Hikes in Excise Duty Of Maruti SX4 , Honda Civic And Toyota Corolla

The government, in the Union Budget, had rised excise duty on SUVs with engine capacity of over 1500cc, length of more than four metres & ground clearance of 170mm or above, from 27percent to 30 percent.

In our market, cars like the Toyota Corolla Altis & Maruti SX4 also fall under these parameters & hence, suffered the excise duty rise as well.

Now, the Central Board of Excise & Customs (CBEC) has issued a statement of clarification saying, “It is clear that the afore cited motor vehicles (Maruti SX4, Honda Civic & Toyota Corolla Altis), which are known as Sedans, will attract the excise duty of 27 percent as applicable to large segment cars.”

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Automobile Company Maruti Set To Launch WagonR Stingray

Maruti is all set to launch a sportier looking WagonR here called the WagonR Stingray. The WagonR Stingray will sit above the current WagonR. The carmaker has taken this initiative in order to draw back attention to the brand.

The Maruti WagonR Stingray will come with different styling up front & at the rear. The front gets a cleaner & sportier look with slim headlamps which may house projector beam units, a flat bonnet & a slimmer grille & an all new bumper with a bigger air dam. The side profile of the car is expected to remain the same as the current WagonR. The rear is unique to the Stingray in the form of slimmer tail lamps with clear lens units & an all new bumper that houses the number plate. The Stingray will get alloy wheels as well.


The sportier WagonR will also reportedly come with slightly spruced up interiors in the form of different colours for the upholstery & other minor tweaks.  The WagonR Stingray is expected to carry the same three cylinder 67bhp 1.0 litre K10 series motor as seen in the current WagonR.

Expect the Stingray to be priced around Rs 40,000 50,000 more than the current WagonR when it hits the showrooms soon.

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A Limited Edition Swift RS Launched By Maruti

Maruti has launched a limited edition Swift model, RS which is included with add ons like cool body graphics & a body kit.

The Swift RS’s body kit includes a revised front & rear bumper & a roof spoiler. It also gets black & blue body graphics, along with black wheel covers. The wing mirrors come in blue & there’s even an illuminated Swift emblem on all four door siils.

On the inside, the upholstery is once again adorned in black and blue, & it also gets a music system with a CD player, Aux in & USB capability.

On the introduction of the Swift RS, Manohar Bhat, vice president, marketing, Maruti Suzuki India, said, “The Swift RS is in continuation of Maruti Suzuki’s celebrations planned around the Swift model as it moves towards the “1 million” cumulative sales mark. The Swift not only pioneered the premium compact segment in the country, it continues to remain the top selling car in the segment. The Swift has cumulatively sold over 9.6 lakh units since its launch in May 2005. We are confident that the limited edition Swift RS will be ideal for customers who look to further enhance the sporty character & style of the Swift. All this comes with a much higher value worth than the price the customer pays for the Swift RS package.”

The Swift RS package is available only on the VXi & VDi trims & is priced at Rs 24,500 over & above the cost of the respective trim.

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Test Drive and Review of new Maruti Alto 800

It’s not everyday that you get to test a car that’s likely to be a surefire best seller, but that’s just what this is    a first drive of Maruti’s all new Alto 800, a car that in all probability will start life at the top of the sales charts.

The new Alto is a car Maruti has poured its heart & soul into to get right. What the company wants is continuity & progress. It wants the Alto 800 to take off from where the current Alto stands today, & for that Maruti’s designers have given it an identity that is instantly recognizable.

 So there’s an overriding feeling of familiarity as you walk upto the car. The compact dimensions, the high mounted headlights & the thick ‘C’ pillar at the rear of the car tell you this is an Alto, instantly. But the new bits stand out as well. There’s a new two part grille is attractive, the high mounted petal shaped headlights stand out, the mild chin spoiler looks sporty & the wheel arches that are mildly flared as well. Unlike the earlier car, this one is mildly tipped forward too, adding to that sporty feel. The design is familiar around the back as well, but here too there are fresh new details like the crystal like tail lights & some sculpting on the hatch that adds a spicy touch. What makes the car looks a bit awkward from some angles however is the massive ground clearance, something that just doesn’t sit well with the compact dimensions. The more conservative Alto 800 however is likely to appeal to a wider audience than Hyundai’s overtly styled Eon, which has polarised opinion.

