What is it?
Maruti Suzuki’s first stab at the compact SUV segment. We always knew Maruti was planning an EcoSport rival, after all the XA Alpha concept shown at the 2012 Auto Expo was a clear statement of intent. What we didn’t know was that the task of engineering the SUV was given to an Indian team led by Maruti’s executive director of engineering C V Raman. So while the Baleno was the first car to be made in India and exported all over the world (the Baleno was launched in Japan two days before the press drives of the Brezza), the Vitara Brezza is even more significant in that it has been engineered in India, and of course it will be exported to 100 countries. So what does Suzuki’s first vehicle to be engineered completely in India feel like?
All-new?
Yes – inside and out. Coming on the heels of the Baleno you’d expect it to be based on the hatchback’s new platform but the Vitara Brezza is instead based on Suzuki’s global C platform that already underpins the S-Cross as well as the Grand Vitara. In fact the wheelbase of 2500mm is identical to the S-Cross as are the track widths. Obviously, this SUV-platform has been extensively re-engineered to bring the overall length under four meters (the S-Cross is 4300mm) and thus qualifies for the uniquely-Indian excise duty breaks that make such vehicles competitive on price. The Vitara Brezza measures 3995mm in length and at 1640mm in height, it is one of Maruti’s tallest cars. And the minute you step inside, you realise it is a packaging master class.
The Vitara Brezza is more roomy than the Baleno, which is already class-leading on this front. With the driver’s seat adjusted to my 5 foot 9 inch frame there was more than enough space at the back for somebody even taller than me. And because of the higher hip-point, to give it a more SUV-like feel, ingress, egress and overall ergonomics and comfort is even better. Only thing the 1790mm width (25mm more than the S-Cross) isn’t sufficient for three passengers to sit abreast at the rear comfortably. And no, you can’t seat three passengers at the front unlike another recently launched compact-SUV. The boot is also large (for a compact SUV) at 328 litres and the seats fold flat to double the boot space. And there is even space for a full-size (16 inch) spare wheel.
The suspension is via MacPherson struts up front and a torsion beam at the rear, as seen on every other vehicle in this segment. The Vitara Brezza is purely front-wheel drive and despite the platform permitting the addition of all-wheel drive (globally the S-Cross is available with AWD) there are no plans for it as there’s barely a market in India. The top end version that we drove has a kerb weight of 1195kg – a dead giveaway that the platform isn’t related to that of the Baleno that weighs a smidge above 800kg.
Will it turn heads?
This is the biggest trump card in the Brezza’s playbook. Again designed by Indians, in India, this has to be the nicest looking Maruti you can buy today – Swift and Baleno included. It is macho without having to resort to over-aggression, they’ve held back on the chrome and the proportions are just right. There’s also nice detailing, like the headlamps that gets LED DRLs, the blacked-out B-pillars, black plastic cladding that runs along the edge of the wheel arches and the sills and silver-finished (pseudo) sump guard. On the ZDi+ variant you also get a contrast ‘floating roof’ which prompted a passer-by to comment that the Vitara looks like a common-man’s Mini.
If you have to criticise you’d point out that Maruti has no common design thread running through their vehicles, with the Brezza looking like nothing in a Maruti showroom. And you’d be right. But, really, who cares? The Vitara Brezza is actually very handsome, very tastefully turned out, and in all the bright colours (red, blue, yellow) it definitely turns heads.
What else?
The interiors, while using Maruti-parts-bin switchgear, is also all-new. In keeping with the SUV-theme the dashboard is high set and so is the driving position, the thinking being that SUV owners like to see the edges of the bonnet. But, for my height, I felt the seat was too high up even on the lowest setting and you end up feeling like you’re sitting on top of the car, rather than in it. I also found the seat lacking in under thigh support and even lateral support – strange considering the Swift still has among the best seats in the business.
On the design front the dash has been given a bit of a butch feel and even the dials are squared-off. And there are five different shades of mood lighting for the dials – a gimmick, no doubt, but nice to have nevertheless. On the equipment front the top-end Brezza gets the touch-screen infotainment system from the Baleno that includes a high-quality reverse camera, navigation, Bluetooth and smartphone connectivity via Mirror Link and Apple Car Play. There’s also cruise control (pointless really in our country), auto headlamps and wipers, keyless entry, twin glove boxes (the top one is cooled), under seat storage tray and lots of cubby holes. Quality and fit-finish is up there with the class benchmarks and I only felt the integration of the infotainment screen could have been done a little better without having to resort to plastic shrouds to fill up the gaps.
All variants of the Brezza get a driver’s airbag as standard. The passenger airbag and ABS is optional on the base version and standard on the next level and up.
