Maruti Vitara Brezza is the most fuel efficient compact SUV

Maruti’s new compact SUV, the Vitara Brezza delivers 24.3kpl and beats its direct rivals by a fair margin.

Maruti has launched the Vitara Brezza SUV in India.  Arguably one of the most anticipated launches of this year, the Vitara Brezza is Maruti's entry to the sub-four-metre compact SUV segment.

 

Its proportions are what you'd expect from a compact SUV - 3,995mm long, 1,790mm wide and 1,640mm tall, with a 2,500mm wheelbase and an impressive ground clearance of 198mm. Less impressive, however, is its boot capacity, which at 328 litres, is less even than what you get in Maruti's own Baleno hatchback.

 

The new compact SUV is powered by Maruti’s tried and trusted 89bhp, 20.39kgm 'DDiS 200' 1.3-litre diesel engine from the Ertiga, Ciaz and S-cross, mated to a five-speed manua gearbox. As of now, there's no mention of a petrol engine option, and there won't be one at the time of launch, but the Swift's 1.2-litre petrol and even the all-new 1.0-litre, three-cylinder Boosterjet turbo-petrol could be on the cards for later. There are talks of an AMT-equipped version, but that is expected to join the line-up later. The SHVS mild-hybrid system also won’t be offered on the model.

 

A leaked brochure has revealed the fuel economy figure of the Vitara Brezza. Maruti’s new compact SUV delivers 24.3kpl. Its direct rivals like the Ford EcoSport diesel deliver 22.7kpl and Mahindra TUV300 does 18.49kpl while the slightly larger SUVs like the Creta 1.4 and the Duster 85ps deliver 21.38kpl and 20.45kpl respectively. This means, the Vitara Brezza not only exceeds its direct rivals but also some of the larger players in the SUV category. It also beats its own big brother, the S-Cross 1.3 (23.45kpl) in the fuel economy race.

 

While the Vitara Brezza is available in a number of trims with different levels of equipment (detailed below), Maruti also offers it with three different exterior styling themes - namely Glamour, Sporty and Urban - each of which offers different contrasting colours and accessories on the outside and in.

One look at the Vitara Brezza’s styling confirms that it has all the ingredients to achieve the imposing stance of an SUV. Up front, the huge bumper along with a wide air dam takes centre stage. There are prominent housings for turn indicators and round fog lamps in the bumper. There’s a faux skid plate present too. The bold-looking grille is wide and comes with a broad brushed aluminium slat and a large Suzuki logo at the centre. It gets simple headlamps, which will house projector beam units and LED daytime running lights. The model gets a flat bonnet and blackened A-pillar, like the Swift.

Moving on to the sides, the Vitara Brezza sports squarish wheel arches along with BMW-like body cladding which runs along the wheelbase. It gets a strong shoulder line that runs across the sides and top-spec trims will get 16-inch alloy wheels.

The Vitara Brezza comes in six variants – LDi, LDi (O), VDi, VDi (O), ZDi and ZDi+. The base LDi gets power steering, folding rear seat, driver airbag, audio system with Bluetooth, power mirrors, front power windows, manual AC, tilt steering and an engine immobilizer. The Vitara Brezza LDi (O) gets dual front airbag, ABS, EBD and front seat belt pre-tensioner with force limiter.
 

The VDi model gets rear parking sensors, floating roof treatment (A-B-C-pillars get blackened trims) all four power windows, keyless entry, roof rails, full-wheel covers, an electromagnetic tailgate and gear shift indicator. The VDi (O) gets dual front airbags, ABS, EBD and front seatbelt pre-tensioner with force limiter.

The higher-spec ZDi trim gets standard ABS with EBD, different lights for speedometer, piano black trim for the centre console, 215/60 R16 tyres, dual front airbags, automatic AC, projector headlamps with LED daytime running lights, 16-inch alloy wheels, a 60:40 split rear seat, steering-mounted audio control, driver’s seat height adjust, rear wiper with washer, front fog lamps, a rear centre arm rest and faux skid plate on the front and rear bumpers.

The top-spec Vitara Brezza ZDi+ gets a dual-tone exterior paint, cooled glove box, Maruti SmartPlay infotainment system with Apple CarPlay, navigation and reverse parking camera display, push-button start, cruise control, automatic headlamps, rain-sensing wipers, power folding wing mirrors and a front arm rest. What this means is that a single airbag is standard across all variants, while a second airbag and ABS are optional on all variants. The equipment level on the whole is on par with its main rival, the Ford EcoSport, though each car has a few unique features the other doesn't.

The Vitara Brezza puts Maruti in one of India's most booming segments, which currently has players such as the Ford EcoSport and Mahindra TUV300. However, it will not be sold via Maruti’s Nexa dealerships, but rather from Maruti's regular dealership network, as established dealers simply didn't want to miss out on a piece of this pie. 

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Maruti Vitara Brezza review, test drive

Maruti's long-awaited compact SUV is here. Here's a first impression of the new Vitara Brezza.

What is it?

Maruti may be king in the small car space, but what the carmaker's line-up lacked was a compact SUV model. This all-new Vitara Brezza plugs that gap in India’s largest car manufacturer’s product mix. It’s an important product for another reason too – it is the first Maruti to be designed and developed entirely in India. Maruti insiders reiterate this is a model made in India, for India, and the 98 percent localisation level further underlines the point. The overwhelming initial interest in the car suggests Maruti has a winner on its hands, but let’s just zoom out a bit and see the Vitara Brezza for what it is.

Built on Suzuki’s global C platform, the Vitara Brezza measures just under 4m in length. Like chief rival, the Ford EcoSport, the monocoque-bodied Vitara Brezza places its engine transversally and will be a front-wheel drive only; there is no provision for an all-wheel-drive system. While the last bit is unlikely to be a deterrent for buyers, what is sure to find universal appeal is the Vitara Brezza’s safe but robust design. Maruti designers wanted to capture the upright stance and look of a proper SUV within the small footprint and it must be said, they’ve succeeded to that end.

