The little jellybean that could

MANILA, Philippines - You shouldn’t normally expect too much from an econocar, so when a pretty good one comes along then it’s quite a surprise. The Hyundai i10 is an entry-level microcar that’s actually fun to drive, what with its jellybean-like styling, and disciplined road manners. Two available color choices – “Blushing Red” and “Alpine Blue” – also highlight the i10’s fun-loving demeanor.

Nominally a 5-passenger hatchback, it’s best for young families where the big adults can stretch out up front and the kiddies can squeeze themselves in the back. The basic i10 is powered by a tiny 1.1-liter motor with a single overhead camshaft and 12 valves, or you can “upsize” for a 1.2-liter with 74.9 PS. With peak output of just 66 PS and 9.9 kg-m of torque in our 1.1-liter test unit, the i10 is not your first choice for hitting the quarter-mile, but it has enough juice to squirt along in the usual rigors of traffic. Available transmissions are a 5-speed manual and a 4-speed automatic.

Tested fuel economy with the automatic is an outstanding 20+ kpl though, so a tank of ever-cheaper unleaded will last you a long time. Top speed is just barely 140kph, where the motor simply doesn’t have the energy to overcome wind resistance anymore. If you’re planning on doing a lot of highway driving, I recommend you splurge for the 1.2-liter; the additional power and torque will make for a more relaxing drive.

Still, more important than terminal speed – which is probably irrelevant in an econocar anyway – is how stable it feels. On the rolling hills of the Subic-Clark-Tarlac Expressway, the i10 tracks straight and true, and the front strut-rear torsion beam suspension doesn’t display any wayward, oingo-boingo tendencies. On a set of curves, the i10 sort of feels like a little rally car in the tradition of the Austin Mini with its quick turn-in response and obedient tail. Part of the credit must go to the tires, 165/60 14-inchers that have a big enough contact patch to keep things under control; or at least, big enough for the i10’s size. They’re mounted on steel rims though, so switching to aftermarket alloys would reduce unsprung weight and further improve handling.

The test unit had an automatic, and it combines quick-shifting programming with eager throttle response. In urban environments, the i10 has an endearing point-and-squirt nature that lets you zip through intersections and past seemingly waywardbuses with ease. Apart from power steering that feels overboosted and lifeless at speed (but no doubt insanely easy to use in parking lot manouvers), the i10 is generally a fun small car to drive.

Creature comforts in the i10 are few but appreciated, such as the power locks and windows, the rear wiper and washer, and the iPod-compatible stereo. The rear seatback folds down to maximize cargo space, and there’s even a front seat undertray and a luggage underfloor box. Foglamps are standard too; a nice, functional touch. More importantly, the i10 displays a level of refinement that’s gratifying for the class.

Most of the cabin uses plastic, of course, but the color tones and textures are easy on the eye; not the cynical, monotone shades of gray and black we usually associate with “cheap cars”. The contours also flatter the cabin and display some wannabe-iMac touches, like the curvature of the instrument pod and the black-on-white instrumentation that has a warm glow at night.

The seats, normally a cost-saving measure in econocars, are better than expected too. Large enough to accommodate most body types, the seats have good lumbar support in front, have ample cushioning to last a few years without sagging, and are swathed in a classy-looking, breathable, tan fabric. Window areas are also large and provide an expansive view, particularly in front where the tiny hood disappears from the cowl.

Finally, the i10’s jellybean design smoothly hides a functional, thoughtful touch; the exceptionally high roof. Standing 1,540 millimeters tall, the i10 actually towers over cars a generation old like my ’99 Honda Accord, my wife’s ’06 Mazda, and even contemporaries like the pricier Honda Jazz (1,525 mm.), the Toyota Yaris (1,520 mm.), or its cousin Kia Picanto (1,480 mm.). Aside from affording lots of headroom, and generally lending an airier feel, the tallboy design should make it easily stand out in crowded parking lots. Unless you park it beside an SUV, of course.

Prices start at P478,000 for the stick shift and top out at just P578,000 for a 1.2-liter automatic. At these prices, the i10 strikes the difference between the even-cheaper Chery QQ, the marginally more expensive Kia Picanto, and the swankier Jazz and Yaris. No wonder we’re seeing a lot of these jellybeans on the road.

THE GOOD

• Attractive styling.

• Zippy-feeling drivetrain.

• Stable highway ride.

• Good standard features spec.

• Attractive pricing.

• Generous headroom.

THE BAD

• No available ABS.

• 1.1-liter quickly runs out of top-end steam.

THE VERDICT

• An entry-level hatchback that doesn’t feel too much like one.