The new i10 also borrows cues from its big brother, the i20. So you now get a revised instrument cluster with blue lighting, steering-mounted audio controls and a shift light indicator as well, which suggests change-up and change-down points for the gearbox while driving.
Under the bonnet, there is small yet significant change to the i10 – its powerplant. Both the 1.1- and 1.2-litre versions have revised engines. The 1.1-litre four-cylinder has been re-christened iRDE2 and comes with bigger inlet and exhaust valves for better breathing. Power has increased marginally, but Hyundai claim the biggest advantage has been better fuel consumption and lower emissions. The 1.2-litre Kappa motor now has variable valve timing – a segment first. This is the version I drove. It doesn’t feel altogether new or different compared to the older car and the response is almost identical to the earlier version. It was only when we got out of traffic and onto the ECR that I seemed to notice the difference. It pulls more cleanly now and when you give it the beans in third gear, it makes short work of overtaking manoeuvres. This engine is also supposed to be cleaner and more fuel-efficient than its previous avatar and we have no reasons to doubt those claims, but a road test should help us give you the right figures soon enough.
What Hyundai have succeeded in doing with this car is upping the small-car ante, while also flexing their muscles at the newcomers. As and when Hyundai do replace the model, which will be another two to three years, customers will expect even more value and features for their money. What this proves comprehensively is that the customer is indeed the king.
CAPTIONS:
1. Revised interior colour scheme is easier on the eye
2. Subtly redone tail lamp lenses
3. ORVMs are electrically adjustable and heated to boot
4. Tweaked rear bumper gets reflectors