The short overhangs, squared-out wheel arches and mildly raked tail do give the Brezza the look of a scaled-down SUV. Styling isn’t flamboyant, but the lines are clean and it won’t divide opinion like the EcoSport’s appearance can. That’s not to say the Brezza’s not got its share of interesting bits. The front is characterised by a high-set, chrome-rich grille flanked by neat headlights that, on top-end versions, get projector units. Seen head on, the Vitara Brezza’s LED running lights are also styled to resemble a bull’s horns.

The bumper with its split air dam under the grille, blacked-out fog lamp enclosures and scuff plate low down also adds sufficient bulk to the design. There’s a neat shoulder line and cladding at the base of the doors too, but it’s the tapering glasshouse that really gives the Vitara Brezza its unique look here. In a bid to give the Vitara Brezza a ‘floating roof’ look, the A-, B- and C-pillars come finished in black, while the roof and D-pillar are painted in the body colour and can also be had in a contrasting shade of black or white. Further, Maruti will offer three accessory packages, namely Glamour, Sporty and Urban, to let buyers personalise their car's appearance.

Styling at the rear is not radical, but the split tail-lights replete with the 'Bull Horn' light guides, the chrome bar with 'Vitara Brezza' embossed on it and the bumper with plastic cladding and a scuff plate do give this Maruti some personality. From the rear, the Vitara Brezza does bear resemblance to the S-Cross. Practicality is also good thanks to the tailgate that is wide and extends low, allowing good access to the well-shaped 328-litre boot. Boot space can be extended by lifting the rear seat base and folding the 60:40 split seat backs forward to create a completely flat luggage space.

What’s it like on the inside?

The Brezza isn’t a very tall SUV, but the cabin is set at a comfortable height so getting in and out is easy. Up front, you get a excellent view from the well-padded seats thanks to the low-set dashboard that is smart in its own right. The centre portion (that hosts the infotainment system) is nicely framed with a piano black plastic surround, which is a neat styling element. The silver highlights and glossy black plastics on the dash do add some colour, and what’s more, the instrument cluster also gets selectable colours for the backlighting. The dashboard is practical too and comes with twin gloveboxes (the upper one being cooled), and there's a generous storage area in the console between the seats. Unlike the Baleno, the USB port is quite accessible (though still not lit) for iPhone users to connect to CarPlay.

There are, however, lots of bits shared with other Marutis, like the steering and power window switches from the first-generation Swift (our perennial beef with Maruti). The air con buttons are all new, but aren’t uniformly sized and curiously, the largest button here is that of the Auto AC mode.

The overall cabin quality is good, but not great. Some of the plastics are nicely textured, but in the lower areas, the finish could have been better. What lifts the cabin to a good extent is the woven roof lining and plush seat fabrics that deliver an ambience that is more premium than other compact SUVs.

Maruti designers we spoke to revealed balancing adequate boot space and a roomy cabin was a challenge. What’s nice is that space in the back is sufficient enough to seat three, and offers adequate knee room and plenty of headroom. The cabin width too is surprisingly good. Rear seat comfort is good and the inclusion of a fold-out centre armrest also helps here. And there’s a coat hook too.

The Brezza is available in six variants with top-end ZDi+ cars offered with Maruti’s SmartPlay touchscreen infotainment unit. The system supports Apple CarPlay, while Android compatibility is being worked on. Top-spec cars also get push button start, reverse camera, cruise control, auto headlights, rain-sensing wipers, power folding mirrors and dual airbags and ABS. A driver-side airbag is standard fit on the base LDi and VDi models, but buyers have the option to purchase a safety package that brings with it passenger-side airbag and anti-lock brakes. Commendably, the Brezza is already certified for offset and side impact norms that come into effect in India in 2017. However, the build quality feels a bit light. We would have preferred a bit more heft in the way the doors open and shut.

What’s it like to drive?

The Brezza has been launched with a single engine option – the ubiquitous DDiS200 unit. The Fiat-sourced four-cylinder, 1.3-litre turbo-diesel engine produces 89bhp and a strong 20.4kgm. First impressions are that it is adequately powered with a nice, beefy mid-range; a well-known characteristic of this engine. It’s surprisingly quick too – the 1,197kg Vitara Brezza sprints to 100kph from rest in under 13 seconds, making it quicker than the 1,290kg Ford EcoSport. The Vitara Brezza’s strong mid-range is best experienced in the 40-100kph dash in fourth gear which is dismissed in 15.2 seconds; quicker than the EcoSport's time for the same increment!

However, this engine is also known for its sluggishness at low revs which continues to be its weak link. Though Maruti has worked to minimise the turbo lag in successive models using this same motor, in the Vitara Brezza too, you can’t miss the fact that below 2,000rpm the engine isn’t quite awake. 

Although this compact SUV, which comes with reworked gear ratios will amble along quite happily on a part throttle to keep up with the flow of traffic, it’s when you mash your right foot down hard that the engine gets bogged down, especially in the relatively tall third gear. Cross the 2,000rpm mark and there’s a sudden rush of power which doesn’t abate until 5,000rpm. In fact, this engine maxes out at a remarkably high (for a diesel) 5,300rpm, which encourages you to make good use of the strong mid-range and top end. As a result, the Vitara Brezza is a comfortable highway cruiser with ample reserve for overtaking. However, a more linear power delivery and more torque deeper down would have made the Vitara Brezza more entertaining to drive. Hence, to get the most out of this engine you need be in the right gear at all times and this leads us to the gearshift, which again is nothing to write home about. It’s accurate but a touch sticky and lacks the crispness we have now come to expect from most cars in this price bracket. The clutch though is fairly light with good progression, which take the sting out of stop-start driving.

