars and buses lined up to take the ferry. Stepping out to get a breath of fresh air and ease my legs I came across a board that simply claimed 'Danger, crocodiles spotted at this point'. Crocodiles! I took a hasty step back from the edge of the mangrove and went back to check with Raja and Sanjay my companions on this trip what the deal with the crocs was. Apparently before 2004 there existed a thriving saltwater crocodile sanctuary in Andaman. 

Then one early morning on Boxing Day 2004, the island was struck by an AN01J4366 earthquake, the devastating Sumatra Andaman quake which registered a 9.1 on the Richter scale. It set off a tsunami with waves towering to 30 feet spread over several thousand kilometres that engulfed parts of Sumatra, Bangladesh, South India and of course the Andaman Islands. The waters from that mega wave penetrated deep inland and broke down the sanctuary releasing a large number of crocodiles into the water. The Andaman Islands already had a fair amount of crocodile infestation before that but the tsunami changed things drastically. So far there have been several sightings and over the last 25 years 24 attacks have been recorded. Still officials preach caution to those swimming in the seas and walking around the mangrove areas. Raja and Sanjay have on several occasions seen crocodiles in their path since some deliveries have taken them into villages close to the mangroves. It’s a blood curdling thought to come across a crocodile but at the same time for reasons unexplained I'm also hoping to catch sight of one. Fortunately or not I don't, yet the threat is real! 

After the river crossing it's a straight run past Rangat where we stop for a delicious but late seafood lunch comprising of loads of crabs, prawns and fish. Then it’s a relatively serene drive right next to the ocean. The views are stunning and there are several places you can stop to gaze at the azure waters and rocky coastline. There are  several beaches too but after a walk down the clean unpolluted sands, Raja is cautious to not let me get into the new car with sand on my feet. Each car is cleaned and delivered to its owner decorated in Hyundai's customary frills but while the outsides can be cleaned up its hard in Andaman, with its scant washing facilities to get dirt out of the insides. Ten hours later we arrive at the Mayabunder bridge which connects the middle island to the north island. This is where we find a police barricade blocking the road. No one has been allowed past for the last two days because of the rogue elephant and while I have on some occasions used the power of the press to get us to drive into certain zones, this time there was no arguing with a sex starved elephant! That meant a 40 odd kilometre drive back to Rangat in the hope that the next day the elephant would be put down and the road opened. 

Unfortunately that did not happen for two more days. The time in between I spent visiting a few more sights around Rangat and Baratang like the mud volcano and more beaches. This sort of thing happens frequently in rural areas, the road shuts down either due to some natural disaster or emergencies of all sorts. The Andaman's proximity to a major fault line in the Indian Ocean means there are several earthquakes that are felt year round, some minor other major enough to disrupt life for several days. Then there are the thundershowers which can get severe enough to uproot massive trees and block traffic as it meanders through the forests. And you also have the local wildlife to contend with. Life in the Andaman island is always challenging and yet it goes on. Two days later when we delivered the car to Sanju Kumar in Diglipur there was the usual sense of pride any new owner feels but with the team that I had accompanied to make that delivery, there was an immense sense of achievement. It was yet another customer left smiling and happy. Now there was that equally long drive back home to Port Blair, a return journey just as thrilling as the one we'd just been through!

Words by: Bertrand D’souza

Published by: Overdrive

Over the edge

This month we stepped off the edge of a cliff, quite literally, and lived to tell the tale

HYUNDAI EON l.OL

The Hyundai Eon was a perfect companion for this trip, both on the tight twisty roads in the Western Ghats on the way to the waterfall but also on the highway. The 1.0 litre three cylinder engine makes a healthy 69PS that makes for effortless cruising.  This meant we had power as well as mileage from the efficient Dual VTVT Kappa engine. The 215 litre boot also easily accom­modated our light luggage for the day trip.

