Soon to be launched Maruti Baleno review, test drive

The Baleno is Maruti’s all-new premium hatchback. Name apart, it has nothing in common with Maruti’s mid-size sedan from a decade ago. What this is, is a hatchback that’s half a size larger than the Swift and one that’s correspondingly, a more direct competitor for the Hyundai i20 and Honda Jazz.
At 3995mm long and 1745mm wide, the Baleno is a large car. But it’s not solely the size that will get your attention. The design and styling is the best we’ve seen from Maruti in a long time. There are a lot of new elements like the V-shaped grille, still distinctively Suzuki, but yet refreshingly new. Then there are the headlights, similar in shape to the ones on the Swift, but smaller and with a lot more detailing inside; our top-spec test car had projector elements and daytime-running lights.
Move over to the side and you’ll notice more than a few interesting bits. The wing-mirrors, for one, are mounted on the door rather than the pillar and this detail helps link the Baleno to the S-Cross. It also helps cut wind noise. You won’t miss the rich-looking, chrome-finished door handles and the large glass area which is quite distinctive with the neat quarter window. What adds more flavour to the design is the interplay between the rising window line and the rake of the rear windscreen – it makes the Baleno look pretty sporty. The tail is also rather well styled with nice looking lights and a chrome bar. No doubt, the Baleno is the best looking Suzuki hatchback yet but it’s still a touch conservative compared to its rivals.

What’s it like on the inside?

On the inside, you do feel like you’re sitting in a Maruti, albeit a very modern one. Yes, we’ve seen bits like the steering wheel,the control stalks and buttons from other Marutis whilst the power window switches continue to be carried over from the first-gen Swift. Only Suzuki can make such good paisa vasool of its parts bin. This also tells you that like all Suzukis, the Baleno too is built to a cost, which is evident in the quality of some of the materials. The plastics, especially on the door pads, don’t feel particularly upmarket, the seat fabric isn’t very premium either and the all-black interior feels a bit gloomy too. But, whatever Suzuki may have saved by using some low-cost materials, it has more than compensated with a great driver interface, especially on the top-spec Alpha version.

Let’s start with the blue-lit instrument panel, which really stands out like an island in a sea of black. The dials with ‘chaplets’ look rich but it’s the 4.2-inch TFT display in the centre that is packed with a multitude of functions. You get a trip computer which calculates average speed, range and real-time and average fuel consumption  and a unique power and torque meter. The last bit is a bit gimmicky but enthusiasts can entertain themselves by seeing how the Baleno delivers its grunt.
The centre piece (literally) is the 7-inch touchscreen which sits nice and high in the V-shaped centre console for better line of sight. It’s essentially the same unit as in the S-Cross and Ciaz so what you get is a high contrast display with sharp and very legible fonts. But the big news is the introduction of Apple CarPlay which is a first in the segment (but not in India as Maruti claims – the Skoda Octavia had it before).

You get the same interface as your iPhone gets paired instantaneously with the car’s touchscreen with a USB cable. The ease of use and familiarity of the system, because it mirrors your phone, makes CarPlay instantly addictive. You won’t want to use anything else. Before Android users start jumping up and down in protest, Maruti is planning to introduce Android Auto in the car as well in the near future.
Practicality is one area where the Baleno scores brilliantly. Suzuki has made full use of the long 2520mm wheelbase to give a genuinely large cabin that can rival the best in class for passenger space, comfort and storage space (lot of large bins and bottle holders). In fact, rear seat space is one of the highlights and apart from a relative shortage of headroom, passengers won’t have much to complain about. There’s a generous amount of legroom and the cabin is wide enough to seat three abreast too. However, the flat contours don’t hold passengers snug who are likely to be tossed around during spirited driving.
The front seats are pretty large too with generous thigh support and foam density that is a touch on the soft side. What you get is nice, springy cushioning and a pair of front seats that are amongst the most comfortable in any hatch.
There’s been no stinting on boot space either but it's not only the 339litre capacity that’s impressive but the intelligent way the boot has been designed to hold large pieces of luggage, without having to flip the 60:40 split-folding seats (on the Delta version upwards) forward. Unfortunately, the loading lip is both higher and narrower than we’d have liked.

What’s it like to drive?

Internationally, the Baleno will be sold with a 1.0-litre turbo-petrol engine. Sadly, India won’t get that engine, at least for now. Instead, the Baleno will be offered with Suzuki’s 1.2-litre K12 engine and the Fiat-sourced 1.3 DDiS diesel. Both engines come mated to five-speed gearboxes though the petrol car can additionally be had in an automatic variant with a CVT.

