Chevrolet has crafted funky interiors for the Beat. It gets a digital tachometer, with a centre console that fuses well with the entire theme of looking young. The second row knee room and the boot are a bit of problem on the Beat, else everything else is well sorted.
The Beat is trendy on the inside, and the interiors have been designed to attract those young at heart. The Beat gets a digital tachometer and a cool blue backlit speedometer dial that makes the design look futuristic. The touch and feel of the plastics is decent and the overall fit and finish of the plastics is good for the price tag it comes for.
There is have sufficient head room and leg room for the front passengers and at the rear, though the Beat is a bit tight on knee room in the second row. It comes embellished with airbags, ABS, in-dash music system and alloys. The number of brownies on the Beat is good enough for the total moolah you pay.
PS: PS is the entry-level model of the Chevrolet Beat. In the PS avatar, the Beat gets tachometer, HVAC, full fabric seats and manually adjustable ORVMs.
LS: The LS gets ORVMs on each side, silver instrument cluster, passenger side vanity mirror, rear parcel tray, front power windows, rear split-fold seats, day and night IRVM and central locking.
LT: This is the top of the line version, and it comes loaded with all the bells and whistles. It gets integrated music system with USB connectivity and four speakers, auto AC, sunglass holder, rear power windows, ABS, dual airbags and front fog lamps, apart from gets ORVMs on each side, silver instrument cluster, passenger side vanity mirror, rear parcel tray, front power windows, rear split-fold seats, day and night IRVM and central locking that are available on the LS.
The 1.2-litre petrol engine of the Beat has performance, while the diesel has economy. Both target different set of audience. For power and less driving, the petrol is ideal and those who travel more especially in the city, diesel is the pick of the lot.
Under the sculpted hood of the Beat, lies a three-pot 936cc mill— which is actually the 1.3-litre multijet minus the one cylinder. This engine is fairly refined and the regular diesel clatter surprisingly has been muted. The engineers at General Motors have scrupulously tuned for low levels of vibrations even at idle, despite it being a three-cylinder. The power delivery is fairly linear and there is not much of what we call as turbo lag. The engine lacks the punch which is needed for overtaking and once out on an open road, the engine feels the need for more power. The 5-speed manual transmission is slick with the throws are positive. Even the gear knob is small and easy to grab. The ARAI claimed figure for the Beat diesel is 25.44kmpl.
Beat gets the 1.2-litre engine from the Chevrolet’s S-Tec II spectrum that churns out about 80bhp of power and a 108Nm of respectable torque. The noise, vibration and harshness (NVH) levels are low, just like any other modern petrol engine. The power delivery is fairly linear, but for overtaking one needs to downshift. When out on the highway, the engine feels a bit out of steam. The engine comes mated to 5-speed manual transmission and the gearshifts on are a wee bit rubbery.
The ride of the Beat is fairly smooth and composed; the secondary ride is a bit jittery at higher speeds. Being a tall boy, the Beat handles well when driven within city limit speeds. The steering is also weigh up well, as the speed increases.
All the cars in this segment have a sorted ride as the suspension doesn’t jiggle and disturb the peace of the occupants. Road undulations are well-taken care by the suspension. The Beat has decent ride suppleness as it underpins the softest suspension set-up that glides over potholes.
The handling is the only aspect which differs on the three. The suspension set-up is the soft on the Beat. Drive it quickly around a bend and you shall notice the body roll as this hatchback lack the dynamism that other competition possesses. Handling of the Beat is decent, but the skinny tyres reduce confidence as they run out of grip and tend to under steer. The steering wheel feels a bit numb and it isn’t joy to push it around bends.
Hyundai has always packed their interiors with loads of features and the Grand i10 isn’t any different. The quality, fit and finish is good and it feels plush on the inside.
The interiors of the Grand i10 are stylish and even the fit and finish is at par. The look and feel of the plastic is good too. The Hyundai Grand i10 gets several features like keyless entry, Bluetooth connectivity, push start stop button, chiller glove box and even rear AC vents. This is the first hatchback in this segment to get AC vents for rear passengers. This helps to cool the interiors faster. The interiors of the Grand i10 are stylish and spacious. Though many would have expected a touchscreen system in it, but it would have increased the cost.The Grand i10’s front row seats have fixed head rests, which is something we aren’t really a fan off. The rear seat space offered by Hyundai on the Grand i10 is good too. It has a lot of space for three Indian adults to sit in comfort. Only if the adults are too tall or healthy, that is when it will be a bit of extra squeeze.
Era: Era is the base model for the Grand i10 and it gets features like immobiliser, chrome radiator grille, body coloured bumpers, dual tone interiors, tachometer, digital clock, AC, tinted glass, front power windows and electronic power steering.
Magna: Magna gets additional features like central locking, front fog lamps, day and night rear view mirror, keyless entry, body coloured handles and mirrors, rear power windows, auto down for driver’s window, electrically adjustable ORVMs, rear parcel tray and rear AC vents.
Sportz: This variant gets smart key, chrome on door handles, turn indicator on ORVMs, 2 DIN music system, push start and stop and electrically folding ORVMs.
Asta: The Asta is the top of the line, and it gets driver and co-driver airbag as optional fitment, diamond cut alloys, leather wrapped steering wheel, steering mounted audio controls, Bluetooth, driver’s seat height adjustment and rear headrest adjustment.
Hyundai has got the powertrain perfect. The new diesel is a gem of a mill and it is perfect for city driving, without the hassle of continuous shifting for drivability.
Hyundai Grand i10 will be available with two engine options. First being the 1.2-litre Kappa 2 engine with VTVT that will churn about 79bhp of power and 112Nm of maximum torque. This engine is the same one that already powers the i10 and the i20. The power produced by this engine is sufficient and this has been a good engine for city and highway driving. The gearing for this engine is spot on for majorly city and somewhat highway driving. This engine has a variable valve timing that improves performance without hampering any fuel efficiency. There is some amount of struggle in the lower power band of this engine.
This engine will be offered with a five-speed manual and a four-speed automatic transmission. The manual transmission is slick with short shifts and the location of the box is on the centre console. The clutch is also light and easy to use in city where you constantly clutch and de-clutch. The automatic on the other hand is a bit sluggish and has the rubber band effect. The other engine on offer in the Grand i10 is the 1.1-litre U2 diesel engine on this. This engine produces 68bhp of power and 160nm of maximum torque. The power delivery is fairly linear and there is hardly any turbo lag. But once you cross 3500rpm, the engine struggles to produce power just like most of the short stroke mills. To improve drivability, this engine comes mated to a five-speed manual transmission that has short gearing. This enhances the drivability in city making it easier to pull when even the cog is lugged in a higher slot. It is only the fifth gear that is overdrive, for better highway fuel efficiency.
The ride of the Grand i10 is well sorted, however it is the handling that is good for city driving. The steering wheel feel is better than the i20 and Verna, but it isn’t that exciting.
The handling on the other hand isn’t brilliant. Now, the Grand i10 has been designed for city driving, so handling within the city speed limits is just fine. If you push it beyond, it understood that it won’t that great as it isn’t meant for that. The steering wheel is definitely a lot more responsive than the Eon and i20 and doesn’t feel slack or dead at any given time.
The ride on the Grand i10 is supple and the suspension does a good job of ironing out most of the bumps. The front has McPherson struts while we assume the rear to have multi-link struts. The ride on the Grand i10 is good and that is what it has been built for. The occupants aren’t just comfortable but also are happy to have a good ride.
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