The new Alto 800 is built on the same wheelbase as the earlier car & plenty of suspension bits are carried over, but the structure has been heavily modified to make it stiffer. Maruti’s engineers have concentrated on keeping it light too. The roof, for example is made of thinner steel, but has corrugations for added rigidity.

The biggest change however is in the cabin. There’s an all new & more contemporary looking dash, with a strong ‘V’ around the center console & plastic quality has been improved considerably. There are plenty of silver accents in the cabin, & there’s a horizontally aligned bottle holder placed ahead of the gear lever, which is quite innovative 

The inclusion of new slimmer seats mean there is marginally more space for passengers but this is a car that’s hard to get in comfortable in. The small front seats with their integrated head rests for example, lack decent back support & the rear seat back isn’t too comfortable either.  Space is also only marginally better than the current car which means its very cramped, especially in the rear. The moulded roof lining & fully clad pillars however improve the ambience of the cabin tremendously.

There are big changes under the bonnet as well. Maruti may continue to call this 800cc motor the F8D but changes made are quite far reaching. There are new short skirt pistons, the compression ratio of the engine has been increased & the air inlet system has been made longer. Torque as a result is 11 percent better, & you can feel it.

Push down on the accelerator & the Alto 800 sets off in a much more determined manner. Low engine speed responses have always been a strength of this engine & now its better. You don’t need to rev the motor hard to get a move on & you can upshift quite early so overtaking is not as much a challenge as before. At very low revs there’s a jerky throttle action, which is typical of other Maruti motors as well & hence driving in bumper to bumper is not very smooth. Out on the highway, the improved motor felt more eager thanks to improved performance at the top end of the rev range. In fact, there’s a sporty note to at higher revs & the engine doesn’t feel as thrashy as before.

The gearbox too has been improved over the earlier car with a new cable type shifter. The gearshift is fairly smooth but it still doesn’t have the precision or crisp action of more contemporary competition.

The ride is simply outstanding for such a small car & it copes admirably well with everything that’s thrown at it. The Alto 800’s tall springs & 80 profile tyres absorb potholes & ruts with ease but as expected the Alto 800 is never as well settled as a bigger car. There is always a nervous bit of vertical movement when the road gets uneven but it’s not to the point of being uncomfortable.

When it comes to driving pleasure the Alto 800 really won’t excite you. There’s no excess of power for one & the handling is pretty soggy too. The steering feels a bit vague, especially around the straight ahead position, & the car doesn’t like to be cornered hard. But then the kind of person who is buying this car isn’t going to really care.

The new Alto 800 may not have the same modern feel as the Hyundai Eon but certainly feels a generation ahead of the previous Alto with better interiors, dynamics & performance. It looks more contemporary too. Is that enough to keep its popularity sky high? It will finally depend on the price.  However, assuming a Rs. 3.15 lakh sticker for the base, air con equipped version, Maruti’s latest will continue to be the best selling car on Indian soil after it goes on sale on October 16th.
Fact File

Engine
Fuel     Petrol
Installation     Front, transverse
Type     12 valve, 796cc, 3 cyl,
Power     47bhp
Torque     7.03kgm

Transmission
Type     Front wheel drive
Gearbox     Manual, 5 speed

Dimensions
Length     3395mm
Width     1490mm
Height     1475mm
Wheel base     2360mm
Ground clearance     160mm

Chassis & Body
Weight     720kg
Tyres     145/80R12 (tubeless)

Suspension
Front     Gas filled McPherson Strut, Torsion Roll control device
Rear     Coil spring, Gas filled shock absorbers with three link rigid axle & isolated trailing arm

Brakes
Front     Solid discs
Rear     Drums

Economy
Tank size     35 litres

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Second Report on New Maruti Swift Dzire Zdi

Our first monsoon casualty! A branch had fallen on the Dzire & caused considerable damage. The rear windscreen was shattered, the boot lid dented & the roof had suffered some damage too. We got in touch with Maruti’s workshop, who informed us of the unavailability of the rear windscreen glass. The wait, coupled with the process of getting it fixed, took 15 days, & the hefty bill of Rs 21,161 came as a bit of a shock. It’s interesting to note that the rear windscreen cost us just Rs 1809, while the denting, painting & labour comprised the rest of the bill.