Our high-paced modern lifestyles put a lot of strain on body and mind and sometimes can push one to the edge and over it too. We reached such a situation this month while pushing to complete our anniversary issue so we decided to step off a cliff. Yes, we walked to the edge and just stepped off. But let me explain, just a few hundred kilometers on the outskirts of Mumbai is a quite little hamlet called Vihigaon. Nothing much but farming and the regular regimens of village life takes place through the week and for that matter for most of the year, but once the monsoons set in, thrill seekers flick to the little town every weekend. This is on account of the 120ft waterfall that lies just behind the collection of 20 little huts that make up this village. The Vihi falls are quite a spectacular sight when the river is in full spate but these adrenaline junkies don't get their fix from just taking in the view. They are here to get their kicks from waterfall rappelling. What is waterfall rappelling you ask? At some point of time some genius/madman thought to club rappelling/abseiling together with a raging waterfall and waterfall rappelling was born. That is descending straight down the centre of a 120 foot waterfall secured just by one 10mm diametre rope. The best part is that the only kit you need to participate in this adventure is a pair of trekking shoes, shorts/tights and a t-shirt. The rest of the safety equipment, rope and other bits and bobs are provided to you on site. There are a number of adventure tour operators that conduct trips to many waterfall rappelling sites sprinkled around the Western Ghats in Maharashtra. It's a fairly safe yet spectacular adventure sport that nearly everyone can participate in. All we needed to do now was get there. We made the trip to Vihigaon in the stylish and fun Hyundai Eon 1.0L. The 1.0-litre engine makes a class leading 69PS and was great fun on the twisty roads up Kasara Ghat. Genius or madman be damned my legs wanted to make a break for the surrounding hills as I gingerly put on my harness, getting my guide to double check that all was as tight as could be. We did this exercise a safe distance from the falls only to be left with a short trek to the point of no return. This wasn't a tiring trek or troublesome exercise but it gave you just enough time to second guess what you were about to do. That would be to foolhardily climb down a slippery rock face with just one rope, gloves and a plastic hard hat for safety while a river bears down on top of you. I clipped my carabiner (a metal clip that's attached to your harness) to a security rope and made my way to the edge where another guide clipped me on to  the main safety line that would keep me safe on my descent. Then I was clipped on to the main fixed line that runs through a descender.

Ah, two lines. That makes me feel a lot better. The descender is a figure of eight shaped clamp that allows the main line to pass slowly through it depending on how much friction you apply to the line with your gloved left hand. This allows me to control my rate of descent down the cliff face. I literally held my fate in my hands. Now that I'm writing this all these terms and ropes and knots make sense but standing there about to step off the cliff, it all sounded like gibberish. All I was thinking was "Are you out of your mind!" I stepped off and started my decent through the falls and almost immediately lost my footing on the slippery rock. "Lean back" I heard the guide shout over the thundering of the water. I did and found the going much easier. After a few feet I started to enjoy myself but then I came to edge of the vertical face. They always tell you to never look down and you always just have to. And so I did and found that the people at the bottom of the falls looked tiny and then some real fear set in. How would I manage to keep this up till I got all the way down there? Blind faith can move mountains and with this in mind I stepped over the edge trusting in the guide's instructions, the safety harness and the rope. And it was absolutely beautiful. Once I cleared the edge all I could see looking up was the rope disappearing back over the top edge of the cliff and the wall of water rushing over me. Gone was the feeling of fear and it was replaced with complete excitement. With less weight on your legs, the going actually becomes easier and it was over before I knew it and it was brilliant. If you like adventure then this is one adventure sport you really have to try.

Words: Alan D'Cruz

Published in : OverDrive

i And Mighty

Hyundai's i20 has always been in the limelight for its swanky looks, premium feel and never-ending features list. But does the latest one add to the list of reasons you should be interested in one?

