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.
Liva has no different interiors than the Etios sedan. Despite the shorter wheelbase, there is sufficient room for five in the car. The quality on the Liva has been improve with the facelift and the issues of feel of plastic have been solved.
Major changes have been made on the interiors of the Etios and the results are positive. The dashboard now has beige and grey trim and even the quality has been improved by a couple of notches. The interior trim has been changed from grey to beige fabric and even the headrests are no longer integrated and can be adjusted. This alone changes a lot in the interior, and it does feel premium than before. The music system on the Etios has been changed and even the new 2 DIN music system does look a lot more stylish and better in design. Toyota built a sedan for a family that can only afford a single car, so the Etios had to be spacious.
The wheelbase of the Liva is 2460mm, which is shorter than the Etios by 90mm. This means that there is a reduction in knee room in the second row. However, the space is that bad either. The central tunnel in the second row has been flattened and three large people can seat without much of a squeeze. There is sufficient room for your head and knees in the second row and you sit comfortably in the first row as well. We wish that the seats had a bit more cushioning to soften them. The thigh support is decent and to our dismay, the back support wasn’t that good. Even the boot of the Liva is sufficient as it can gobble 251 litres of luggage into it. The loading bay could have been a bit lower for easy loading and unloading.
J: This is the base variant of the Etios Liva and it comes only in petrol and diesel variant. This version comes with body coloured bumpers, tubeless tyres, air conditioner with heater, cooled glovebox and digital tripmeter. It even misses out on power steering.
G: This is a variant higher than J and is available in petrol and diesel engine options. It also includes body coloured door handles, body coloured ORVMs, B-Pillar Black-Out, intermittent wiper, chrome garnish on boot, power windows, electric power steering and central locking. Only the G variant comes with a diesel engine option on the Liva.
V: This variant encompasses front fog lamps, 12 spoke alloy wheels, and roof-mounted antenna, and rear defogger, tachometer and in-dash music system with USB & Aux-in. This version is available only in petrol version.
V (With safety pack): A top end variant in Toyota Etios Liva includes side skirt, steering mounted audio controls, leather wrapped steering wheel and chrome-accented shift knob.
TRD Sportlivo: The Toyota Etios Liva Petrol TRD Sportivo is a limited edition car with body graphics and sporty looks. The car comes with TRD Sportivo badge on the left side of the boot lid. Also, the seat fabric has TRD Sportivo embossed on it and comes in petrol and diesel variants and a more powerful 1.5-litre petrol engine.
All the three engines on the Liva are good enough and you can pick amongst the three, depending on your running. This is one department that you do not have to worry about.
1.5-litre petrol: The petrol engine of the Etios is a 1496cc mill that churns out 89bhp@5600rpm and a maximum torque of 132Nm@3000rpm. The engine isn’t a stonker of a performer, but there the power to weight ratio of 90bhp/tonne changes the entire game. The Etios weighs 930kg, which is hatchback territory. The engine is perky and power is always available at the tap of your right foot. One usually doesn’t require a downshift to overtake.
This motor happily revs upto 6000rpm, but it tends to get a bit noisy when it crosses the 3500rpm mark. The torque spread is good and the power delivery is linear like any other efficient petrol engine. The 5-speed manual transmission comes mated to the petrol engine. The gear lever is small and the shifts are precise.
1.4-litre diesel engine: The Etios Liva comes with a 1.2-litre petrol and a 1.4-litre diesel engine. The diesel engine is same block that also powers the Corolla Altis. Toyota has detuned the same mill from 88bhp to produce only 67bhp. Even out goes the variable geometric turbo that is replaced by the fixed geometry. The 1.4-litre mill churns out 67bhp of power and 170Nm of torque.
The NVH levels of this engine aren’t low, and there is a lot of clatter melodrama especially on cold starts and high rpms. The power delivery is fairly linear and one can potter around in city traffic, even in a higher gear. There is no turbo lag in the engine, but the engine lacks the punch or the rush of power.
The Etios Liva comes bolted on to a five-speed manual transmission, which is smooth with short throws. Even the clutch is light, making driving in city traffic easy.
1.2-litre petrol engine: The Etios Liva was initially launched with the 1.2-litre petrol engine that produces 79bhp of power at 5600rpm and a maximum torque of 104Nm is delivered at 3100rpm. This engine is highly refined, like most of the modern petrol engines with low levels of NVH. This is the smallest Toyota engine in India and it is coded named as 3NR-FE.
The power delivery of this engine is linear and one can lug into a higher gear and cruise smoothly. The engine doesn’t feel out of breath on highways, like most other cars from its segment. The Etios Liva comes bolted on to a five-speed manual transmission, which is smooth with short throws. Even the clutch is light, making driving in city traffic easy.
The ride on the Etios Liva is well sorted at low speeds. It glides over potholes with a muted thud. The handling is better on the Liva as it has a shorter wheelbase, but it does get a bit jittery and unsettled at higher speeds.
Shorter wheelbase of the Liva makes its sportier than the Etios. Push it around bends and the Liva obeys your command. It sticks to the line as per your command. The alacrity of the chassis isn’t like its European competition, if you are the thrashing around types. The ride on the Etios Liva is predominantly comfortable, even the secondary ride is moderately supple.
The sporty steering wheel feels good to hold and steer. It is light, which makes manoeuvrability easier in city traffic and in busy street lanes. With a short turning radius of 4.8m it becomes easy to steer the Etios Liva.
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