- Engine line-up tuned to optimise day-to-day driveability
- Choice of 1,25- and 1,4-litre gasoline, 1,1 and 1,4-litre diesel engines
- Five- and six-speed manual and four-speed automatic transmissions
Proven powerplants have been carried over from the previous-generation model with a number of improvements to enhance driveability and ensure compliance with new Euro6 emission regulations while the 1,4-litre gasoline engine is newly developed.
Hyundai’s European engineering team, based at the Technical Centre in Rüsselsheim, Germany, focused on developing powertrains to better suit the demands of the region’s buyers. Hyundai engineers tuned each unit to deliver more maximum and low-end (2000 rpm) torque, enabling a more accessible and responsive driving experience day-to-day. As a result, for example, the New Generation i20 can accelerate between 80 and 120 kph faster than before.
Buyers who prefer a gasoline engine can choose the much-praised 1,25-litre ‘Kappa’ four-cylinder in low power (75 ps) or high-power (84 ps) form. This all-aluminium unit receives a five-speed manual transmission as standard. Both engine versions offer a combined fuel consumption of 4,7 l/100 km*, which equals CO2 emissions of 109 g/km*.
Alternatively, gasoline buyers can choose a newly developed Kappa 1,4-litre four-cylinder 100 ps unit. This 1352 cc engine is significantly lighter than its predecessor, the Gamma 1,4-litre engine. At only 87 kg, the engine’s base weight has been reduced by 14 kg, resulting in combined fuel consumption of 5,3 l/100 km* and CO2 emissions of 122 g/km*.
The more powerful engine can be mated to a six-speed manual or four-speed automatic gearbox.
|1,25-litre (low)||75 @ 5500 rpm|
|1,25-litre (high)||84 @ 6000 rpm|
|1,4-litre||100 @ 6000 rpm|
|1,25-litre (low)||122 @ 4000 rpm|
|1,25-litre (high)||122 @ 4000 rpm|
|1,4-litre||134 @ 3500 rpm|
Outstanding features of the Kappa engine’s modern architecture include dual overhead camshaft (DOHC), dual continuously variable valve timing (CVVT), a very stiff cast aluminium block with cast iron liners, aluminium cylinder head, lighter connecting rods and maintenance-free long-life timing chain.
To meet the growing demand for low-emission, high-economy diesel units, Hyundai offers European consumers the choice of two engines from its popular ‘U-II’ family: the 75 ps, 1,1-litre engine or the 90 ps 1,4-litre powerplant. Both engines feature a Lean NOx trap to futher minimise emissions and fulfill the Euro6 emission targets. The 1,1-litre engine offers combined fuel consumption as low as 3,3 l/100* km and CO2 emissions of 84 g/km* while the 1,4-litre engine achieves 3,7 l/100 km* and 97 g/km*.
Both engines are equipped with a six-speed manual gearbox.
|1,1-litre||75 @ 4000 rpm|
|1,4-litre||90 @ 4000rpm|
|1,1-litre||180 @ 1750 – 2500 rpm|
|1,4-litre||240 @ 1500 – 2500 rpm|
Customers of diesel variants of New Generation i20 will notice a reduction in noise thanks to the addition of rubber-coated sprockets, providing a decent improvement over the outgoing model.
New 1,0-litre T-GDI to premiere in New Generation i20 in 2015 The new Kappa 1,0-litre T-GDI is the first of a new generation of small turbocharged gasoline engines, offering enhanced performance, driving pleasure and efficiency. The 998 cc three-cylinder unit is based on the established Kappa 1,0 litre MPI engine, carrying various enhancements and new technologies, including direct gasoline injection and a small, single-scroll turbocharger.
The 1,0 litre T-GDI engine, which was developed in Hyundai’s European Technical Center in Rüsselsheim, is able to produce up to 120 PS and 172 Nm of torque and will enhance the New Generation i20 engine line-up in 2015.
The new engine comes with an electronically-controlled waste-gate to optimise flow and improve low-end torque and throttle response. The unit features a six-hole GDI injector, pressured to a higher-than-average 200 bar, securing a clean combustion and improving fuel economy and emissions to fulfil Euro 6c emission standards, three years ahead of their introduction in 2017.
It uses a new split-cooling concept to manage different temperatures in the cylinder head and block area. The cylinder block is heated up quickly for lower friction and more efficient run, while the cylinder head is operating at lower temperatures to optimise injection and combustion. To keep the engine unit as small as possible, the exhaust manifold is integrated within the cylinder head and can therefore be cooled efficiently using the cylinder head water cooling system. These efforts result in faster warm-up of the catalyst and ultimately in reduced real-world fuel consumption and emissions.
Both the five-and six-speed manual transmissions fitted to the New Generation i20 have been extensively tested to deliver a smoother, quieter and more tactile shift, in keeping with the other quality enhancements made for the model. The transmissions now feature multi-cone synchroniser rings on the first two ratios, a carbon-coated synchroniser ring on ratio three, and an anti-vibration mechanism fitted to the reverse gear to prevent ‘grinding’ noise and feel. Shift accuracy and snap-in feel has been improved with the addition of a guide plate inserted in the control shaft coupling.
* All fuel consumption and CO2 figures are subject to final homologation