This may simply be the new i20 to most of us, but Hyundai calls it the 'Elite i20'. The 'Elite' moniker is prefixed to tell you that the Elite i20 is more premium than its big-selling predecessors in every which way. The promise is of even better quality, finer detailing, more cabin space and more features. There's also the prospect of a better-driving i20. Hyundai has made steady progress in the dynamics department over the past year, so expectations are high here too. But only a close look and a drive will tell us about the strengths and weaknesses that make the Elite i20. And that brings us to the regal confines of Jodhpur — the venue for the launch drive.

Eye to i

Jodhpur's majestic Umaid Bhawan Palace is the chosen backdrop for our opening photograph. That the Elite i20 isn't lost in the frame says a lot about its design. It has tremendous presence and certainly looks bigger than the one it replaces. That's interesting because this one, built on a new platform, actually isn't much larger. To be more specific, the Elite i20 is wider by 24mm, of identical height and actually 10mm shorter than before. But with the wheels pushed further out towards the extremities to make space for the 45mm-longer wheelbase, the car has a squatter stance, trimmed overhangs and a stronger profile. This apart, what's also easy to see is that the styling on the Elite i20 isn't as flamboyant as on Hyundais of the past few years. Is that a bad thing?

Not in the least, because the design is restrained, mature and sporty in just the right amounts, and in keeping with the evolved look of Hyundai's latest Fluidic Sculpture 2.0 design language. The focal point at the front is the large, low-set hexagonal grille that's outlined by a strip of chrome and flanked by smart fog lamps. The chrome detailing more than does its bit to embellish the attractive sweptback headlights, while the flat bonnet just above makes the Elite i20 look wider than it is.

To be honest, there's little to link the Elite i20 to the old one, at least in terms of design. Sure, this one's got a rising window line too, but its angular glasshouse is very different and even the belt line is less pronounced. What further differentiates the Elite i20 is the blacked-out effect on its chunky C-pillar. It's an interesting touch that adds more character to the design. What also remains to be seen is how successfully the 14-inch steel wheels on lower-spec i20s manage to fill the large wheel arches. Top-spec cars get 16-inch alloys and, it must be said, they do look superb. Further back, the smartly raked rear windscreen, the beautiful spread-out tail-lights and the neat bumper make us agree that the rear end is the Elite i20's best side. Even small details, such as the lip atop the rear windscreen, are well executed. Frequent travelers will be happy to know that the i20's 285-litre boot is spacious enough to hold more than a weekend's luggage with ease.  

Space Case

Spy pics of the Elite i20's interior had been floating around the web for quite some time, so the basic layout of the dashboard isn't much of a surprise. What is, is the sheer amount of space in the cabin. There's a sizeable gap between the front two seats, and there's enough width in the rear to seat three. Rear headroom is very good and legroom is better than some midsize sedans. Rear-seat comfort is also impressive, with good back and leg support on offer. A rear air-con vent and easy ingress-egress courtesy the wide door aperture further make the Elite i20 a hatchback that scores big for its back seat. Outside visibility is very impressive, and the option to adjust the steering for rake and reach and the seat for height makes it easy to find the ideal driving position. From the supportive seat, the standout elements that catch my attention include the chunky column stalks, the tactile-feeling mirror adjust switch, the detailed multi-function display in the instruments cluster and how each and every knob has a dash of chrome fining to it. Even the solidity of the air-con vents leaves an impression. Small as these details are, they help give the Elite i20 its big-car feel.

Also nice are the number of storage spaces. Medium-sized glovebox apart, there's a bottle holder on each of the doors, a box between the front seats, two cupholders near the gear lever and another usable recess with two charging points low down on the dashboard. As for the dashboard itself, it looks suitably upmarket. The two-tone theme, layered effect and excellent fit and finish help this impression. It's well thought-out too and the automatic climate control knobs and audio player controls are positioned within easy reach. Drivers get their own set of controls on the well-finished, three-spoke steering wheel. 