Where the Vitara Brezza impressed us was with its refinement. Sure, there’s no escaping the characteristic drone of the Fiat diesel that filters into the cabin at higher revs, but the Vitara Brezza does feel nicely hushed when driven in a relaxed manner, with road and wind noise well contained.

The Vitara Brezza’s suspension comprises front MacPherson struts and a torsion beam at the rear, but what’s noteworthy is that ground clearance is at an impressive 198mm. Base and middle-spec versions get 16-inch tyres while top-end models get 215/60 R16 tyres as standard. Our ZDi+ version came with the bigger 16-inch wheels and did a good job of smothering potholes and bigger ruts in true SUV fashion. However, the suspension is on the firmer side and the thud from sharper edges filter through. Also, on uneven surfaces the ride feels a tad lumpy, but never to the point of being uncomfortable. In fact, the Vitara Brezza does a good overall job of isolating passengers from the road and copes admirably with rough surfaces. The fat Apollo Tyres on our ZDi+ car no doubt soaking up a lot of the shocks.

The steering, like most Suzukis, has a bit of a dead zone around the straight ahead position but otherwise is pretty accurate and fairly quick too. In fact, compared to the Baleno, the Vitara Brezza’s steering feels more precise and body roll is well contained too, thanks to the relatively stiffer setup.

How quick is it?

Acceleration	Maruti Vitara Brezza	Ford Ecosport
0-10kph	0.50s	0.60s
0-20kph	1.08s	1.37s
0-30kph	1.61s	2.17s
0-40kph	2.71s	3.08s
0-50kph	3.70s	4.44s
0-60kph	4.89s	5.72s
0-70kph	6.57s	6.98s
0-80kph	8.57s	9.09s
0-90kph	10.54s	11.30s
0-100kph	12.96s	13.67s
0-110kph	16.26s	16.44s
0-120kph	19.85s	20.74s
0-130kph	23.83s	25.39s
0-140kph	29.34s	31.00s
0-150kph	37.50s	---
---	---	---
20-80 (3rd)	11.8s	12.0s
40-100 (4th)	15.2s	15.76s

Should I buy one?

The Vitara Brezza comes across as a well-rounded package but stands out most for its spacious and well-equipped cabin with best-in-class features. It’s not particularly exciting to drive and lacks a bit of emotion, but for practicality and as an everyday family transport, it’s hard to beat. What seals the deal is the very attractive introductory pricing which starts at Rs 6.99 lakh (ex-showroom, Delhi) for the base LDi version, undercutting the Ford EcoSport diesel by a sizeable margin. Even the fully loaded ZDi+ trim, priced at Rs 9.68 lakh, seems to offer good value for the money. The Vitara Brezza ticks all the boxes and puts forward all that a compact SUV buyer would be looking for and more. In fact, the Vitara Brezza caters to a wide audience ranging from not just SUV buyers, but also to those on the lookout for a hatchback and sedan too. Finally, Maruti has an SUV to take the market by storm. 

Fact File

Price Range (in lakhs)*

Ex-showroom price

Rs 6.99 - 9.68 lakh (ex-showroom, Delhi)

Engine

Fuel	Diesel
Type	4 cyls, 1248cc, turbo-diesel
Power	89bhp at 4000rpm
Torque	20.4kgm at 1750rpm

Transmission

Gearbox

5-speed manual

Dimensions

Length	3995mm
Width	1790mm
Height	1640mm
Wheel base	2500mm
Ground clearance	198mm

Suspension

Front	Independent, MacPherson struts
Rear	Non-independent, torsion beam

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Maruti compact SUV christened Vitara Brezza; official sketch released

All-new compact SUV from Maruti will make its debut at Auto Expo 2016; to directly rival the EcoSport.

Maruti has announced that its upcoming compact SUV for India will be called the Vitara Brezza. The sub-four-metre Vitara Brezza will be launched in the Indian market shortly after its global reveal at Auto Expo 2016 in Delhi. The carmaker has also released a teaser sketch of the SUV highlighting its styling and proportions.  With the Vitara Brezza, Maruti seems to be expanding its renowned Vitara SUV brand, which is available on sale globally. The name Brezza means ‘Fresh Breeze’ in Italian.

As seen in the sketch and earlier revealed spy shots, the compact SUV does feature styling borrowed from its big brother sold overseas. Styling cues include a rising belt line, a sloping roofline and a floating roof design. The production version of the compact SUV will feature squared wheel arches, short overhangs and an upright hood. At the back, the Vitara Brezza will get angular tail-lamps, and an ‘open-mouthed’ lower air dam upfront. The new SUV’s grille will receive chrome treatment as on the S-Cross crossover.

Earlier known as the YBA, the Vitara Brezza will put Maruti in one of India's most booming segments, which currently has players such as the Ford EcoSport and Mahindra TUV300. It will be positioned below the S-Cross in the company’s line-up.

The Vitara Brezza’s cabin is expected to come loaded with features. One can expect equipment like Maruti’s SmartPlay system to make its way to the higher trims of the SUV. The top variants will also come with stylish 16-inch alloys, which can be seen in the spy pictures. The test mules spotted earlier featured all-black interiors.

 This new SUV will be powered by Maruti’s existing range of petrol and diesel engines. This could include the 1.2- and 1.4-litre petrol engines and the tried-and-tested Fiat-derived 1.3-litre diesel. It was earlier revealed that this would be the first Maruti to be introduced with the company’s in-house diesel engine. But it has now been confirmed that the new motor will be available in the SUV sometime later, probably in the model’s mid-cycle facelift that is expected two to three years after the launch.

The Vitara Brezza will not be sold via Maruti’s Nexa dealerships. However, it will be safe to expect a premium product with aggressive pricing.

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Maruti Alto 800, K10 get driver airbag as add-on

The option pack is offered across all trim levels of the Alto 800 and Alto K10, making it the only model in the segment to offer this feature.

