It’s safe to say Hyundai has shaken up our otherwise clear-cut definitions of the various Indian hatchback segments. The original i10 moved the game forward for design and quality, and the Eon redefined what a budget hatch could look and feel like. Then, when the impressive Grand i10 was launched, we didn’t know whether to call it a ‘semi-premium hatch’ or a ‘mid-range hatch’ or give it a new category altogether, because the ‘premium hatch’ spot was always held by the bigger i20. It’s even more confusing now, as the brand new i20 has moved even further upmarket. That makes categorising it a bit tricky, and also makes you rethink which cars it now competes with. So, we’ve brought in what we think are the best premium hatchbacks around to try and keep the big boy honest.
The obvious choices were the Fiat Punto Evo and the VW Polo – both rivals to the old i20 and both recently updated inside and out. More to the point, however, both are priced in the same vicinity as the new i20, and therefore, will be angling for the same customers. Then there’s the Maruti Swift. It’s cheaper than the others here, at least when we’re talking top-spec diesels, which we are, and as you might be able to tell from the images, it’s a bit smaller than the rest too. But remember, this is the car that originally kicked off the premium hatchback class in India, it is the second highest-selling hatchback in the country, and it was Autocar India’s car of the year – twice. Will sheer size be enough to make the i20 tower over the rest, or is there more to be found when you look a little deeper?
Styling
The new i20 uses Hyundai’s ‘Fluidic 2.0’ design language which, though not as distinctive as Fluidic 1.0, still looks quite smart. To cater to European tastes better, it’s less fussy, more neutral, and also a little understated. The rear looks good, especially with those Alfa Brera-esque tail-lamps, and though the front looks a little pinched compared to before, you can’t say that it isn’t eye-catching. What has to be said though is, parked alongside the rest, you can really see how much the i20 has grown; even though the overall length is marginally shorter. It looks like it could belong in a higher segment.
The Punto’s new look grows on you over time, and it’s really like nothing else in the segment. We loved the original car, and we generally regard too much chrome as a bad thing, but on the Punto Evo, somehow, it just works. There’s even chrome detailing in the rear bumper, but it’s not enough to distract you from the superbly executed LED tail-lamps. It’s commendable that Fiat has managed to breathe new life into what is essentially a nine-year-old car with just a facelift.
Less extensive than the Fiat’s transformation was the Polo facelift. Minor changes can be seen, especially in the headlamps and front bumper, but it’s not a whole lot to write home about. The new alloys look a bit staid, and the rear is virtually unchanged. Still, the Polo’s visual appeal has always been very different from the rest – it goes for understated and clean rather than in-your-face, which, for some, is preferable.
The Swift is the oldest here but there’s no arguing that it does look sporty, especially in profile. What it lacks in chrome and eye-catching detailing, it makes up for with its distinctive, two-box silhouette. The problem is that the Swift is a victim of its own success. It’s too common a face on Indian roads and, over the years, that has taken the edge off its appeal. As you can also probably tell from the pictures, the car we have for photography is a mid-range VDi, but the top-spec ZDi gets a bit more visual muscle in the form of 15-inch alloys and wider tyres.
Speaking of which, 15-inch alloy wheels are what you get on the top-spec Swift and Polo, while the i20 and Punto Evo Sport get 16-inch wheels (we’ve used a lower-spec Punto Emotion for the photographs).
Viraaj Bhatnagar
Uday Singh
Suraj Viswanathan
Lenny D'sa
Saptarshi Mondal
