Maruti Suzuki Ertiga Hatchback First Look Review


Maruti Suzuki Ertiga Overview

For its sheer versatility and value for money, the first-gen Maruti Suzuki Ertiga set off to a flying start when it launched in 2012. Over the years, however, its sales witnessed a few troughs due to the shift in buyer preferences towards other segments like compact sedans, premium hatchbacks and SUVs. Despite that, this seven-seater from Maruti soldiered along with steady sales (a major contributor being the taxi market), and even towards the end of its life cycle it averaged over 3,500 units per month, which is quite respectable. But now, there’s an all-new, second-generation Ertiga, and if initial impressions are anything to go by, this one is far more desirable and a much better package than the one it replaces.

Built on an all-new platform, the second-gen Ertiga is larger in every dimension, and, as a result, is more spacious than before. It comes with two engine options – an all-new 105hp, 1,462cc petrol, and the tried and tested 90hp, 1,248cc Fiat-sourced diesel. Both engines are mated to 5-speed manual transmissions, with the petrol also getting a 4-speed automatic in the form of a traditional torque converter. A petrol-CNG and an all-new in-house developed 95hp, 1,498cc diesel engine are likely to join the range soon.Check for Maruti Suzuki Ertiga price in Hyderabad at Tryaldrive.

The petrol Ertiga’s pricing is very aggressive at Rs 7.44-9.50 lakh for the manual and Rs 9.18-9.95 lakh for the automatic. And at this price point in the rather uncrowded MPV market, it doesn’t have any direct competitor. At Rs 8.84-10.90 lakh, the diesel-manual is a bit pricey, especially considering the Rs 1.40 lakh premium it commands over the petrol but it still undercuts its core rivals – Mahindra Marazzo (Rs 9.99-14.38 lakh) and Renault Lodgy (Rs 8.63-12.12 lakh) by a significant margin. So it is still a value-for-money proposition, but what’s improved from the first-gen model? We put it through our thorough test to find out.

Maruti Suzuki Ertiga Design

The Ertiga always offered some big car appeal despite a small footprint. That’s been retained, but now there’s more presence, courtesy two touches. Number one is the size. The wheelbase stays the same (2740mm) but it’s 99mm longer, 40mm wider and 5mm taller. With the larger size and the higher-set bonnet, the MPV also attempts to offer some SUV charm. And that works well with the more aggressive design tweaks, like the chiseled bumpers and flexed bonnet lines.And number two is the flash factor. The chrome studded grille, LED tail lights and slightly overstyled 15-inch alloys, all make the new Ertiga look less docile.

Oddly, though, while you do get projector headlights as standard, unlike the Ignis, Swift, Dzire, Ciaz or S-Cross, these are halogens and not LEDs. No DRLs either and we’re curious to see how the aftermarket responds to this.And, don’t worry, it’s not just you. We see it too. The tail lights, while they blend well with the design, look brow raisingly similar to what you’d see behind a Volvo.But junk the descriptions. What Maruti’s done here is hit the sweet spot. It looks daring enough to be distinctive, but safe enough to not be a turn off for thousands of existing Ertiga owners who might want to get the new one.

Maruti Suzuki Ertiga Cabin

As with the exterior, the cabin has improved by leaps. What immediately catches your attention is the elegant dashboard. The beige and grey colours and a chunky strip of satin finished faux wood running across it exudes a premium feel. The Z+ variants get a crisp 17.8cm touchscreen display with Apple CarPlay and Android Auto, similar to what we’ve seen in other Marutis such as the Swift or Ciaz. The instrument cluster features a simple layout with cool blue dials that flank a colour TFT multi-information display (MID), available in the petrol models only. Besides the usual trip, odometer and efficiency data, it also displays an animation of the how the Smart Hybrid system works.To know more information on Maruti Suzuki Ertiga visit Scriptcafe

Hopping onto the Heartect platform has resulted in an Ertiga that’s longer, taller and wider than the previous car. And that translates to increased cabin space.While the second row of seats (with standard ISOFIX mounts), can be moved forward or backward for adequate knee room, the 50:50 split third row seats can be reclined. There’s more legroom in the last row to accomodate two adults. That said, I’m 5ft 10inches and my head touches the roof line while seated in the third row. So, as is the case with most MPVs, the space in the last row is best suited for children, or adults over short trips.

Maruti has also addressed a complaint we had with the previous Ertiga – boot space. There’s 209 litres of luggage space with the third row in place, enough to store two small suitcases. Drop the last row and boot volume goes up to 550 litres.Now since this is a people mover, there are some thoughtful storage areas around the cabin. There are bottle holders for all passengers, including chilled cup holders in the center console that also has a recess to keep your phone. The overall fit and finish is on par with what we’ve seen in new age Maruti Suzukis and there’s nothing to complain of.

Maruti Suzuki Ertiga Performance

The new petrol engine is very similar in character to the older 1,373cc unit that it replaces. Throttle responses are sharp, and the gear ratios are so well judged that the motor builds speed cleanly from lower down the rev range. The ease with which the Ertiga petrol pulls on an incline from 20kph in third gear with a full load of passengers is quite impressive. As long as you aren’t in a hurry, the motor does the job smoothly and silently. Dab the accelerator by 10 or 20 percent, or even under high load, an animation on the MID screen shows the battery providing some additional power to the petrol engine – this is done to improve its responsiveness.