The diesel Baleno gets the lower powered version of the ubiquitous 1.3 DDiS motor now badged DDiS 190. It’s essentially the same 75bhp unit that powers the Swift but in slightly different state of tune and being a 100kg lighter, the diesel Baleno feels more sprightly too.

There is still a fair amount of turbo-lag below 2,000rpm but the overall power delivery is more linear now. On part throttle or for normal city driving, the Baleno is fairly responsive and, thanks to the light weight, is quicker than the more powerful Hyundai i20 diesel. It’s only when you floor it at low revs for a quick overtake that the engine gets bogged down. The engine is fairly free revving for a diesel and easily goes past 5,000rpm but beyond 3,000rpm, the engine is quite noisy and it’s best to upshift early. The engine is quite noisy and refinement of the Fiat-sourced engine, which is now clearly showing its age, is poor by today’s class standards. The bright spot though is the exceptional fuel economy Maruti claims to have wrung out of it – 27.39kpl.

Suzuki’s in-house petrol 1.2-litre K12 motor, which powers a wide range of models, is an absolute jewel that sparkles even more in the lightweight Baleno.

Again, the 100kg weight saving has given it an eagerness that was missing in the Swift. The lower weight and short first and second gear ratios mask the K12’s inherent weak bottom-end and flat mid-range. As a result, the manual petrol Baleno is quick off the line and on part throttle, scoots through gaps fairly well. There’s a bit of a gap between second and third gear which has relatively tall ratio and this necessitates more frequent downshifts from the third to second, to stay in the meat of the engine’s powerband. What’s truly impressive about this motor is how smooth and refined it is. There’s no hint of harshness even when you rev it to its rather conservative 6,200rpm limit.

The gearshift too is slick and allied to a light clutch, you may not feel the need to go in for an automatic. But if you do, there’s a CVT automatic option available only on the petrol and the good news is that it doesn’t come at the expense of fuel economy. According to the official figures both the manual and automatic petrols give an identical 21.4kpl, which again, is best in class. 

At low speeds, the CVT is incredibly responsive. Just tap the throttle and the Baleno shoots forward with the immediacy of a manual. However, go past 4,000rpm and the CVT’s ‘rubber band’ effect comes into play. The revs shoot up without a corresponding increase in speed which make the engine sound constantly strained. Put your foot down and the engine spins to 6,000 rpm and stays there whilst the Baleno slowly gathers speed. The CVT is clearly not a highway chomper and is best left within city limits where it excels as an effortless commuter. It’s a real shame then that the CVT option only comes in the mid-level Delta spec. Maruti’s logic not to offer it in the top Alpha trim is that it would then get too expensive. But shouldn’t the customer be the one who decides?

The Baleno’s mature ride and handling came as quite a surprise. We expected a car with such a low kerb weight to feel a bit skittish over bad roads but instead, the Baleno rides with the authority of a bigger, heftier car. Straightline stability is superb, no doubt aided by the long wheelbase, but it’s the finely balanced suspension (biased to the softer side) that gives the Baleno its dynamic prowess.

The ride is quite absorbent and except for sharp edges (more noticeable in the top-spec variant with 16-inch wheels and lower profile tyres), the suspension despatches bumps and bad roads with a muted thud. The suspension too works quietly with no loud thuds, which complements the excellent ride comfort.
Suzuki engineers have worked hard at improving the Baleno’s steering and the result is a car with a sportier feel. The steering is pretty quick with little slack around the straight ahead position which makes the Baleno a joy to punt around corners. No, it doesn’t dart into corners or change directions as nimbly as a Swift
but, there’s a nice heft to the steering which gives the driver immense confidence at any speed. A 170mm ground clearance (20mm more than the European model) takes care of speedbreakers and sharp verges without a worry.

Should I buy one?

Maruti has thrown a lot into the Baleno, the company’s first serious shot at the  premium hatchback segment. It certainly looks the part with its stylish looks and well-planted stance. It drives well too thanks to a lightweight body which translates to a good power to weight ratio and hence, performance. A superbly judged suspension and overall refinement gives it the feel of a bigger, plusher car.
The cabin too comes as a surprise with its practicality and spaciousness to once and for all axe the perception that Suzukis are small and cramped. However, Suzukl’s cost cutting ways are still all too evident in a cabin that could have been more plush and better detailed. However, Maruti has more than made amends with some truly unique features that will surely have its competitors scampering to offer similar stuff. That all the variants of the Baleno come with two airbags, ABS and EBS as standard shows the company’s new-found commitment to safety. The question is will customers be willing to pay for it?
That leads us to the Baleno’s price. It won’t be bargain basement with all the kit inside for sure but at an estimated price of Rs 5.7-8.3 lakh when it goes on sale on October 26, through the new Nexa network, it’s still good value, like every Maruti.