And that brings us to features. Apart from the steering-mounted buttons for the audio and Bluetooth telephone functions, the top-spec Asta trim we are talking about comes with automatic headlamps, push button start, automatic climate control, a rear air-con vent, an audio player with 1 GB of onboard music storage, auto-folding mirrors, a reverse camera with guide lines and Hyundai's safety pedal. The last one overrides the throttle when pressed simultaneously with the brake. It works surprisingly well and is something that could come in handy in panic braking scenarios. 

Cool Customer

Our Elite i20 driving experience starts with the diesel car. For your information, the diesel engine under the hood is the same 1.4-litre, common-rail, turbo unit as on the previous i20. There's no change in power (89bhp at 4,000rpm) or torque figures (22.4kgnt at 1,750- 2,000rpm) either. The six-speed manual gearbox has been carried forward too, albeit with slightly shorter third, fourth and sixth gears to aid drivability. First impressions are positive. Idle is quiet, the clutch is light and gearshifts seem smooth. With the absorbent suspension (front MacPherson struts and a rear torsion bar) going about its business quietly. The light steering also makes it easy to maneuver past cycle-wallahs who seem to think it wise to ride on the right-most lane. It doesn't take too much weight on the throttle pedal to get past them. The initial city portion of the drive has helped establish the Elite i20 diesel as a very relaxing car to move about town in. 

The ride quality over the poor sections of the road is good and we can sense there's a newfound maturity in the way the Elite i20 goes over the rough stuff. On the highway too, there's much less of that floatiness we remember from the earlier i20, there's more weight to the steering and, in general, the car feels a lot more cohesive than before. Straight-line stability also seems to have benefitted from the longer wheelbase. The front end has a lot of bite and turns into corners without excessive under-steer. 

On the long straights of the highway, the Elite i20 acquits itself by being a happy cruiser, mostly thanks to the tall sixth gear. The engine makes a mark for refinement even at higher speeds, and with revs over delivery is also very linear right to the 4900rpm limiter. What's relevant is its in-gear timing, where the Elite i20's shorter gearing makes it faster. It's half a second faster in the 20-80kph in third gear slog, and a full 1.5 seconds quicker from 40-100kph in fourth gear. Time to slip into the petrol car. 

The petrol engine on this car is the same variable valve timing-equipped, 82bhp, 1.2-litre motor as the older car's. While power and torque outputs remain unchanged, Hyundai says it has been re-tuned for better bottom-end responses and possibly also to compensate for the higher weight. As before, the engine comes allied to a five-speed gearbox. Thanks to the changes, the Elite i20 does feel better than before. The Elite i20 petrol builds speed quickly and doesn't leave us wanting for power past 3000rpm. Keeping the throttle pedal pressed has the engine rev quite readily past 6,000rpm. It is possibly the quietest of the 1.2-litre petrol motors. 

All-Rounder

The Elite i20 come together is as an all-rounder. It looks special on the outside and is well-equipped, spacious and comfortable on the inside. Refinement levels are big-car good, and both diesel and petrol engines offer unstressed motoring. They promise to be efficient too, with ARAI-tested fuel economy figures of 22.5kpl and 18.6kpl, respectively. Hyundai's service makes the Elite i20 even easier to recommend. The prices start at Rs 4.89 lakh (ex-showroom, Delhi) for the base petrol car and topping out at Rs 7.67 lakh for the top-spec diesel. Given that a premium price tag never came in the way of the older i20's success, this one, which packs a lot of value, is sure to be a big hit.

Words : AutoCar India

Hyundai Elite i20

Hyundai has launched the updated i20 amidst a slew of launches by manufacturers in this segment. Is the new i20 as 'Elite' as its name suggests?

