No one can accuse Hyundai of losing sight of the qualities that made the original i10 an appealing choice. The new model costs exactly the same as the previous entry-level model.

However, that generation did benefit from having the more powerful 1.2-litre four-cylinder engine at its base, a powerplant economically outpointed by the new three-pot perhaps, but far ahead in the likability stakes. To see it fitted to the new i10, one must select the car in mid-level SE specification.

Matt Burt

Matt Burt

Executive Editor, Autocar
We averaged 43.9mpg from the 1.0-litre engine while testing, which is pretty reasonable

Return buyers will also be justifiably disappointed to see that no gains have been made in the 1.2-litre engine's frugality or cleanliness. In fact, it's quite the opposite: combined economy has been shortened from 61.4mpg to 57.6mpg, and 114g/km CO2 emissions see the car drop backwards into a higher tax band.

Even by selecting the smaller engine, bargain hunters aren’t guaranteed the tax-free status they would find prevalent in the lower reaches of the Seat Mii or Volkswagen Up range; for sub 100g/km CO2, the i10 Blue Drive must be selected.

Fortunately, the standard spec list makes for a more heartening read. Typically, the basic S trim won’t be the most popular, but it’s worth mentioning that the S Air (with air-con) remains at around the £9k mark.

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At mid level SE, from where presumably the bulk of sales will come, the i10 is decently stocked, adding remote locking and all-round electric windows (a thumb in VW’s eye) to the established list.

When it comes to buying an i10 though, it's worth splurging on the 1.2-litre Premium model, thereby gaining pace, kit and a leg up in everyday congeniality.

Expect the i10 to keep more value than an equivalent Fiat Panda, but to lose out to the Skoda Citigo or Volkswagen Up. Servicing won't cost much though, and a standard five-year/100,000 mile warranty should quell any concerns about unexpected bills.

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