Fiat PANDA against all: which is better or the HYUNDAI i10? – Evidence

The Fiat Panda can afford to challenge any city car, and today it is the turn of the Hyundai i10, more updated from some points of view

April 28, 2024

Vand you will all have noticed: A segment cars are starting to disappear in favor of SUVs, and it is really a problem, because this type of segment is certainly among the most popular in Italy for reasons of practicality and cost, especially if you live in the city. On one side is the Queen, Her Majesty the Panda which we know very well, and on the other one of the best in the A segment, the Hyundai i10. In this case it is the version that also has LPG, but we will come back to it. Only a centimeter difference between them, 3.68 m and 3.69 mthey are practically the same, 5 doors, nice compact, small, comfortable and even aesthetically they differ quite little, just a question of aesthetic philosophy, even if the Korean one has a more contemporary look.

The Hyundai has been updated, the Panda soon

Lto Hyundai i10 it also has a meaner, more aggressive, more pointed design, a nice large grille that incorporates the lights inside the grille, however a design certainly designed to be more aggressive, more peppery. This is very evident with respect to Panda that we now know from 2012. It has updated itself a bit over time, now it is Pandina to distinguish it from the one that will debut in July 2024, but we are faced with a design that has remained very faithful to itself and to the original, soft and friendly, familiar, simple. As he had actually thought Giorgetto Giugiaro in 1980, who recently criticized Stellantis’ approach to the new model and to industrial policies in Italy in general.

As for the lights, they both still have it halogen headlights because they have not really set ups super gifted, in this however the Panda remains behind because at least as an option Hyundai offers LED systems. Since it has more regular shapes, the Panda It has more space for the seats in the back and the doors also open at a more favorable angle than the i10. There Panda However doesn’t win when it comes to the trunk, because it is true that it is more regular, but it is more compressed and shorter, we are on 200-225 litres. There is no real covering, and in 2024 this feels a little ancient. However, the situation is reversed when it comes to Hyundai i10 because if it is true that the descending shape of the roof takes away a little space from those sitting behind, on the other hand it increases the trunk: 252 litres. But they forgot the hooks that raise the parcel shelf, you have to do it by hand.

Interior, driver’s seat and multimedia equipment

L‘interior of Panda we already know it quite well, it has evolved recently, and with the Pandina will change again by incorporating some ADAS more, but for the moment this is what there is: a TFT screen from 5 inches which can even become seven on the richer versions and then the instruments are completely analogue, apart from the small display in the centre. In this version the air conditioning is manual but it works well. On the Hyundai i10 however the situation is different: here we find technology that is certainly of a higher level, the screen 8 inches available with Apple CarPlay and Android Auto and with a multimedia system which may not be the latest in graphics, but does its job on a city car. Plus there is a digital screen behind the steering wheel and also some steering wheel controls including the cruise control. Here too the air conditioning is manual but on the more expensive versions there is the automatic one. In short, like digital technology and equipment Hyundai wins there is no doubt. Very different philosophy however under the hood, because on the Hyundai side we have an engine traditional, while on the other hand something more refined and modern, because the Panda has the 1000 mild hybrida very light 12V hybrid, but still approved as a hybrid.