While this electric boost from the secondary Lithium-ion battery isn’t pronounced, a crisper throttle response surely is. Performance in the mid-range is flat and lacklustre, although beyond 4,000rpm, there’s a small bump in performance that remains strong until the redline. With the needle swinging to the far side of the tachometer, the engine is quite vocal, which is a contrast to its otherwise silent and refined character. The added 13hp and 8Nm of torque result in superior acceleration timings. 0-100kph is dispatched 1.46sec quicker than the older 1.4-litre petrol, and even within gears, the new 1.5-litre is quicker from 20-80kph and 40-100kph in third and fourth gear by 1.14sec and 1sec, respectively. The petrol-automatic uses a 4-speed torque converter, with the first three gears being driving gears and the fourth being an overdrive gear. It is very smooth, the shift-logic is quite sorted and, for the most part, it does the job just fine.

It’ll also shift to the highest gear at the earliest to aid fuel economy. Be gentle on the accelerator and it won’t downshift easily, and will try and build speed in the existing gear. Ask for more power though, and it’ll drop down a gear (or two) to get a move on, but with an increase in revs (from as early as 3,000rpm), the engine gets rather louder and louder as you pile on the revs. While driving in a hurry, there’s an ‘overdrive off’ function that ensures the gearbox will remain only in the first three gears, thus keeping the engine on the boil. There’s no manual mode but there’s a Low mode that locks the lowest possible gear, which is useful for uphill sections of road and/or to control the engine speed while going downhill, and also gives drivers the option to remain in second gear.

Also, because the gear lever gate is straight, it’s very easy to slot into second gear or even ‘L’ rather than ‘D’ accidentally (especially while parking), and this requires some attention, while starting off from a standstill. The Fiat-sourced 1.3-litre diesel engine remains unchanged, on paper at least. Get behind the wheel, however, and it feels a bit easier to drive and lighter on its feet compared to before. Turbo lag below 2,000rpm isn’t as significant and even when the boost comes in, it does so in a more linear manner. The meat of the powerband remains between 2,000 and 3,500 rpm, although the older car felt stronger until 4,000rpm before the power began to taper.

The diesel is still an able highway cruiser, and as long as you’re driving within the powerband, overtaking feels effortless. Fall below 2,000rpm though and it still warrants a downshift to make rapid progress or make a quick overtake, and bigger speed-breakers still need to be taken in first gear only. While acceleration timings remain near-identical to the outgoing car, 40-100kph in fourth is now a significant 1.3sec slower, although it’s interesting to note that the fourth gear ratio is identical to the older car. What really let’s this motor down, however, is the hoarse engine note at idle. The engine clatter smoothens out once on the move, so when driving around at city or cruising speeds it feels fine, spin it harder, though, and the gravelly note gets louder and sounds unrefined as the revs build.The petrol’s clutch is lighter than the diesel’s and the 5-speed manual transmission mated to both the engines is slick-shiftng with short and precise throws.

Maruti Suzuki Ertiga Driving

The benefits of the new Heartect platform shine in this department as well. There’s a lovely suppleness to the ride and the Ertiga remained composed through undulations and the couple of potholes that we could find on our test route. Handling too is predictable and confidence inspiring. The Ertiga remained planted through a few set of corners we encountered with only a hint of body roll. The steering, though a tad vague at low speeds, weighs up beautifully as the pace rises, again encouraging you to chuck the MPV in a corner. The brakes offer strong bite and the standard ABS helps you rely on them.

Maruti Suzuki Ertiga Safety

Safety basics: Dual front airbags, ABS with EBD, rear parking sensors, ISOFIX, high speed alert, front seatbelt reminders and seatbelts with pre-tensioners and force limiters, all come as standard. The AT grades also get ESP and hill hold. The Maruti Ertiga with dual airbags has scored three stars in the Global NCAP crash test, under the #SaferCarsForIndia initiative.

Maruti Suzuki Ertiga Price in Hyderabad

Mercedes Benz GLC On Road Price is 57,56,922/- and Ex-showroom Price is 48,10,497/- in Hyderabad. Mercedes Benz GLC comes in 6 colours, namely Iridium Silver,Diamond White Bright,Hyacinth Red Metallic,Obsidian Black,Citrine Brown,Designo Hyacinth Red. Mercedes Benz GLC comes with AWD with 2143 CC Displacement and 4 Cylinders with Maximum Power 170 bhp@3000-4200 rpm and Peak Torque 400 Nm@1400-2800 rpm DRIVE TRAIN AWD and reaches 100 KMPH at 8.3 seconds . Mercedes Benz GLC comes with Automatic Transmission with AWD .

Maruti Suzuki Ertiga Bottomline

Maruti has nailed it with the new Ertiga’s clever packaging. Despite being a seven-seater, it is still compact in dimensions, and its light controls and good all-round visibility make it very user-friendly and easy to drive. The interiors are more spacious and feel plusher, and the well-cushioned seats take cabin comfort up a few notches. What’s more is that the larger cabin and the backrest recline function has made the third row far more usable now. The new petrol engine is smooth, refined and performance is adequate, and paired to the manual, it’s our pick from the range; the automatic is heavy sipper in the city, while the 1.3-litre diesel, although easier to drive (than before) and very efficient, feels a bit crude.

The Ertiga does miss some features but its pricing is so aggressive, you just can’t argue with its value proposition. At the end of the day, this isn’t an exciting car that’ll tug at your heartstrings, but it is one that’s very practical and delivers all that’s expected of it and rather competently. So when it comes to fitness for purpose, the Ertiga passes with flying colours, and it’s for this very reason it was our Car of the Year 2019.

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