As soon as the car came back, I took it to Nashik for one of my now rather infrequent trips home. Thanks to the late hour, driving out of Mumbai was hassle free, & it did not take me long to appreciate the finer points of the Dzire. The 1.3 Multijet unit is smooth & complements the overall character of the Dzire quite well. While it felt a bit hesitant at lower rpms, I had no reason to complain once past 1900rpm, when the turbo kicked in. Hereon the Dzire displayed a strong pull, with a very instantaneous response to the throttle inputs. Out on the highway, it felt right at home. The suspension set up seemed to have struck the right balance between softness & stiffness. The steering, though light at city speeds, provided decent feedback at highway speeds.

It was pouring cats & dogs all through my drive, but the Dzire gave me no reason for worry. The grippy 185 section tyres worked nicely on the wet surface, inspiring confidence. The wipers did a good job of keeping the windscreen clear while the rear windscreen defogger worked overtime. The headlights were decently bright & the fog lamps helped in lighting the sides pretty effectively.

I found the driver’s seat a very comfortable & supportive place to be, & the two tone interiors worked well for the cabin. However, the beige floor mats seemed to highlight every little speck of dirt. Our Dzire is the ZDi variant, which comes with a factory fitted music system that supports MP3 & has Aux in & USB connectivity. However, I like being spoilt for choice when on a long drive & could have done with Bluetooth connectivity too.

But I ought not to complain. With the highway being empty, the Dzire gobbled up the kilometres to Nashik happily without burning a big hole in my wallet, despite some spirited driving. All this & the drive back to Mumbai was done in less than half a tank of diesel!







Main Features :

Odometer: 9,500km

Price: 8.74 lakh (on road, Mumbai)

Test economy: 17.2kpl

Repair costs: Rs 21,161

Faults: None

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New Maruti Alto 800 is coming soon

Maruti’s all new Alto 800 is now inching closer to launch.

The new Alto 800 will be based on the existing Alto platform & will be powered by the same 796cc three cylinder motor (F8D) from the Alto, which has been modified to meet the latest emission norms. The new Alto 800 will slot in below the Alto, is expected to have all new interiors, & will be a tad more spacious than before. The design is rather basic, with the nose getting high mounted headlights, a slim, slot like grille & a huge secondary air inlet opening above & below the bumper. Maruti has provided a wider, U shaped rear windscreen for better visibility, & there is a wide tailgate for better accessibility to the cargo bay.

The new 800 is likely to share a lot of running gear with the current car. It will also have a basic but cost effective MacPherson strut setup in front & a coil spring torsion beam axle at the rear. Expect better interior packaging to liberate a few vital centimetres. Crash protection should be better than the old car too, thanks to the Alto’s more up to date chassis.

Maruti is targeting a sub Rs 2 lakh price for the new Maruti 800 to distance it from the Alto by at least Rs 40,000 & put it smack into Nano territory.

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All new Wagon R Pro

Maruti has launched a limited-edition Wagon R, the Wagon R Pro. This is another move by Maruti to push the petrol-only Wagon R in a market which has now severely tilted towards diesel cars.

This limited edition Wagon R comes with a host of upgrades such as a double-din music system with speakers, a rear spoiler, bumper protectors, body graphics, seat covers & side mouldings. The installation of these accessories will be carried out at Maruti’s authorised dealerships. These accessories when purchased outside, will cost you Rs 30,000, but Maruti is offering them at Rs 20,000 for a limited time.

The top-end Maruti Wagon R VXi is priced at Rs 4.25 lakh (ex-showroom, Mumbai) & Maruti is currently offering a cash discount of Rs 30,000, bringing the price down to Rs 3.95 lakh. The Pro edition costs Rs 4.45 lakh, & Maruti is offering the same Rs 30,000 cash discount that it offers on the standard VXi on the Pro as well.

WagonR Pro additional feature list

Nippon D Din music system with bluetooth

Rear upper spoiler

Art leather seat covers

Leather steering sheel cover

Security system

Bumper corner protector

Body side Mouldings

Basic mats

Wheel caps

Car perfume

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Maruti India is Hoping to re open the operations at Manesar

With state government support Maruti hopes to re open operations at Manesar even as suppliers await more indications of a return to normalcy.

The dark clouds of labour strife hanging over Maruti’s Manesar plant are expected to blow over soon. The carmaker is considering re starting production by August 16 say sources who spoke to our sister publication Autocar Professional. The lockout at Manesar continues to have a cascading effect on around 650 ancillary units in the Gurgaon Manesar Dharuhera industrial belt that employs over a million workers many of whom are contract workers besides those employed by the 270 parts suppliers in the vicinity.

