speeds and it takes a bit to get moving, but once on the move, it feels like it has sufficient power for city driving. The mid-range feels peppy, the super-slick gearbox is easily the best in the class, and the Grand i10 settles into an effortless cruise when driven in a relaxed manner. But the Hyundai lacks the outright pull of the Liva, which has a bigger motor. In fact, it takes the Grand i10 a lazy 20.25 seconds to get to 100kph, and this can be a bit of an issue when you’re overtaking on the highway.
The Liva, with a 0-100 time of 15.86 seconds, is not an exceptional performer either, but it’s much better than the Hyundai. It accelerates from a standstill in a linear manner and the responsive engine means that you will never really be waiting or wanting for more power in the city. Toyota has tailored the Liva for city driving—it’s got a light clutch (but not as light as the Grand i10’s) and a smooth shifting gearbox. And you’ll enjoy driving the Liva on the highway more than the Grand. The Liva’s 1.4-litre four-cylinder engine also remains largely vibe-free, but it does sound a bit gravelly and is the more audible of the two, getting progressively noisier as you build revs. And this is despite Toyota improving the insulation levels on the refreshed Liva.
Ride & handling
Hyundai’s Grand i10 is exceptionally light to drive for a diesel car. The super-light clutch pedal, electric power steering and gearshifts make this car a breeze to drive in the city. Its soft suspension does a good job of dispatching speed breakers and potholes, but it does thump over big, sharp bumps. And, on patchy roads, though it shows decent composure, it’s nowhere near as stable as the Liva. The light steering, while great in the city, feels a bit vague at higher speeds.
At low speeds, the Liva’s ride feels a bit jiggly over uneven surfaces, but it’s not jarring. Up the pace and the ride smoothens out and is comfortable. It cruises with a flat and consistent poise,