How the Hyundai i10 rides on the road

Lat Hyundai has a classic combustion engine from a liter and three cylinders but without electrification. However, the Korean company has the possibility of adding LPG, exploiting the advantages of bi-fuel. At the wheel of the i10 I have to say that I like how it blends, it’s a naturally aspirated petrol 49 kW/67 hp e 96 Nm of torque but all in all it travels and plays well because the i10 It’s a very light car, 1000kg in running order, and that makes it quite agile and in my opinion it is among the best in the segment in terms of dynamics and driveability and even when powered by LPG it behaves lively. The soundproofing is not perfect, the limiter is at 6500 rpm and among other things that’s where it stops vibrating but at 6000 rpm it starts to die, and in reality there’s no point in pulling it up there at all. I like the five-speed manual gearboxof course you have it six it would have been better because it would have allowed us to make better use of the engine which isn’t exactly a monster of power, but even if the gearbox has slightly long ratios, it still manages to be nice and precise, pleasant, the clutches are solid and the end stops are nice dense. The pedal board is also well made, it even lends itself to doing a bit of heel-toeing. The steering is precise, light but not too much, it is a consistent choice for this car, it enters corners very quickly and there is a bit of body roll but only later. The suspension layout is very classic, MacPherson struts at the front and interconnected wheels at the rear, which is more than fine for a car of this type. It gives you a nice feeling of safety and grip on the asphalt. The point is a little against this i10 it’s the soundproofing: I said that it blends well but actually between aerodynamic rustles, rolling of the tires and the noise of the engine the soundproofing it could be a little better. As far as available ADAS goes, this car is ultra complete: the steering has active lane keeping and is also a little invasive. From the point of view of driving assistance, it is already updated to 2024, unlike the Italian one. The LPG card plays well, because it consumes little: when running on petrol the average is 16-17 with a liter, maybe even 18. If you take into account LPG which is less efficient in terms of energy performance, it consumes a little more but also costs much less.

How the Panda Hybrid rides on the road

Lto Panda it is always a certainty, a reconfirmation of everything we have always known and it goes very very good, and I’ll tell you right away that I like the noise better than the the 10 although it seems to me that it pushes a little less, despite having 70 horsepower instead of 67, but the 70 HP is the power combined with the electric even if it doesn’t add much, about 3-4 HP. Here we have a change a little less preciseless solid than the Hyundai, a much softer gearbox positioned well close to the steering wheel, because in the city you often change gear so it’s right, but it’s clearly a little softer. On the other hand it is a six gears. The difference between the two is precisely in the construction philosophy: if the i10 is pleasant to drive and also designed to get some satisfaction here and there in the curves, there Panda is different, soft calm, you can understand it even just by looking at it from the outside. And even when we get into the corners, there’s a nice amount of body roll and the steering is lighter and less punchy, it’s not designed to be quick, first you look carefully for support and then it starts to turn, and you feel this swaying because the suspensions are much softer. If you hit a pothole, which is very easy, you don’t notice it here, but on the Hyundai you do. Among other things, with the button City the steering wheel becomes even lighter. It disengages itself after a certain speed, but it is of great help when manoeuvring. The Panda taken to the limit gives you less feeling of security, just the feeling, because in reality it certainly has security. On release you feel quite a bit of regeneration, more engine braking than the Hyundai i10, because it’s recharging the battery. Below 30 per hour the combustion engine switches off and consumption is around 15-16 km with one liter, more or less like the competitor. With which it shares the almost total absence of soundproofing, i.e. the engine, the rolling of the tires and the aerodynamic noises enter the passenger compartment forcefully. What’s really missing to the Panda compared to the i10 it is the on-board equipment of ADAS. They will arrive with the Pandina, but from this point of view Hyundai beats Fiat 1-0. Because it’s been known for a long time that will become mandatory and they could have even put them on the Fiat earlier.

The conclusions: different cars, but perfect for the city

Ppersonally, but only personally, I prefer the Hyundai 10. I’m not saying that the Panda is worse, I’m saying it has a different philosophy and is a little further from what I’m looking for. But if you prefer the ride comfort and softness, there Panda manages to have that something more. If you are more inclined towards handling, the more dynamic driving, the Hyundai i10 it does better and for those who really want it bad, it’s there 100 HP turbo. Speaking of prices, in my opinion the Hyundai i10 has all it takes to be one of the best of the A segment, the price difference is not that big we are on 15,400 euros for the Panda And 1,000 euros more for the Hyundai i10. However, the Panda is already hybrid while the i10 is still only petrol/LPG, this must be kept in mind, even if this feature will probably no longer be an advantage in the future in large cities. Hyundai it is more expensive but also undoubtedly more equipped and has ADAS and a certain series of valuable options available.