Only a diesel for now
The only engine, for now, is the venerable 1.3-litre diesel in DDiS 200 tune, making 88.5bhp and 200Nm of torque. This is a similar spec to the Baleno but with the kerb weight of nearly 1.2 tonnes the Vitara Brezza does not feel as quick as the Baleno. The engine, as we’ve known for nearly a decade now, is one of the most responsive small diesels in the country delivering a good turn of speed in the lower gears. There is a bit of turbo lag with a strong wave of torque coming in post 2000rpm, but it’s never unmanageable. However post 100-120kmph it does run out of breath, the larger frontal area and big tyres adding to the drag.
It is mated to a five-speed transmission that, strangely, does shift with the same slick feel as the Baleno and Swift. The throws remain pleasingly short and once warmed up this is a nice gearbox to row through – and you will be rowing through it quite vigorously to make quick progress.
A few more horses would have done the Brezza a world of good, but then again the 1.6-litre diesel on the S-Cross suffers from crazy turbo lag and it would have knocked the pricing out of the ballpark. This 1.3 motor has a claimed fuel efficiency is 24.3kmpl which is the best in this class, and another plus point of the Brezza.
Fun to drive?
The dynamic polish of the Vitara Brezza is clearly impressive. The suspension has been well tuned for our Indian conditions so it handles poor roads and broken patches with surprising ease. Thanks to road widening work our test route on NH4 had lot of diversions and broken patches but the Brezza comfortably took it all in its stride. That said it isn’t softly sprung and thus pitchy and wallowy over indifferent roads – giving you the confidence to push it as hard as it can go. The stability at speed is also good and you can hold the throttle wide open in fifth gear without your knuckles turning white.
The handling is also good and while there is body roll, telling you clearly where the limits lie, it isn’t exaggerated. The Apollo 16-inch 215/60 tyres compliment the inherent strengths of the chassis, delivering a rather enjoyable drive. We also took the Brezza off-road, over some flat and fast dirt tracks, and she proved to be surprisingly good fun at kicking up some dirt and with the 198mm ground clearance you didn’t have to worry (too much) about hitting the sump.
The only thing I didn’t like too much is the steering that doesn’t have the same levels of feedback and response, even precision, that made the Swift such a darling amongst the enthusiast press.
Easy on the pocket?
All Maruti Suzuki test drives end with a lengthy feedback session where you’re asked to suggest the price. For a change – for the first time, if memory serves me right – the national launch was held a day before the press drives where prices were announced. Ex-Delhi the Brezza starts at Rs 6.99 lakh, going up to Rs 9.68lakh for the ZDi+ version tested here with the dual-tone roof. That makes it very good value, leading many to predict sales of well over 10,000 units a month – which isn’t very optimistic when the (more expensive) Creta is doing nearly 8000 units a month.
Competition check
The Ford Ecosport and the new Mahindra KUV100 are obvious rivals, being the only two sub-four-meter SUVs in the country. And it’s going to get very tough for the two incumbents, that is for sure. But we won’t be surprised to see the Vitara Brezza eat into sales of other (plus four meter) compact SUVs like the Duster, Terrano and even Creta. It really is that well sorted.
Where can you buy it from?
Not Nexa, Maruti Suzuki’s upmarket retail chain. Does that mean the Brezza isn’t upmarket? No, rather it is simple mathematics at play. Even though Maruti set a record of sorts with the fastest ramp up of a dealership network, Nexa still only has 115 outlets right now. The traditional Maruti Suzuki network however numbers 1800 outlets and that means a wider reach for the Brezza and thus far greater volumes than Nexa could possibly deliver. 2600 bookings in the first 24 hours since it was launched only goes to proves this. So now you know where to form an orderly queue.
evo India rating
4.5/5
For Maruti Suzuki’s first car to be designed, engineered and made in India the Vitara Brezza is fantastic effort. It looks good without having to resort to polarising gimmicks, it is well packaged without needing to have the spare wheel hanging out beyond the four meter length stipulation and it drives well with properly sorted dynamics.
What I really like about the Brezza though is its ‘made-in-India’ tag does not come with any compromises; you don’t have to make apologies or tolerate an unseemly rattle just because you’re buying Indian. Neither does the Brezza seem built to a price, which, let’s face it, it obviously is. The fit-finish and quality feels as good as any other Maruti Suzuki and that means you will be buying one of the most reliable and well-built products in this segment. Just goes to show that with the right leadership and a strong set of guidelines our Indian engineers can turn out cars that are on par with what global majors are offering – at even more competitive price points.