The cars in this comparison actually start off as winners. That's because they both won a comparison on their own before.
This orange Clio beat the Honda Jazz and Toyota Yaris back in November, and the i20 won the comparison from the Opel Corsa...
and the Volkswagen Polo. This particular i20 even. Also, it's our longterm now.
The logical result of those results is us wanting to find out how they hold up against each other.
That does mean the i20 has quite the challenge ahead of it. That's because this is a Clio E-Tech, which means it's a full hybrid.
The i20, when it's powered by the 1.0-litre T-GDI, is a mild hybrid. The Renault produces a lot more power as well, 140 horsepower...
compared to 100 horsepower in the Hyundai, so the comparison might seem crooked, but I think I can explain it to you.
For starters, if you want an automatic gearbox in your Clio, you'll have to get this hybrid drivetrain.
On the other hand, the T-GDI is the most powerful drivetrain available for the i20. Not considering the N, that is.
There's no i20 that really comes near the power output of the Clio. The price gap isn't that big either, because as they stand here,
the Clio is about €1.000 more expensive. However, you do need to select several options to have the same equipment as in the i20 Premium.
Worst case scenario, this comparison will be all about if the Clio is worth the additional price.
What's very remarkable is that the car with the least amount of electrical support, loses the most luggage space.
Compared to a regular i20, powered by the 1.2-litre, the boot can hold 90 litres less, which means there's 262 litres left.
On the other hand, a Clio always offers 318 litres of luggage space. Even as a hybrid. Quite the difference, wouldn't you say?
You're right, but the threshold is lower and it's got a more spacious back seat. Something you'll especially notice when it comes to legroom.
Cars in this segment are incredibly interesting because they're incredibly popular, but also because they've grown up in a very short time.
You can notice that as well in this i20. The seating is good, there's a lot of features... It even has lots of safety systems and driving assists.
And if you look at the dashboard, it's got big screens as well. Something we usually see in bigger cars.
It all starts with 8-inch, when it comes to the central touchscreen. However, if you get the second or third trim level, the screen size...
increases to 10.25-inch, which is properly big. And it's practically the same as the screen you'd get in the new Tucson.
It's incredibly quick, the layout is incredibly logical, and that's something we're used to in Hyundai's. However, combined with a big screen...
and a modernized interface, it makes sure that the car is more than up-to-date.
There's a digital instrument cluster as well, which looks very good. It does project two standard dials, which you're able to customize...
depending on the driving mode you're in. But it looks great. And that goes for the rest of the interior if you ask me.
It's very recognizable. Very in-line with the new Tucson really, there it is again.
I like the way the vents continue into the dashboard, and it's got an original steering wheel as well. Four-spoke steering wheels...
isn't that common nowadays. However, I do have something to complain about; the used materials.
The build quality is more than decent, but they materials Hyundai used really ruin the experience.
They've used lots of hard plastic. Practically everywhere as well, except for the parts you go near with your hands. Luckily.
The entire door panel is made of plastic, the entire dashboard is made of plastic, and it's something you'll see. The shinyness will...
be the first thing you'll see whenever the sun starts shining, and it means that the interior won't look as premium as you'd hope.
Luckily, the drive feels very grown up. It's not the most dynamic or playful car of this moment, but it's very comfortable.
It's also very quiet and the steering is light and predictable. It's a car that will make a very broad audience incredibly happy.
The drivetrain is more than decent as well. Sure, it produces less power than the Clio, but you should take into consideration that it's...
down one cylinder, but with 100 horsepower, there's always enough power in a small car like this.
Especially because a modern turbocharged engine feels like it effortlessly produces its power. It never has to rev very high,
the automatic gearbox does what it needs to do. I mean, it's a double clutch automatic gearbox, so it's quick and smooth.
That means you never get the feeling you're down on power.
You never get the feeling you're driving a car with a mild hybrid-system either, which is a good thing if you ask me.
However, whenever you release the throttle, you will notice. That's when it starts regenerating vigorously.
At first, nothing happens, but after that, it kicks in pretty hard. That's not a bad thing, but I think it's a tad too much.
That's mostly because you're not really able to dose the regenerative braking. If you think you're slowing down too much and you want...
to accelerate a little, the i20 will let go of all of the regenerative braking and you will shoot forward. It's not as bad as it might sound,
but it does mean that city driving might not always be as smooth as you'd imagine.
Since I'm complaining already, I also want to mention that the i20 is incredibly meddlesome.
That's something you won't notice until you've been driving it for a longer time, but it always starts up in Eco-mode.