When product engineers insist the new Elite i20 is far more dynamically sorted than the old i20, that special attention went into making this car at least as much fun to drive as its rivals, my ears perk up.  The Hyundai I know, at least those from the Fluidic era, have always had strong diesel engines, sharp styling and a lot of equipment. A lot of this improvement comes from what underpins the car. The floorpan is now longer (the wheelbase is up 45mm to 2570mm), the car is wider by 24mm, the height remains the same and interestingly, overall length is 10mm less. The petrol and diesel engines have been carried over from the old i20 as is the basic front and rear suspension and electric power steering. But the spring rates have been further tweaked for this car and the suspension struts are more vertical than before to better control wheel geometry and deal with bumps and cornering loads. The front suspension is the typical Indian hatch MacPherson struts, while the rear is a non-independent coupled torsion beam affair. 

It is definitely new generation in the way it looks. Hyundai calls this new styling theme "Fluidic Sculpture Version 2.0". It's more subtle, more toned down with less edges and angles and the focus was to draw lines that appeal to a wider bunch of people. When you lock eyes on it for the first time, there are plenty of things that grab your attention. The thrust out, hexagonal grille with its honeycomb mesh and the pulled back headlamps for example, the strong character line and the blacked out C-pillar on the sides, and  even the Alfa Romeo-like tail-lamps. The 16-inch alloy wheels come standard on the Sportz (0) and Asta, while lower variants get 14-inch steel rims with wheel caps.

The interiors have been thoroughly refreshed as well. It's an appealing looking dashboard that follows the now common slab theme by which we mean there's a big slab of beige that runs across the dashboard. Quality has improved and there is appeal in the way the centre console is angled slightly towards the driver. It's easy to find a comfortable driving position - the steering adjusts for reach and rake and there's seat height adjustment as well. The rear seats are seriously spacious now with great leg room, head room and width. The Elite i20 does feel like a properly big car from the inside. The 285-litre boot is massive too and the rear seats split and fold. The engines have been carried over from the old i20 and that means you get the 1.4-litre, 89bhp common-rail diesel and a 1.2-litre petrol motor. First the diesel and, there is lag. There is enough grunt below 2500rpm for trundling around town in high gear and low rpm– the ratios for second, fourth and sixth gears have been changed to make it more responsive. The other stand-out feature of this engine is its sheer smoothness. At idle and low revs you will be hard pressed to tell it is a diesel and this is true even if you are standing outside the car. It really is that good. Like the diesel though, the petrol is a smooth and refined engine.  

And so, on to the biggest improvement in the car, its handling. There is noticeably less slop in the chassis - the longer wheelbase and the tweaked springs have made a difference to the way the i20 rides and handles. There seems to be a newfound stability through corners and the Elite feels quite secure even when you are leaning hard on the tyres. At middle to high speeds, bump absorption is very good but it does feel a tad stiff at low speeds and sharper edges do tend to catch it out.  The i20 has never been cheap, but what it does give you is lots of equipment in exchange for your money. The Asta comes with a really long list that includes reverse BSSs camera, keyless entry and go, climate control, an 8-speaker Bluetooth audio system with 1GB internal memory, USB, aux-in, power folding mirrors and even a chilled glovebox. It looks great, is well-equipped and is a seriously spacious car. The up in quality will appeal to many as will the more secure handling characteristics. 

Words : Ouseph Chacko

Lake City

Nestled among picturesque hills, Nainital is strewn with scenic splendours from nature's bounty. 

Nainital is named after the Naini lake which, according to folklore, is one of 64 places where parts of Sati's charred body fell while she was being carried by Lord Shiva. It is believed that her eyes fell here, causing the formation of the eye-shaped Naini lake. Another legend narrates that the three sages, Atri, Pulastya and Pulaha, found the region devoid of water and dug out a lake and filled it with water from the holy Manasarovar lake in Tibet. The most fascinating aspect of Nainital, for me, is that it is also the birthplace of renowned hunter turned conservationist Jim Corbett who authored enthralling books such as The Maneaters of Kumaon. 

Our mission is to drive to Nainital from Delhi in the Hyundai Santa Fe - a 280km trip, traversing Uttar Pradesh and ascending the hills of Uttarakhand. The route should offer enough scope to gauge the premium SUV's mile-munching abilities and even test it out on hilly terrain. 