The Alto has joined the list of Maruti cars bringing safety features as add-ons, with the Indian manufacturer offering driver airbag as an option across all variants of the Alto K10 and Alto 800. Models such as the WagonR, WagonR Stingray, Swift, Dzire and Celerio are offered with the option pack which includes dual airbags and ABS as add-ons.

The Alto will be the only model in the segment to offer the option of a driver airbag across all variants, as competitors like the Renault Kwid and the 800cc Hyundai Eon only offer this feature on the top variant. Earlier, only the top VXi (O) trim of the Alto K10 came fitted with a driver airbag, while the top VXi trim of the Alto 800 offered the same as an add-on option. Other features remain unchanged.

The Alto 800 is powered by a 796cc three-cylinder engine that develops 47.3bhp and comes with the factory-fitted option of a CNG kit. The larger Alto K10 uses the 998cc K10 engine – also used in the WagonR and Celerio – and gets the factory-fitted CNG option. The engine is capable of developing 67.1bhp and 58.2bhp in the petrol and CNG guise respectively. Both cars use a five-speed manual gearbox with the Alto K10 additionally getting the option of an AMT gearbox.

Prices of the airbag-equipped variants of the Alto are as follows:

Maruti Alto 800 STD(O): Rs 2.62 lakh

Maruti Alto 800 LX(O): Rs 2.99 lakh

Maruti Alto 800 LXi(O): Rs 3.21 lakh

Maruti Alto 800 LXi CNG(O): Rs 3.78 lakh

Maruti Alto K10 LXi(O): Rs 3.46 lakh

Maruti Alto K10 VXi AGS(O): Rs 4.11 lakh

Maruti Alto K10 LXi CNG(O): Rs 4.08 lakh

(All prices ex-showroom, Delhi)

At Rs 2.62 lakh (ex-showroom, Delhi), the Alto becomes the cheapest car to get the driver airbag feature in India.

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Maruti bags shareholder approval for Gujarat plant

Voting by minority shareholders for the proposal, which was a subject of much debate, took place between November 16 and December 15, 2015.

Maruti Suzuki India has announced that a majority of its minority shareholders have voted in favour of the contract manufacturing agreement (with Suzuki Motor Corp) for the contract manufacturing agreement for production and sale of vehicles from the new Gujarat plant (which will commence production in early 2017). Also approved is the lease deed for leasing land for purposes of implementing the contract manufacturing agreement.

Voting by minority shareholders began on November 16 and ended on December 15. The result of the voting, according to the scrutineer, is that 89.75% have ruled in favour of the resolution and 10.25% against.

RC Bhargava, chairman of Maruti Suzuki India, said: “This is beneficial for Maruti because we do not have to now invest in the Gujarat plant. Maruti can use the money instead for strengthening its R&D and on extending the marketing and distribution network.”

The Gujarat plant is set to get commissioned in early 2017 and will see a total investment of around Rs 18,500 crore with Suzuki bringing in equity of around Rs 8,000-Rs 10,000 crore. With Maruti Suzuki, which currently commands a near 53% share of the passenger car market, running out of production capacity, the upcoming Gujarat plant will give it new momentum.

Given the ongoing diesel dilemma in the Delhi and NCR region, Maruti Suzuki India, with its stable of petrol-engined cars, is well placed to capitalise on future demand.

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Maruti YBA compact SUV ready for launch

Maruti’s compact SUV, the YBA, is in final stages of testing; Auto Expo 2016 launch expected.

Maruti has been testing its direct rival to the Ford EcoSport, the new compact SUV (codenamed: YBA) since a year. The YBA will put Maruti in one of India's most booming segments, which currently has players such as the Ford EcoSport and Mahindra TUV300. It will be positioned below the S-Cross crossover in Maruti’s line-up. However, whether this model will be sold via the “standard” Maruti dealerships or the premium Nexa outlets is yet to be confirmed.

 

The Maruti YBA compact SUV will be under four metres long and, as seen in earlier spy pictures, the exterior styling will make it appear muscular. An older set of spy pics suggests that its styling will be heavily inspired by the Suzuki Vitara SUV sold internationally. It retains the tapering windowline, angular tail-lamps and the ‘open-mouthed’ lower air dam. The new SUV’s grill will get chrome treatment as seen on the S-Cross crossover. Overall, the YBA’s look is a good mix of sporty and rugged. The wheel arches don’t have excessive cladding, the windscreen is steeply raked back and, thanks to a floating C-pillar, the glasshouse gets a cockpit-like look.

On the insides, the YBA will come loaded with features. One can safely expect equipment like Maruti’s SmartPlay system to make its way in the higher trims of the YBA. Also, the top variants will come with stylish 16-inch alloys, which can be seen in the spy pics. The interiors on these test mules was all-black.

 

This new SUV will be powered by Maruti’s existing range of petrol and diesel engines. This could well range from the 1.2- and 1.4-litre petrol engines and the tried-and-tested Fiat-derived 1.3-litre diesel. It was earlier revealed that this new SUV will be the first Maruti to debut with the company’s in-house diesel engine, but this new motor will make its way in the YBA sometime in the future, probably with the model’s mid-cycle facelift which can be expected in two-three years after the launch.

 

There is no confirmation on the new SUV’s real name as of now. Our sources, however, tell us that it could be called the Maruti iV-4 upon launch. As seen on the Baleno, one can safely expect an aggressive price for this compact SUV when it hits Indian shores next year.

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Maruti Baleno review

Maruti’s largest hatchback yet has large aspirations. Does it deliver?

RATING

DETAILS

• Make  Maruti Suzuki 
• Model  Baleno

Not since the launch of the Swift a decade ago have we seen a Maruti that comes with such high expectations. The Baleno isn’t just another hatchback, but the business-class ticket for Maruti to go upmarket. After the lukewarm response to the S-Cross, Maruti is banking on the Baleno to tempt buyers into its new Nexa retail network that’s been painstakingly developed to pander to a more discerning and snootier lot of consumers. Maruti has thrown everything it possibly can into the new Baleno, which is a completely new car and the first on an all-new Suzuki platform. It has absolutely no link with the Baleno sedan from a decade ago and is positioned instead as a premium hatchback to directly take on the likes of the Hyundai i20, Honda Jazz and VW Polo. But is the Baleno premium enough to make customers bite? 

