Maruti Ertiga review

The Ertiga’s wheelbase, at 2740mm, is a considerable 310mm longer than the Swift’s and 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 and Tata Aria. The Ertiga employs an independent, MacPherson-strut, coil-spring suspension at the front and a non-independent torsion beam setup at the rear. The brakes are also a conventional front disc and rear drum setup.

Styling is typically Suzuki, with swept-back headlights like the new Swift’s, and a grille and 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 and image of a saloon, is possibly the Ertiga’s biggest weakness.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 and ergonomics are good. Even the door pads and other plastics are of good quality, and the Ertiga doesn’t feel built to a price. There’s a long list of equipment too, which includes a CD player, Aux and USB ports, steering-mounted audio controls, powered mirrors and power windows. However, the more affordable VDi/VXi variants do without alloy wheels, fog lights and 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 and decent legroom make the Ertiga’s middle bench a pretty comfortable place to be.

Move to the rear and it is clearly evident that the Ertiga can’t compete with the likes of the Xylo and 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, and once you’re inside, shoulder room is tight and 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- and third-row passengers. Well-engineered latches and 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, and the 60:40 split further aids flexibility. Simply put, the cabin is far more useable than the Ertiga’s exterior dimensions would suggest.

Maruti Alto 800 review, test drive

Since its launch, the new Maruti Suzuki Alto 800 has been – much like the best-seller it’s replacing – rather well received. Although Maruti’s credentials when it comes to making low-cost small cars are impressive, it is not an easy task to replace an all-time best-seller. While the changes have to be substantial, they have to be cost-effective as well. And the carmaker has seemingly done its job well.

The car looks and feels significantly different from the old Alto and it’s priced extremely well too. The base Alto 800 costs Rs 2.44 lakh and the most expensive Alto 800 LXi rings the register at Rs 2.99 lakh. So, does it have what it takes to carry on its extremely successful family tradition? 

Maruti has done a commendable job with the new Alto 800’s styling. While every single body panel is new, the car is instantly recognisable as an Alto. The slim grille looks quite sporty, while the large air intake in the bumper along with the high-mounted, petal-shaped headlights look modern – quite similar to the Ford Figo’s.

The prominent crease that runs along the flanks and rises towards the rear adds to the sporty feel, giving the car a tipped-forward stance. But this stylistic element has eaten into the rear glass area, which might make rear seat passengers feel claustrophobic. At the rear, fresh new details like the large multi-element tail-lights and sharply sculpted bumper add some much needed spice. What makes the car look a bit awkward, however, is the massive ground clearance; it just doesn’t sit well with the car’s compact dimensions.

Maruti has deliberately styled the Alto 800 on the conservative side after market feedback suggested that the extrovert styling of the Hyundai Eon was not to the taste of the traditional budget-car buyer. Maruti has clearly played it safe as far as design goes in order to appeal to a wider audience.

While the Alto 800 may be completely new on the outside, under the skin, there are plenty of bits carried over from the outgoing car. The floorpan is similar, the wheelbase is the same and the suspension and brakes are near identical. Also similar are the load points on the chassis and the ‘H’ points (hip points) of the seats. The engine bay is now more compact, and the firewall and dash have been ‘optimised’ to make the cabin more space efficient. The roof is now 15 percent higher for improved headroom. The body structure has been modified to make it stiffer, both in the interest of improved ride and handling, and to qualify it for impending crash test norms. But this hasn’t added too much to the weight. The roof, for example, is made of thinner steel and has corrugations for added rigidity, and the Alto 800 still remains a flyweight. Even the top-end airbag-equipped version tips the scales at just 725kg.