Meanwhile P K Gupta additional chief secretary Haryana Labour & Employment Department has confirmed that the state’s chief minister in his meetings with the top management of Maruti as well as subsequent official level meetings has pushed for restoration of production at the Manesar plant at the earliest.

The lockout is costing Maruti about Rs 90 crore a day with the Centre & state government together losing Rs 15 crore daily from excise revenues & other duties according to Assocham secretary general D S Rawat. As a result of the lockout daily production of 1600 to 1700 units of Maruti’s popular models have been affected. The Swift Dzire A star & SX4 are manufactured at Manesar & account for 30 to 35 percent of Maruti’s total production. The backlog for the Swift & Dzire has already climbed up to 120000 units.

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New Maruti Ertiga full review and test drive

Design & engineering

The Ertiga’s wheelbase, at 2740mm, is a considerable 310mm longer than the Swift’s & the kerb weight has increased by around 155kg. But this is impressive considering it’s a seven seater. Suzuki has kept the Ertiga’s weight in check with extensive use of lightweight high tensile steel in its construction.

With a length of 4265mm, the Ertiga is a fair bit shorter than the other MPVs in the market, namely the Toyota Innova, Mahindra Xylo & Tata Aria. The Ertiga employs an independent, MacPherson strut, coil spring suspension at the front & a non independent torsion beam setup at the rear. The brakes are also a conventional front disc & rear drum setup.

Styling is typically Suzuki, with swept back headlights like the new Swift’s, & a grille & bonnet that resemble the Ritz. The overall design is pleasing, but not what you would call eye catching. In fact, the van like look, which clearly doesn’t exude the status & image of a saloon, is possibly the Ertiga’s biggest weakness.


Interiors

Entry to the cabin is made easy by large doors that open wide. The dashboard is a straight lift from the Swift, which means quality & ergonomics are good. Even the door pads & other plastics are of good quality, & the Ertiga doesn’t feel built to a price. There’s a long list of equipment too, which includes a CD player, Aux & USB ports, steering mounted audio controls, powered mirrors & power windows. However, the more affordable VDi/VXi variants do without alloy wheels, fog lights & airbags.

Visibility is decent from the front seats, which are taken from the Swift. They are broad with soft yet generous cushioning, which makes them truly comfortable even over long journeys. In the second row, the seat squab is a touch short, so under thigh support is not as good as we would have liked. Other than that, it’s hard to fault. The high ‘hip point’, adjustable backrest, terrific headroom & decent legroom make the Ertiga’s middle bench a pretty comfortable place to be.

Move to the rear & it is clearly evident that the Ertiga can’t compete with the likes of the Xylo & Innova for sheer carpet area, but that said, the last row isn’t as uncomfortable as we thought. The narrow access means getting into the last row requires some contortion, & once you’re inside, shoulder room is tight & the squab is short.

The Ertiga’s best trick is the massive 240mm seat travel that allows you to deftly balance the legroom for both the second  & third row passengers. Well engineered latches & levers allow you to push forward or collapse the seats neatly into the floor. With all seven seats in place, there is enough space in the back to hold just two soft bags, while a concealed storage bay hidden beneath can hold small items. For more space, the third row can be folded flat. You also have the option to fold the middle row, & the 60:40 split further aids flexibility. Simply put, the cabin is far more useable than the Ertiga’s exterior dimensions would suggest.


Performance

The Ertiga comes with two engine options – the familiar Fiat sourced 1.3 Multijet diesel & a brand new 1.4 litre K series petrol. The petrol produces a peak output of 94bhp at 6000rpm & torque is 13.25kgm at 4000rpm, & its crisp throttle response is its biggest trump card. The power is evenly spread out over the rev range & power delivery is smooth & linear. Thanks to the short gearing & the torquey nature of the motor, you never feel short on power & progress is quite brisk. Driveability is fairly good too, & gearshifts are kept to a minimum. The petrol Ertiga manages to set very competitive times, with 100kph from rest coming up in a very brisk 13.56 seconds & in gear times of 12.58sec & 19.54sec for 20 80kph & 40 100kph in third & fourth gears respectively being impressive too.

The diesel Ertiga, on the other hand, uses the same 89bhp, variable geometry turbo (VGT) engine that powers the SX4, but the gearing is quite different. So, despite it being heavier than the saloon, the Ertiga’s shorter gear ratios help make it quicker off the line. It takes 14.28 seconds to reach 100kph & reaches its top speed of 167kph rather easily. In gear times are impressive too.