We are an hour behind schedule at the start due to unforeseen circumstances. However, the positive fallout was that traffic was sparse in the afternoon and we were quickly beyond the bustle and in the UP hinterlands, and instead of habitation, the highway was lined with lush green tree-lined meadows. The roads were straight for the most part but the surface was rough and potholed in some stretches, that the big Santa Fe made light work of. Our fellow road users seemed unaware or oblivious to which side of the road to use, as our lane was frequently encroached on by oncoming bullock carts, motorcycles, cars and trucks. Except for these unwanted obstructions, the cruise in the Santa Fe is brisk and enjoyable. With its 199cc 194bhp common-rail engine generating a steroidal 436Nm of torque, this is a vehicle that devours distances with admirable alacrity. The six-speed H-matic transmission facilitates seamless shifts that take the sting out of traffic snarls of the kind we happen upon in Moradabad. 

Past Moradabad, the road is a single carriageway that winds through forests populated by tall trees, a scenic stretch. We have the road almost to ourselves, barring the odd vehicle, so our progress is reasonably high click, but we have to keep an eye out for stray cattle. As we reach Nainital road, the hills are visible in the distance, catching the light of a setting sun. By the time we reach the foothills, the dark is setting in. On the ascent, fog starts to roll in, but the Santa Fe's Xenon headlamps scythe through the misty veil, so that our progress is unhindered. Before we know it, we reach our destination, a heritage resort in the heart of Nainital. 

Up early the next day, our first destination is Nainital lake and its pristine waters, the heart of this bustling town. Founded in 1841 by a British sugar trader by the name of P Baron, Nainital is now self sufficient in every aspect. Mall Road that runs parallel to the lake is busy as is the lake front abuzz with touristy throngs. In fair weather, the lake also offers water sports. The vicinity of the lake is a plastic-free zone and the locals ensure it remains litter-free. Thanks to aeration, Nainital lake is now teeming with carp and spools of this freshwater fish can be clearly seen from the bank.  Nainital lake is a shining example of how a fragile ecosystem can be revived and preserved with due and diligent procedures. We walk down Thandi Road and on to a walkway alongside the lake, a most serene and peaceful experience in the cradle of nature. 

Back in the Santa Fe, we squeeze through narrow alleys that take us to Gurney House, erstwhile home of Jim Corbett. Nestled in the verdant foothills of the Kumaon range, the cosy cottage overlooks a small garden. Acquired by one Sharda Prasad, it is now owned and preserved by his grand-daughter Nilanjana Dalmia. We were privileged enough to get a guided tour of the cottage that is a treasure house of Jim Corbett's belongings. With its colonial charm, the inside of the cottage is a step back in time and into the pages of history. It's a must-visit for every Corbett admirer. Nanital has lots more to offer and we tear ourselves away from the Corbett haunt. 

The drive up to Kilbury Road for a glimpse of the Himalayas, however, proves to be a no-show as shroud of cloud has hidden the peaks from our view. The drive in the Santa Fe is as pleasant and rewarding as can be. On the descent, we stop to ask for directions. Moments later, I hear a faint drumming sound on the roof followed by a loud crash. To my amazement, I see a big langur jump off the Santa Fe's roof, and scamper off into the trees. I check the roof for damage but thankfully there's no trace of the monkey's antics on the Santa Fe's sturdy, ribbed roof. Scenic views abound in Nainital, such as Dorothy's Seat and the aerial ropeway. A trudge on foot up to the Naini peak is more than worth it for the spectacular view of the snow-capped Himalayas on one side and a panoramic view of Nainital on the other. The highlight of Nainital zoo is the snow leopard.  