Designs

The Baleno is the first car to be built on an all-new Suzuki platform, which will spawn future models like the next-gen Swift. The significance of this platform is the considerable weight saving it offers, thanks to the use of high-tensile steel and a construction that’s optimised with the latest software and computer techniques to minimise flab.

However, the torsional stiffness isn’t as good as the Swift’s, due to the longer wheelbase of the new car. The engineers could have compensated with more reinforcements in the body structure to increase rigidity, but that would have increased the weight, which Suzuki wanted to avoid.
Bolted onto the new platform is a conventional MacPherson strut front and torsion beam rear suspension system, but for the Baleno, special attention has been paid to fine tuning the damper rates, bump stops and suspension bushes. Ground clearance is a generous 170mm to take into account Indian road conditions.

The Baleno’s long 2520mm wheelbase, the longest on any Suzuki hatchback, gave the designers a lot of leeway to design a big, roomy car, which is critical for the Baleno’s premium positioning. Suzuki’s ‘liquid flow’ design language works well here, giving it a sleek, flowing silhouette unlike the more upright and distinct two-box shape of the Swift. The longer wheelbase, sharply raked A-pillar and generous glass area give it a stretched look, which achieves the designers’ objective of making it look bigger than it actually is. The large 16-inch wheels that are standard on the Alpha trim add to the size. However, the V-shaped grille and Swift-like headlights, which won’t let you mistake this car for anything other than a Suzuki, look small in comparison to the rest of the car’s generous proportions.

It’s from the rear that the Baleno looks the best. The curvaceous beltline nicely flares out at the rear into the well-rounded and distinctly muscular haunches that blend well with the steeply raked tailgate. The rear tail lights look a touch small, but the thick chrome bar (available on the Alpha and Xeta trim) accentuates the width of the rear. More rounded than sharp-edged, the Baleno’s design won’t get your heart racing, but it has a nice mix of class, maturity and restraint, which promises to age well during the car’s 7-year lifecycle.

Interiors

Suzukis have long been criticised for their cramped and basic interiors, but thanks to the demands of the Indian market (the largest in the world for Suzuki), that’s all changing. Of late, cabin comfort and space have been given top priority. We’ve seen it in the Ciaz, S-Cross and now the Baleno, which surprised us with its genuinely spacious cabin.

The large front seats (designed to suit the larger-built Europeans) are superbly comfortable, thanks to generous underthigh support and spot-on cushioning which is sensibly more soft than hard. Seat height adjust and a steering with adjustable rake and reach will let drivers of any height find a comfortable driving position.

Rear seat passengers have it really good with legroom that is best in class and enough width to seat three without too much of a squeeze. The flat, sofa-like bench won’t hold you snugly, but the generously cushioned squab and backrest are supportive. Tall passengers will find headroom a bit tight thanks to the roof, which tapers towards the sharply angled C-pillar. It’s the point of conflict between form and function, or, specifically, headroom versus styling, and Suzuki designers have found a good middle ground.

Once you make yourself comfortable and start looking around, you’ll find yourself in familiar surroundings – if you’re a Maruti owner, that is. There are lots of carryover bits from other Marutis – some good, some bad. The chunky steering wheel with a raised boss, plucked out of more expensive cars like the Ciaz and S-Cross, feels good to hold. Not so nice are some of the buttons carried over from the first-generation Swift, which feel a bit cheap and downmarket. This impression extends to other parts of the all-black cabin, like the dashboard with its hard plastics and low-rent seat fabrics.

It’s the new bits and pieces developed specifically for the Baleno (and future Suzukis) that lift the cabin to some extent. The V-shaped centre console flanked by angular and well-built air-con vents looks interesting, while the new family of buttons for the air-con controls have a solid and nicely damped feel.

There’s an all-new instrument cluster too, which again is at odds with the otherwise dour interiors. The dials with detailed, clear fonts are easy to read and the electric blue back lighting livens up the cabin at night.

Maruti has made it a mission to take the lead with connectivity and infotainment, which is fast becoming a rage amongst smartphone-toting consumers. As a result, the Baleno’s infotainment system is the most comprehensive and user-friendly by far, packed with multiple functions. The sharp, clear 4.2-inch display in the instrument cluster throws up all kinds of information. Apart from the usual average speed, real time fuel consumption and distance-to-empty readouts, you get average fuel consumption in five-minute increments and live power and torque meter, which is more gimmicky than useful.

The big news is that the Baleno is the first car in India to come with Apple CarPlay, which seamlessly interfaces your iPhone with the car’s 7-inch screen. You will love the sheer convenience of having your iPhone’s icons on the head unit for easy access to your music, telephone, text message and Siri Voice control.

All you need is a USB cable which quickly and seamlessly connects your phone. Finding the USB socket is the difficult bit, though. It’s tucked away under the dash and ahead of the storage bins, which makes it difficult to locate, especially at night (the socket is not lit).

That niggle apart, the Baleno’s cabin is quite practical, with generous door pockets and lots of recesses and cubbyholes to store small items. The 339-litre boot can swallow quite a few bags, but the high load lip and low floor makes hauling heavy bags cumbersome. The seats fold 60:40 on all variants except the base Sigma, but what is truly commendable is that the twin airbags and ABS brakes are standard across the range. Maruti’s commitment to safety even when customers don’t pay for it earns the Baleno an extra star.

Performance

The Baleno is powered by a familiar range of powertrains commonly found under the hood of several other Marutis. It’s the CVT transmission in the Baleno automatic that’s new. Interestingly, Maruti decided against Automated Manual Transmission (AMT), the trend in small cars these days. This is because AMTs carry a bit of a stigma as being a ‘poor man’s automatic’, something Maruti consciously wants to avoid, given the Baleno’s position as a premium hatch.