The fly in the ointment is the considerable turbo lag below 2000rpm & the lack of response
at low revs. Fall below 2000rpm & you will be forced to downshift to keep the engine on the boil. Once the turbo kicks in, there is a strong surge & the Ertiga picks up speed quite rapidly.

Out on the highway, the strong mid range makes the diesel an able cruiser. Since you’re usually in the meat of the powerband at cruising speeds, it responds quite well to throttle inputs to make overtaking easy & fairly effortless. What’s also good is that both diesel & petrol engines come with smooth shifting five speed gearboxes allied to light & progressive clutches.



Ride & handling

The Ertiga’s driving dynamics are largely influenced by its long wheelbase – the 2.74 metre gap between the front & rear axles give this MPV good poise & straight line stability for most situations. The flipside is that it isn’t happy darting through corners & prefers a more relaxed driving style. The soft suspension means the low speed ride is pretty absorbent, & even as speeds increase, the Ertiga handles bumps with aplomb & feels pretty solid. The Ertiga’s suspension works silently too & it’s just over sharp bumps that there is a mild thud from the suspension.

There is a bit of up and down motion over undulating surfaces & the diesel pitches a bit more in the front. However, at moderate speeds, this never gets uncomfortable & it’s only when you begin to push really hard that you long for a tauter setup.

Considering its MPV proportions, the Ertiga doesn’t roll excessively & the steering is fairly accurate too. What you do miss is a tighter turning circle & the ability to wiggle into tight parking spots as with a hatchback. However, this doesn’t take away from the fact that the Ertiga is by far the most urban friendly MPV in the market today.


Efficiency

The diesel returned a frugal 12.8kpl in the city & 16.8kpl on the highway, while the petrol powered car managed 10.2kpl in the city & 14.8kpl on the highway. Clever gearing & a low kerb weight are largely responsible for the Ertiga’s frugal nature & this once again drives home Maruti’s advantage in this crucial area.


Verdict

The diesel returned a frugal 12.8kpl in the city & 16.8kpl on the highway, while the petrol powered car managed 10.2kpl in the city & 14.8kpl on the highway. Clever gearing & a low kerb weight are largely responsible for the Ertiga’s frugal nature & this once again drives home Maruti’s advantage in this crucial area.


Tech Specs

Fact File
What it costs
Warranty 24 months/ 40,000km
Engine
Fuel Petrol/Diesel
Installation Front, transverse
Type 4cyls 1373cc/ 4cyls 1248cc
Bore/stroke 73.0/82.0, 69.6/82.0mm
Compression ratio 10.0, 17.6:1
Valve gear 4 valves per cylinder, DOHC
Power 94bhp at 6000rpm, 89bhp at 4000rpm
Torque 13.25kgm at 4000rpm, 20.39kgm at 1750rpm
Power to weight 81.03/72.06bhp per tonne
Torque to weight 11.42/16.51 kgm per tonne
Transmission
Type Front wheel drive
Gearbox 5 speed manual
Dimensions
Length 4265mm
Width 1695mm
Height 1685mm
Wheel base 2740mm
Boot volume 185 735 litres
Chassis & Body
Construction Five door MPV, monocoque
Weight 1160/1235kg
Tyres 185/65R15
Spare Full size
Suspension
Front Independent, MacPherson struts
Rear Non independent torsion beam
Steering
Type Rack & pinion
Type of power assist Electric
Turning circle 10.4m
Brakes
Front Ventilated discs
Rear Drums
Anti lock Yes
Performance
0 20 1.31/1.29
0 40 3.01/2.88
0 60 5.56/5.46
0 80 8.96/9.13
0 100 13.53/14.28
0 120 21.05/20.50
0 140 33.79/33.76
0 160 41.26
0 180 55.84
Economy
City 10.2/12.8kpl
Highway 14.8/16.8kpl
Tank size 45 litres
Range at a glance   Engines
Petrol 1.4 petrol: Rs 5.89 7.30 lakh,
Diesel 1.3 Diesel: Rs 7.3 8.45 lakh

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Maruti Swift Dzire Zdi Review and test Drive

Names can sometimes be inappropriate. You know you have to be careful when you hand over your watch to the ‘Reliable’ watch company, and ‘Perfect’ drycleaners may not exactly be a vision of perfection. Look at the guillotined rear of the new Dzire, and you can tell that form definitely follows function here; the rear styling isn’t exactly desirable. Trust Maruti to be as practical as possible. So along with the thrill and excitement associated with a new car comes a bit of initial trepidation. Doesn’t the rear look a bit odd to you? Of course it does. The thing is, you soon get used to the chopped-to-be-shorter-than-four-metres look, and after a while it really isn’t a bother. And that’s partly because the rest of the car is so damned good.