As we leave Nainital via Mall Road, we spy an ancient structure almost hidden from view. Our curiosity piqued, we stop and go exploring. Going up a stairway, we come upon an 18th century church. Named after St Francis, it's also known as the lake church. The unlit interiors reveal a stained glass window behind the altar, aglow with the soft rays of the morning sun streaming in. We drive towards Delhi past Bhimtal Lake. It is late evening when we reach the plains. The big Hyundai dispatches tarmac with an imposing calm and sure-footed style while on the inside we are cocooned in a seemingly impregnable sense of security. We reach Delhi late at night. Just a few hours away from Delhi, Nainital is an ideal weekend getaway, with a range of leisure pleasures on offer. And the Hyundai Santa Fe is a vehicle that makes getting to such a destination as smooth, comfortable and effortless a drive as can be. 

Words : Benjamin Gracias

Generation 2.0

Hyundai replaces its hugely-popular i20 with a new car that boasts even more Fluidic flair, and stays true to the company's value-for-money credo.

2008 was as an eventful year. The financial meltdown shook the world, Banks collapsed and people everywhere lost their jobs Auto guys will remember it as the time when America’s Big two automobile companies asked their Government to save them.

The year also saw Hyundai launch its premium hatchback, the i20, which went on to sell in huge numbers. Initially manufactured only in India at the company’s plant in Chennai, the i20 was eventually exported to the rest of the world. It’s been six years since the first car rolled out of the assembly line, but thanks to a mid-life facelift, it continued to look fresh. Last month, the carmaker launched the second-generation i20, which is now called the Elite i20. Just like the older car, this will be built in Chennai. And, like the last generation model, it will be Indians who will get to buy the Elite i20 first.

Casey Hyun, Hyundai’s Creative Design Manager, describes the new appearance as a journey that started with the Fluidic theme and has evolved into Fluidic Sculpture 2.0. The evolved design is apparent across the sheet metal, and I was happy to note that Hyundai has not messed with a winning formula. The new design provides the car with a crisper look. The big gaping hexagonal grill sits below the number plate gives the car its family look. The sharper, more aerodynamic front also helps deliver better fuel economy. The rear is a departure from the current car’s and gets horizontally stacked tail-lights, which retain the essence of most Hyundai tail-lamps. The C-pillar if blacked out to give the rear windscreen a wraparound effect. The best thing about the car's evolved design is that it doesn't try too hard, and has the right amount of tweaks to draw the attention of prospective owners.

The i20 has grown by a couple of centimeters. The wheelbase is longer, and that means you get a roomier cabin. The dual-tone dashboard is dominated by beige, in keeping with the Elite theme. The plastic used for the switchgear is impressive, and a lot of the operational controls have been incorporated into the steering to aid ergonomics. The centre console houses the infotainment display, Bluetooth connectivity and so on, and there is a provision to store up to 1GB of music on the internal hard drive. The rear seat has enough shoulder room and legroom, and can comfortably accommodate two adults and a child. The increase in rear scat space means that boot space remains the same (2851itres). It's definitely not a compromise, and the Elite i20 can surely swallow large suitcases, as well as the large passengers carrying them.

The petrol and diesel engines are a carryover from the earlier car, but have been tuned to produce a few extra horses. The 1,197cc petrol motor makes 82 bhp and 11.5Nm of torque, while the 1396cc diesel makes 89bhp and 220Nm of torque. Hyundai will not be offering an auto box for the i20 right away. 

So, can you feel the extra horsepower? Well, you will have to wait for a proper road test in our upcoming issue for a detailed report. But, from the limited amount of time I got with the Elite i20, I found the engine to be pretty refined. And, like with all Hyundai cars, the steering feels light.

All-round visibility is good and, along with the light steering, managing the car in traffic should be a breeze. The new i20 is also equipped with a parking camera and sensors, and, better still, there is also a steering guideline on the inside rear view mirror that curves to match the steering angle. This lets you slot the car into some very tight spots. Hyundai calls it sporty, but I think it will hit the right note with the family man.

The Elite i20 has all the makings of a best seller, and expect history to repeat itself (no, not the financial meltdown!). It has a refined engine and is packed with features. 

Words by Abhinav Mishra