The 1.2-litre K12 petrol motor is one of our favourites and a reminder that Suzuki makes some of the best small displacement petrol engines. In the lightweight Baleno, the K12’s peppy character is further amplified and this is immediately apparent the moment you slot the smooth-shifting gear lever into first and engage the clutch. The Baleno takes off with an urgency not seen in any other hatchback and sprints to 100kph in a brisk 12.60 seconds. There’s no drastic let up in pace, and on our test trip, we hit 140kph in 25.67 seconds, which is 8.34 seconds faster than the heavier Swift. The best bit is that this superbly balanced motor absolutely loves being revved without feeling strained. There’s a fair bit of mechanical noise at high revs, but it’s more a result of skimpy sound insulation (to save weight) than engine harshness. It’s a pity then that the rev limiter has been set at a conservative 6,200rpm. This engine could easily spin faster.

Superb part-throttle response makes the Baleno well-suited to darting through traffic. A mere prod of the throttle allows you to close gaps with ease. Press down further and you encounter the engine’s unenthusiastic and flat mid-range and this is most evident when you’re trying to overtake in the rather tall third gear. You often need to downshift and rev the motor if you’re in a hurry.
Another issue is that bit of hesitation or jerkiness at low revs and in stop-go traffic, which we put down to the ECU mapping. We feel Maruti engineers, while tuning the ECU, have compromised a seamless power delivery for class-best fuel efficiency.

The CVT in the Baleno automatic is responsive at low speeds, maybe too responsive, and modulating the throttle in traffic snarls requires an initial getting used to. On the highway, however, the CVT quickly loses its appeal. Because of the way it holds a constant engine speed, there’s a continuous drone, which can get quite irritating. Toggle the Sport button on the gear lever and you can feel the CVT acting faster, but on the highway, it doesn’t have much of an effect.

Enthusiasts may be disappointed that the Baleno gets the ubiquitous Fiat-sourced 1.3 diesel with the lower power output. Badged the DDiS 190, this 74bhp engine is not as under-powered as you’d think. Again, it’s all about power-to-weight ratio and the bantam Baleno diesel is no slouch. The 0-100kph is dispatched in 12.92 seconds, but it’s the punchy mid-range that’s most potent. Drop below 1,900rpm and the Baleno engine gets bogged down. There’s a fair bit of turbo lag, inherent in small displacement diesel engines, and if you’re in a hurry, you have to constantly use the five-speed ’box to stay in the meat of the powerband.

The DDiS motor revs quite easily to 5,000rpm, which is high for a diesel, but it’s best to upshift just after the 4,000rpm mark. At high revs, the engine feels harsh and noisy and you can’t escape that diesel drone. Refinement is quite poor and we find that this ageing Fiat diesel is getting outclassed by bigger displacement diesels now in most areas.

Handling

Unlike the sporty Swift, the Baleno has a gentler nature and that’s reflected in the way it rides and handles. There’s a maturity to the its dynamics and an underlying sure-footedness at any speed. The steering isn’t as quick or sharp as the Swift’s, but it has enough heft to give you confidence at highway speeds. We expected the lightweight Baleno to feel skittish on bad roads and get tossed around, but instead, there’s a reassuring stability on any surface. The suspension feels pliant under normal driving conditions, but when you hit a sharp ridge or rut, it distinctly thuds through. The Baleno’s suspension, because of the large wheels, has limited travel, and it’s easy to hit the bump stops on bad roads. Over most surfaces, however, the suspension works silently and with little vertical movement even on rough roads, to deliver a smooth and flat ride.

The Baleno doesn’t dart into the corners with the eagerness of the Swift either and the steering may not be bristling with feel, but there’s a linearity in the way it weights up, so you don’t have to constantly correct. The handling is all very predictable and failsafe, while the wide 195/55 tyre foot print gives plenty of grip too.

Efficiency

The pay off for all the weight saving achieved in the Baleno is experienced at the pump. Also helping fuel efficiency is engine calibration – Maruti engineers always favour fuel efficiency over driveability, and it shows. The Baleno petrol returned an impressive 13.43kpl and 18.11kpl in the city and highway cycles respectively, while the CVT isn’t too far behind with 13kpl and 16.9kpl. The diesel Baleno sips even less, returning a best-in-class 14.9kpl and 21.4kpl for the same cycles.

Infotainment

Smartplay is what Maruti calls its new seven-inch touchscreen-based infotainment system. It debuted on the Ciaz and has since found its way into more models, like the Ertiga and S-Cross. In the Baleno though it also debuts Apple CarPlay, which lets you mirror your iPhone’s interface on the screen for much better control. The Google equivalent, Android Auto, will be introduced later, Maruti says. However, even the standard Smartplay interface is one of the crispest and easiest-to-use. There’s no CD player, but you do get aux, USB, Bluetooth, and sat-nav, and it also acts as the monitor for the rear-view camera.

Verdict

Ticks all the right boxes and gives best bang for the buck. The Baleno is a practical and capable hatchback that ticks all the right boxes. It looks very stylish, has the right proportions and comes with a comfortable, well-equipped cabin. No doubt, it has raised the game for Maruti in the premium hatchback segment, but is it a game changer? The design doesn’t break the mould in any way and the interiors too aren’t very exciting. What you do get with the new Baleno are a couple of ‘firsts’ in areas of connectivity (debut of Apple CarPlay in India), safety (airbags and ABS standard across range) and a new lightweight chassis (for unbeatable fuel economy). However, the Baleno’s bid to be seen as a premium offering has ironically been undermined by a bargain price. The Baleno gives you the maximum bang for your buck and that’s the most compelling reason to buy one.