One of the first trips I make in this car is to pick up a couple of friends from the airport, on a whim. Halfway through the drive though, I have a mini panic attack. Is the boot large enough to swallow all the luggage? Will everything really fit in the back, or will we have to hire a cab? The big surprise however is just how useable the 316-litre boot really is. It is tall, reasonably deep and the uniform size of the insides means getting bulky objects in is rather easy. “Where did all the luggage go?” asked my friend’s wife who, after the airport pick up, is so impressed with the comfort, refinement and compact dimensions of the car, she decides then and there that this is the perfect second car for their family.

And it really is no surprise. The insides have a nice feel to them. The two-tone colour scheme goes really well with the design of the Swift’s cabin, there is sufficient legroom and comfort for passengers in both rows, and music connectivity is pretty good as well. You get a direct plug-in for your iPod, there’s an  Aux cable jack that’s compatible  with everything apart from your grandad’s record player, and the system plays MP3s as well. Bluetooth, however, is missing, so you can’t pair your phone, which is a bit irritating. And I really wish it had better sound quality – the amplifier seems under-specified, the speakers sound below average. Jack up the volume even slightly and you get quite a bit of distortion. The audio systems in other cars are much better.

But enough about the audible entertainment: what makes the Dzire so nice to drive on an everyday basis is that spike of boost you get from Fiat’s Multijet engine. Yes, if you are a lazy driver, the turbo lag below 1900rpm can get a bit annoying, and this is especially true if you are languishing in a higher gear in traffic. But once the boost comes in, performance is so strong you will all but forget that initial lag. The turbo comes in hard enough to give you a burst of acceleration, even if you’re only at part throttle; the light car seems to sprint away effortlessly, and that really does feel great. What’s also good for long bouts in traffic is the light steering. It allows you to change lanes easily even at walking speeds, and is weighty enough as you go faster. There is some amount of feel and feedback as well.

The Dzire is good even on the highway, and that’s not just down to the engine. Maruti, it seems, has found the ideal balance between ride and handling. So the Dzire is comfortable and pliant on city streets as well as nicely planted and reasonably confidence-inspiring on the highway. “It seems to have the right blend of compliance and firmness,” says one of our testers who regularly drives out of the city for the weekend in all manner of machinery.

Where the Dzire does come up short, at times, is in the braking department. Yes, the brakes function well under normal conditions, and the pedal is pretty well weighted too – it’s just that they feel like they are lacking in bite when you really want to stop in a hurry. And that can be a bit disconcerting as you then need to hit the pedal pretty hard if you want additional stopping power.

And what of the Dzire’s chopped-to-fit rear? I haven’t really been noticing it of late, so it’s all right, I guess. What I have been noticing, however, are a lot of requests for this car from the guys in office. Add to it the overall fuel efficiency figure of 15.9kpl on a recent tank-up, despite most of the driving being enthusiastic, and you can see why. So there it is then – Maruti’s slightly oddball Dzire with a brutally chopped boot is quite a desirable car after all.

Odometer 5,900km

Price 8.74 lakh (on-road, Mumbai)

Test economy 17.2kpl

Maintenance costs None

Faults None

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Maruti Suzuki Swift vs Swift dZire

We love a bargain in this country. We also love a good saloon, what with all the prestige that seemingly innocuous third box brings. So when the government announced that ‘small cars’ – which is what most Indians equate ‘hatchbacks’ with – would be defined by a four-metre length cutoff, it only served to further widen the chasm between saloons and their bootless counterparts. The excise benefits meant that soon hatchback makers everywhere got their measuring tapes out and began filing down bumpers to make the cut. Meanwhile, the saloons basked in the warm glow of premium adulation, with their Rs 10-lakh price tags and optional leather seats. But remember, we love a bargain in this country, so it wasn’t long before the regulations were exploited.