That's probably because it's been homologated in that mode, to reduce fuel consumption.
So if you want to drive in Comfort-mode, you'll have to manually select that mode. Also, the lane assist is always turned on. I mentioned that...
before, because that's not very handy on every road. So at the start of every journey, you'll have to put it in Comfort-mode first before...
disengaging lane assist. A lot of things you'll have to do that you actually shouldn't have to do.
Also, it beeps a lot. For example, whenever there's something in your blind spot. There are less-annoying solutions to that, if you ask me.
On the other hand, it does have all of those features as standard and they work properly. Except for the beeps that is.
Features like that in the Clio are always optional extra's.
When you get out of the i20 and into the Clio, the Clio does feel like the more expensive car. Of course, that's because of the used materials.
That was the biggest drawback in the i20, and Renault has done a better job of it. It doesn't matter if I'm talking about the door panels or...
the dashboard, it's all made of softer materials and better quality plastics. Also, they've put a lot of attention in the finishing.
Just to mention something. The window controls have a small aluminium edge, and that's something they didn't have to do. Nobody would've...
complained about that if they didn't, not even myself, but they did. That means it feels a tad more premium in here.
When it comes to operating the car and the seating position, I don't have a lot to complain about.
You've got separate buttons for the climate control and other functions you'll use a lot. Even dashboard lighting is controlled by a...
physical button. Something a lot of other manufacturers could take note of. Also, the seating feels sportier than in the i20.
That's probably because this is a RS-line, which doesn't only offer additional exterior features. It also comes with sportier seats with lovely upholstery.
The screen is a tad smaller than in the Hyundai, and it's vertically orientated instead of the horizontal screen in the i20.
That's not a big problem, but it's quite a lot slower. The layout is a tad less logical and it's more prone to errors.
For a day now, I can't engage my Android Auto anymore, whilst it has worked before that. In the i20, it works all of the time.
The drivetrain in this Clio E-Tech hybrid is truly remarkable. Usually, manufacturers take a turbocharged engine they have on the shelf,
connect it to a double clutch automatic gearbox and they add an electric motor to it. Renault has done things differently.
It's all very unique. It's a four-speed gearbox connected to a two-speed electric motor, which means you effectively have eight gears.
It all works together with an atmospheric 1.6-litre 4-cylinder, made by Nissan. A version of it was used in the Nissan Cube,
from back in the day. However, this engine runs on the Atkinson-cycle, like in many Toyota's.
That should make it even more efficient.
The great part is that it all works together very nicely, and that's quite unique. Usually, hybrids tend to hold back when it comes to...
producing power. In here however, there's nothing indicating that it's short on power.
The cooperation between all of the components is incredibly smooth. It usually sets off electrically and after a while, the combustion engine...
kicks in later. And besides the fact you can hear that, you won't feel it in the drivetrain.
There aren't any shocks or clunks you'll feel or hear, and that's not very common.
Then there's the power output. Sure, it's a tad heavier than the regular Clio, but 140 horsepower really is a lot.
And you'll notice that. It's not a racing machine, but it's easier for the Clio to produce power than it is for the i20.
Especially if you put your foot down, you'll notice the power gap, and that the Clio has much more of it.
Despite all that, this drivetrain does have its quirks. It seems like there's an additional amount of power when you reach 75 km/h.
When you reach 75 km/h, you'll get a little push in your back. Also, it sometimes feels like it's holding on to a gear for too long.
That's to charge up the batteries, but it feels like it's forgetting to change gear. And you can't do anything about it.
There is no manual way to change gears. No flappy paddles, no plus- or minus symbols, the car will do it all by itself.
There are a few points that need sharpening in this drivetrain, but as a whole, it's pretty good.
The same goes for the rest of the handling. It's sturdier and more dynamic than the i20, but not sporty in any way.
That goes even more for the hybrids than for the regular versions, because it's heavier and because there's a less-direct relation to...
what's happening underneath the hood. However, the communication is better than in the i20 and it's sturdier when it comes to the chassis.
That means you're trading a bit of comfort for a little bit of dynamic driving, but I wouldn't say it's uncomfortable or hard in any way.
You could've expected me to say it, having two winners in a comparison, but it's incredibly close here.
The Clio has a better drive and a nicer interior, but the Hyundai strikes back with a better infotainment system, more space and a smaller price tag.
Unfortunately, we can't name a winner yet. For the written test in AutoWeek Magazine, we're going to put them up against a Peugeot 208 as well.