Overall Rating

 

Tech Specs

Fact File

What it costs

Ex-showroom (Delhi)	Rs 4.99/6.76/6.16 lakh
Warranty	2 years/40,000km

Engine

Fuel	Petrol /petrol auto/ diesel
Installation	Front, transverse
Type	4 cyls, 1197cc, petrol/ 4 cyls,1248cc, turbo-diesel
Bore/stroke	73.0/71.5mm, 69.6/82mm
Compression ratio	11.0:1, 17.6:1
Valve gear	4 valves per cyl, DOHC/4 valves per cyl, DOHC
Power	83.1bhp at 6000rpm/ 74bhp at 4000rpm
Torque	11.72kgm at 4000rpm/ 19.37kgm at 2000rpm
Power to weight	93.37/91.31/75.12bhp per tonne
Torque to weight	13.16/12.87/19.66kgm per tonne

Transmission

Type	Front-wheel drive
Gearbox	5-speed manual/ CVT/ 5-speed manual

Dimensions

Length	4995mm
Width	1745mm
Height	1500mm
Wheel base	2520mm
Boot volume	339 litres
Ground clearance	170mm

Chassis & Body

Construction	Five door hatchback, monocoque
Weight	890/910/985kg
Tyres	195/55 R16, 185/65 R15
Spare	Full size

Suspension

Front	Independent, MacPherson struts, coil springs
Rear	Non-independent, torsion beam, coil springs

Steering

Type	Rack and Pinion
Type of power assist	Electric
Turning circle	9.8m

Brakes

Front	Ventilated discs
Rear	Drums
Anti-lock	Yes

Performance

0-20	1.27/1.50/1.00sec
0-40	2.82/3.50/2.76sec
0-60	5.36/5.95/4.96sec
0-80	8.12/9.08/8.53sec
0-100	12.60/13.20/12.92sec
0-120	17.88/19.10/19.36sec
0-140	25.67/27.76/28.74sec

Economy

City	13.4/13.0/14.92kpl
Highway	18.1/16.9/21.42kpl
Tank size	37 litres

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Bajaj Pulsar AS 150 vs Suzuki Gixxer SF comparison

Bajaj’s AS 150 and Suzuki’s Gixxer SF come face-to-face to qualify as the best-suited motorcycle for India.

 

The Pulsar AS 150 and Gixxer SF are two of the latest models from Bajaj and Suzuki respectively. The motorcycles are equipped with contemporary technology, and are designed keeping the requirements of different riders in mind. Bajaj has built the AS 150 to undertake or at least fit the profile of a dual-role bike — one as a commuter within the city, and the other to go on adventures over the weekend.

Under its skin, Suzuki's Gixxer SF is essentially the very capable Gixxer. The Gixxer SF is as adept as the previous model, but now has the added benefit of a fully faired design. Suzuki recently announced their Gixxer SF Cup, a one-make series to take place soon at two of India’s top race tracks, the Irungattukottai Race Track outside Chennai and the Kari Motor Speedway in Coimbatore, clearly stating the brand’s sporty intent for its Gixxer SF.

Let’s take a look at how the two motorcycles perform.

Sporty or adventurous?

The Bajaj Pulsar AS 150 and Suzuki Gixxer SF feel just a bit different from each other once you are astride. The Adventure Sport 150 has an upright, truly comfortable seating position. You sit upright with legs extending a bit towards the back and arms wide apart with almost no weight transferred to the wrists, making the bike good enough to use on a daily basis. On the Suzuki Gixxer SF, you sit with arms stretched out just a bit more and legs extending backwards a bit. The Gixxer SF feels good to ride within the city.

However, riding dynamics of the two bikes are different. The Bajaj AS 150 loves following a straight line, and is an able highway touring machine. The seat though plush and wide enough, can get slightly uncomfortable when cruising longer distances due to its squared edges. The Pulsar AS 150 is a decent handling bike around corners but lacks as confident a feel as the Suzuki Gixxer SF.

The Suzuki will turn into the corner eagerly and you can really bank on its wide, MRF tubeless radial tyres and well-sorted suspension to make the most out of any winding road. Not only does it outdo the AS 150 on this front but it also virtually puts to shame every other motorcycle in its category. The SF is a bit of a benchmark bike in its class.

The Gixxer SF shoots off with a well-tuned, low and mid-range power output, but the power tapers off rather quickly once you reach the far end of the rev range. The Gixxer SF is good for highway runs and will cruise nicely while seating you in a comfortable, yet slightly sporty riding position. We achieved 60kph from a halt in 5.3 seconds on the Suzuki. The AS 150 in this respect has a better high-end power delivery and even feels a bit faster. The Gixxer SF wants to be ridden hard every time. The Pulsar AS 150 has a calmer, more relaxed operation and yet we achieved the 60kph mark here quicker in 5.1 seconds, which speaks volumes of its high refinement levels.

At cruising speeds of about 100kph, both motorcycles feel smooth and equally eager to rev on. Here the Bajaj feels as though it has a bit more power to play with, but eventually both motorcycles can achieve speeds post 115kph going hard on the throttle.

Bringing all that power to halt on both the bikes are the potent Bybre braking systems. The Bajaj Pulsar AS 150 uses a single, 240mm petal disc up front, along with its 130mm drum brake at rear. This brings the bike to halt from 60kph in 17.56 meters only, without losing its composure. The Suzuki also makes use of a single Bybre made disc brake upfront but has a larger 266mm diameter. The brakes on the Gixxer SF offer good initial bite and excellent feedback at the brake lever. We managed to bring the Gixxer SF to halt from 60kph in 15.24 seconds, due credit for this also goes to its fatter radial rear tyre, which provides much needed stability under hard braking.

Ride quality on the Bajaj Pulsar AS 150 feels plush and absorbs bumps with no issue. The Suzuki though is a well-sprung motorcycle equipped with fat 41mm front forks and a monoshock at rear that absorb broken roads well and remains stable over largely any kind of bump or undulation. Constant feedback is provided from the light steering unit upfront. The Gixxer SF is equipped with a steel tubular frame that holds the engine as a stressed member.