Enter the compact saloon – a concept that seems illogical and aesthetically compromised, but actually makes tremendous economic sense. Tata was the first to nip the idea in the bud with the Indigo CS, which has been a huge success. Maruti followed suit with its new Swift Dzire which, unusually, is actually shorter than the car it replaces. A length of just 3995mm means it is officially a small car, and as a result Maruti’s been able to price it cheaper than the old car too! So what’s the catch?

While it’s better resolved than the old car, tacking a boot onto a car with as prominent a bonnet as the Swift is bound to look awkward. It doesn’t look like a conventional three-box saloon, and we wonder how this will go down with the Indian buyer looking for that ‘big car’ feel. You also kiss 124 litres of boot space goodbye compared to the old car and the 316-litre capacity is abysmal by modern standards, which really begs the question – is the Dzire really any better than the hatchback that spawned it?

We love the new Swift – in fact we crowned it our 2012 Car of the Year. It has two fantastic engines, is fun to drive, very refined, handsome to look at and has a modern cabin. So it’s good to see that most of its good bits have been adapted to the Dzire in the saloonification process. But, acknowledging the premium expectations of the discerning Indian saloon buyer, Maruti has taken some very welcome steps to make the Dzire plusher.

The interior is now a two-tone black-and-beige affair, the faux metal ditched for faux wood. The bigger rear doors open to a more reclined seatback, softer seats and beige upholstery. They’ve even recalibrated the rear suspension so the chauffeur-driven are little less rattled.

So it’s clear that the saloon – or notchback, to be precise – has a few tricks up its sleeve, so surely it must cost a fair bit more, right? Not quite. With the Dzire’s special introductory pricing, there’s only a difference of Rs 53,000-66,000, variant for variant, between it and the hatch. If that sounds like a lot, remember the old cars were closer to Rs 1 lakh apart.

And what about India’s favourite car-buying question? Since the engine mapping and gearing are unchanged and Maruti has kept the kerb weights of the two body styles identical – the economy (at least on the diesels) is near-identical too.

On paper, there isn’t much between the Swift and the Dzire – it’s more about what you want from your car. Yes, the saloon offers a little more comfort, a more pleasant cabin and a bit more boot, but the hatch isn’t exactly terrible on these fronts either. As with the previous generation, Maruti is marketing the two cars very differently. It says if you drive yourself and don’t travel with passengers or luggage often, get the hatch, no question.

There’s also no question about the Dzire’s incredible appeal. Dealers tell us that customers who were waiting for delivery of their last-gen models were more than happy to upgrade to the new car, despite the reduced boot space. They also said most buyers had their heart set on the Dzire before they even stepped into the showroom and that some who came for the hatchback were even swayed into upgrading to the saloon. So, with the two priced so closely, will the new booted car cannibalise sales of its little sibling? It remains to be seen. Maruti maintains the current Dzire prices are only introductory and will go up over the next few months and, for many buyers, a tight budget governs the purchase. Still, with such a competent saloon at such an attractive price in a market like ours, we wouldn’t be surprised. We love a bargain, after all.

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New Maruti Ritz is coming soon

Maruti is all set to give the Ritz its first mid cycle facelift & here is the proof. These spy pictures were posted on the Ritz's facebook page.

As seen in the images, the updated Ritz will feature a slightly altered front fascia starting with a more prominent chin, an updated Audi esque grille, restyled fog lamp housing & bonnet. The facelifted Ritz will also feature updated interiors & lighter shades. Under the hood, we expect the 84bhp 1.2 litre petrol & the 74bhp 1.3 litre diesel motors to be carried over.

Expect the updated Ritz to be launched in the coming months.

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Teat Drive and review of New Maruti Ertiga

We've just driven the Maruti's new Ertiga & initial impressions are that the company has yet another winner on its hands. The Ertiga gets the basics right. It has three rows of seats, can seat seven & comes with the option of both petrol & diesel engines. Also, its monocoque construction promises much in terms of car-like comfort & driving manners.

With a length of 4265mm, the Ertiga is shorter than the other MPVs in the market, namely the Toyota Innova, Mahindra Xylo & Tata Aria. What’s more, it also sits lower than the others, so those upgrading from a small car will immediately take a liking to it. Styling at the front is typically Suzuki. The headlights that sweep back towards the A-pillars are reminiscent of the new Swift & there is more than a hint of the Ritz on the front grille & bonnet. Tail styling, though, is ordinary & conforms to the MPV design template.

