Hyundai i20 N vs Ford Fiesta ST Edition This is Hyundai’s first proper hatch, and if not, your second expectation will likely be on the floor. As it stands, the I20N follows the big I30N, which means that this new model puts some pressure on its slim shoulders. Plus, it happily falls into a class of cars that includes the mighty Ford Fiesta ST in their numbers.
Hyundai i20 N I drove the I20N for the first time on the streets around the Nürburgring and in September I disguised myself as a prototype from the Grand Prix track.
Hyundai i20 N The car was far from finished, but it showed a lot of potential. He was hoping to have a character of his own in the finished production version, a kind of bright-eyed seriousness that would be the complete opposite of the Fiesta ST’s shaky trend. After all these months, I was wondering how my radar could get so badly calibrated.
But first, the glasses. The i20N is the same size as the Ford but (possibly) slightly lighter, weighing in at 1190kg while the Fiesta ST weighs 1262kg. Hyundai’s 1.6-liter turbocharged four-cylinder produces 204 horsepower and 203 pound-feet of torque, the Ford 1.5-liter turbocharged three-engine 200 horsepower and 214 pound-feet of torque. We have to pay.
So don’t be fooled by ST’s somewhat flattering starting price of 21.955 দাম. The ST-3 will set you back 24,580, while the version model you see here is complete with a manually adjustable differential and coilover, still costing £ 28,770 at Hyundai’s price of 24 24,995.
I won’t let appearances cloud my judgment too much, but to my eyes the I20NK looks more stylish, as Hyundai’s designers should have dropped their pencils three months ago. It’s so angular that it almost looks like it’s crashed before. I think there is nothing wrong with that for any other form of lineup, which is probably not true on the Fiesta ST.
Their cabs are quite similar in appearance with an integrated touch screen and independent in the center console with less ventilation control. However, the Ford interior feels a bit more luxurious with softer plastic and a better fit and finish, a more comfortable seat, and a steering wheel that extends further towards you for a more natural seating position.
Any expectation of the I20N being more studious will be better and truly illuminated by a ring of fiery graphics when you switch between a sporty driving mode and a fire is lit around the digital instrument display. Suddenly the Hyundai looks like a joker, Ford watches from a distance, shaking his head gently. Hyundai has never taken its hot hatches very seriously – its N models have been described as ‘Corner Rascal’ and it has changed the driving mode to this i20 N using the N Green control system, but the Hyundai Fire Graphic has it all. you want. Performance cars with clean gauges will be considered as fun as anything else.
Which is not what I had to think about last fall at the Nürburgring, where Hyundai’s engineers prioritized sharp and honest dynamics: linear steering, a well-balanced chassis, and progressive, predictable handling. They almost took a chance with the Fiesta ST’s renowned and well-aware handling characteristics. The car has a sharp off-center steering that gives the impression of hyper-agility, so you can instantly turn it around.
Ford engineers incorporated that material very deliberately into the speed of the car. This makes the STT tremendous fun to drive at highway speeds, but it’s almost the complete opposite of the more sophisticated Porsche or Lotus method. For most August sports car makers, the ratings are much higher than the fun ones. Both methods have their place, but I bow to no one who believes that Ford has efficiently carried out its own strategy. For me, the Fiesta ST is one of the most enjoyable cars on sale today, whatever the cost.