All is faired, in full or quart

The quarter fairing on the Bajaj Pulsar AS 150 is a neatly styled unit that extends back sleekly into a tall, clear visor, providing practical wind blast protection when riding fast. A potent projector headlamp is thoughtfully provided, illuminating the road really well at night. The smart LED pilot lights also look good.

Now, the Gixxer SF’s full fairing was designed in the same wind tunnel where the Hayabusa’s cocoon was desgined. The SF’s headlight, which is directly connected to the battery, emits a bright beam at night and the SF gets reflective taping on both wheels.

Bajaj Auto decks its AS 150 with a good-looking digi-analogue instrument console that displays the time, has a shift-indicator light and a side-stand engaged text — all neatly displayed along with a digital speedometer and analogue tachometer. The AS 150 has handle-mounted rear view mirrors that work really well. The switchgear is blue backlit and the grips feel soft to touch. Bajaj also provides a hinged fuel-filler cap on the Pulsar AS 150.

The Suzuki Gixxer SF, on the other hand, has an informative fully digital instrument console, which most importantly displays the engaged gear and time as well. Suzuki also provides a bright shift-warning light here. The SF gets fairing-mounted rear view mirrors which work well, but feel a bit wide and stick outward when negotiating traffic. Grips and levers impart a feel-good factor on the SF.

The Bajaj AS 150 tail-light is borrowed from Bajaj’s Pulsar 200NS and so are the black grab handles mounted just above it. Good bits such as the alloy footrests and the side-mounted steel engine guard give the bike a premium feel. Going with the new trend, the exhaust unit is neatly tucked away under the bike.

The well-contoured stepped saddle is a single unit on the Gixxer SF. The motorcycle shares its tail-light with the Gixxer. Grab handles are nicely integrated in the rear panel design, making it seem like a single unit. Suzuki provides a side-mounted, twin-port exhaust on the SF, which is finished in titanium-like paint that is also heat resistant.

Overall quality and fit and finish on the Bajaj Pulsar AS 150 and the Suzuki Gixxer SF are top drawer, with Bajaj consistently improving quality of materials used.

Single motors, punchy performers

Thumb-start the Bajaj Pulsar AS 150 and its engine instantly settles into a vibration free and potent hum. The 149.5cc, single-cylinder and carburetted engine produces 16.8bhp at 9,500rpm and 1.3kgm of torque at 7,000rpm. Bajaj provides the AS with its patented twin spark technology. Rev the bike hard and the needle swings rapidly past the red zone as the refined, smooth and vibe-free engine revs willingly to meet its limiter at about 11,000rpm. The AS 150 has a particularly smooth shifting and 5-speed gearbox, in a 1-down and 4-up pattern. Bajaj also provides a light-action clutch here for seamless shifts.

The Suzuki on the other hand has a 155cc, carburettor-fed engine that makes a lower power of 14.6bhp made lower down at 8,000rpm and a slightly higher torque output of 1.4kgm made earlier at 6,000rpm. The Gixxer SF has a slightly gruff-sounding engine when revved hard but this does not result in vibrations felt anywhere. Power delivery is linear and is spread across a wide powerband, which is the reason why we didn’t need to downshift much here. The Suzuki Gixxer SF’s engine is mated to a 5-speed gearbox and each gear slots in with precise feel in a 1-down and 4-up pattern. The Suzuki’s clutch is well weighted and operates with a light feel.

On the Bajaj Pulsar AS 150, we managed to receive 40.2kpl in the city and 44.4kpl out on open roads, cruising at an indicated 90kph. The Suzuki Gixxer SF managed a bit more on this front, dishing out 42.5kpl in the city and 45kpl on the highway. Both motorbikes have identical, 12-litre fuel tank storage capacities.

Winner takes it all

The Bajaj Pulsar AS 150 and Suzuki Gixxer SF come with their own special features, and an important factor in the end is to consider how much they cost. The Suzuki Gixxer SF costs Rs 83,500 while the Bajaj Pulsar AS 150 will set you back slightly lesser, at Rs 79,000 (prices ex-showroom, Delhi).

Choosing between the two, it has to be the Suzuki Gixxer SF. This motorcycle, even though priced at a small premium, is a well-rounded package and feels a bit more enjoyable to use within city limits and on the highway. The Suzuki Gixxer SF also shines brighter when let loose on the twisties, where its handling genius is an eye-opener. The Bajaj Pulsar AS 150 is made for a more relaxed journey and also feels smoother around the edges, but lacking that all-round magic that Suzuki has achieved on its SF.

Specifications

Bajaj Pulsar AS 150

Suzuki Gixxer SF

Price

Rs 79,000 (ex-showroom, Delhi)

Rs 83,500 (ex-showroom, Delhi)

On sale

Now

Now

L/W/H

2070/804/1205

2050/785/1085mm

Wheelbase

1363mm

1330mm

Fuel tank capacity

12 litres

12 litres

Kerb weight

143kg

139kg

Engine layout

Four-stroke, single-cylinder, air-cooled

Four-stroke, single-cylinder, air-cooled

Displacement

149.5cc

155cc

Power

16.8bhp at 9500rpm

14.6bhp at 8000rpm

Torque

1.3kgm at 7000rpm

1.4kgm at 6000rpm

Specific output

112.4bhp per litre

94.2bhp per litre

Power to weight

117.5bhp per tonne

105bhp per tonne

Gearbox

5-speed, 1-down, 4-up

5-speed, 1-down, 4-up

Front suspension

Telescopic forks

Telescopic forks

Rear suspension

Monoshock, box-section swingarm

Monoshock, box-section swingarm

Front brake

240mm disc

266mm

Rear brake

130mm drum

130mm drum

Wheels

10-spoke

6-spoke alloy

Rim size

17 inches

17 inches

Tyre size

80/100 x 17 – 110/80 x 17 inches

100/80 x 17 – 140/60 x 17 inches

 

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