Despite its small footprint, the Ertiga is quite spacious inside thanks to the wheels being placed at the extremities. Its wheelbase is 2740mm which is just a shade shorter than the Innova’s & Xylo’s. This unquestionably helps middle-row occupants. The middle row can slide back 240mm, so there is acres of space to stretch out in. Even after adjusting these seats for the third row passengers, you have more than sufficient legroom. The seats themselves are comfortable, if a tad soft, & feature a very well positioned centre armrest. The flat seat & a near-flat floor bode well for centre passenger comfort. It’s also easy to get in & out courtesy the large rear doors & ideal seat height.

Getting into the last row requires some contortion. The seating position is not ‘knees-up’ like other MPVs, which is good, but the seat squab is abit short & compromises thigh support. Shoulder support is good & headroom is decent.

The front seat occupants on the other hand get really supportive seats. The view out of the windscreen is good, though the thick A-pillar can be a problem. That said, the driving position is really nice & car-like & the impression is of driving a Maruti Swift on stilts.

With all seven seats in place there is just enough space in the back to hold just two soft bags. For more space, the third row can be folded flat. You also have the option to fold the middle row. The 60:40 split further aids flexibility.

The Ertiga will be sold in three variants each for both petrol & diesel models. Except the base petrol model all variants get ABS, while the top models also get driver & passenger airbags. Climate control is not available on any trim level, though middle- & top-spec cars do get twin air conditioners to help cool the large cabin.

Powering the Ertiga is a new 1.4-litre petrol motor from Suzuki’s acclaimed K-series family of engines. Peak power output is 93.7bhp at 6000rpm & torque is 13.26kgm at 4000rpm. Refinement is really impressive with a very quiet idle. There is a good spread of power which makes the engine fit for both city & highway driving. Driveability is fairly good, though the build-up of power sometimes seem slightly slow, & this is especially true in the mid-range.

The other engine on offer is the 1.3-litre Fiat-sourced turbodiesel that also does duty on the SX4. Peak power here is 88.8bhp at 4000rpm while max torque is available at 1750rpm. The initial power is only decent, but there is a surge of power once the turbo kicks in at about 2000rpm, & out cruising on the highway the engine works like a treat. Both petrol & diesel variants come with smooth-shifting five-speed gearboxes that come allied to light clutches. The noise levels in the cabin are low thanks to the extensive use of sound-deadening materials in the engine bay.

Maruti’s goal with the Ertiga was to make it as car-like to drive as possible & it has succeeded in its mission. Key to this is the Ertiga’s use of a car-like monocoque chassis as opposed to a more rudimentary body-on-frame construction. The ride is always flat & pliant at speed & there is also no low-speed bounciness associated with typical MPVs. Even sharp bumps are tackled with aplomb. But it’s really from behind the wheel that the Ertiga impresses. You can take turns with confidence, body roll is well contained & in general the feeling of control is very reassuring. The steering offers good feedback & is light enough at city speeds & manoeuvrability too is terrific & this is one of the USPs of the Ertiga.

The Ertiga is large inside yet not so large on the outside, which is sure to appeal to buyers who find the current crop of MPVs a bit too unwieldy & large. Its engines score well on refinement & driveability & are expected to be fuel efficient. While prices are revealed by mid April, we expect them to range from Rs 7-9 lakh. This combination of seven seats & a hatchback, & the ease of use it delivers may just be the beginning of the end for old-school MPVs.


Fact File
Price Range (in lakhs)*
Ex-showroom price Rs 7-9 lakh Ex-showroom (estimated)
Engine
Fuel Petrol / Diesel
Installation Front, transverse, front-wheel drive
Type 4 cyls in-line, 1373cc, petrol/ 4 cyls in-line, 1248cc, turbo-diesel
Power 93.8bhp at 6000rpm/ 88.5bhp at 4000rpm
Torque 13.25kgm at 4000rpm/ 20.39kgm at 1750rpm
Transmission
Gearbox 5-speed manual
Dimensions
Length 4265mm
Width 1695mm
Height 1685mm
Wheel base 2740mm
Ground clearance 185mm
Chassis & Body
Weight 1160kg/1235kg
Wheels 15inch
Tyres 185/65 R15
Suspension
Front Independent, MacPherson struts
Rear Non-independent, torsion beam
Steering
Type Rack & pinion
Type of power assist Electric assist
Brakes
Front Ventilated discs
Rear Drums

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