Source: autocarindia.com

Hero Maestro Edge first ride review

Hero MotoCorp is the strangest two-wheeler company of them all. As I really enjoy pointing out, they’re simultaneously the biggest two-wheeler maker in India as well as the youngest startup. I’d say upstart but they’re also the market leaders in sales, though their scooter fortunes could be better – 13 per cent isn’t all that much. When the company separated from its erstwhile partner, we all knew, Pawan Munjal, had taken on a battle that would define the rest of his career. The pooh-poohing of Hero’s nearly non-existent research and product development capability began almost immediately. The past four years have been silent on this front from the company, but underneath that silence has been a furious paddling towards a future where Hero could put into production and into showrooms brand-new products at will.

Enter Marcus Braunsperger. The ex-head of BMW Motorrad arrived last year, almost to the day. At this point this scooter project was well underway. Like most R&D bosses, Marcus is a hard core motorcyclist and that’s always good when the task is to build a team to build two-wheelers. Marcus openly admits that his role in the Maestro Edge, Duet and the platform that underpins both was limited by how late he arrived. Which makes the Maestro Edge all the more interesting. It reveals a peek into how the growing Hero R&D used its resources, including the likes of Engines Engineering, AVL and formerly Erik Buell Racing to reach its goals.

So, what’s it like? I’m happy to report that I found no issues or surprises that create any sense of foreboding as we look forward to road testing the new Hero. The Maestro Edge, aka Dash in Colombia, is based on the same platform as the Duet. That’s an underbone frame with telescopic forks, integrated drum brakes etc. The Maestro Edge gets a 12-inch front wheel – I wonder why Hero chose not to upgrade the rear wheel to that size.

The engine is the all-new 110.9cc SOHC unit that makes 8.4PS at 8,000rpm. Peak torque is 8.3Nm at 6,500rpm. The bike is 6kg lighter than the Duet thanks to its plastic body. I assume that contributed to the 65.8kmpl claimed economy – slightly better than the Duet.
This is wrapped up in a new plastic form that I found likeable. It isn’t a dramatic shift from the current scooter market norm, but it certainly is identifiable. The finish levels are pretty good and like the Duet, the Edge is loaded to the gills with all the features necessary for it to essay its premium scooter role. Over the Duet, it adds a microchipped key, ana-digi instruments, excellent quality switch gear and a fancy exhaust that Hero bills ‘Titanium’ for its colour.
Riding this scooter was genuinely fun. It feels quicker than the Duet and that urgency underlines that sense of premiumness. I suspect not many will walk into showrooms and accuse the Edge of being a Duet at a higher price. Which of course, in many ways, it is. The joys of platform engineering, eh?
The chassis, as I noted in the Duet story as well, is the star. Hero has done a great job of the suspension setup and its ability to turn confidently as well as soak up bad roads while maintaining its composure are both impressive by turns. The brakes, similarly, work as well as you can expect drum brakes too.

On the whole, the Edge is a good scooter. Will it beat the market leaders? Perhaps not. But Hero’s ability to handle new products will be far better appreciated as soon as Edge arrives in showrooms. That date is October 13. The price is Rs 50,700 for the top VX model and Rs 49,500 for the lower LX trim. The little difference in the two versions? The LX loses some of the VX’s baubles. The USB charger and the light are optional. The alloy wheels? Nope. Battery? Not maintenance free. No immobiliser. Simpler mirror. Single baggage hook. Black plastic muffle covers and normal looking switchgear backing too. Given the collection of bits you lost for this Rs 1,200, the VX certainly seems to be the deal of the two.
Hero proudly claimed that these scooters are part of its plan for scooter leadership. Which, naturally, implies a challenge to the Honda’s scooter dominance in India. That battle is a long way away but Hero’s on the warpath and it’s about to get interesting.
Source : overdrive.in

Hero Duet first ride review

Hero’s new sale and marketing chief, Ashok Bhasin, revealed in his presentation where the Duet fits into Hero’s scooter plan. It is set to slot in to the multi-purpose space between the Maestro, the men’s scooter and the Pleasure, which is for the girls. In that sense, it is supposed to be the family scooter. Given how traditional that position is in India, Hero have chosen for the Duet a metal body that adds 6kg of weight over the lighter Maestro Edge. The panels are kept simple with the only design flourish being a fairly complex set of curves in the side body where the painted bits meet the tail lamp. Hero officials told us that their feedback suggests that the minimal chrome strips, a vee on the front apron and two dashes on the side will be well liked by the target customer. These customers apparently want a dash of style but not too much. The rear of the scooter has a well-done grab rail that extends into a short luggage rack complete with bungee points and this gets a 10kg load rating too.
Under the skin is, according to the company, a whole new platform. That’s a new frame, new engine and obviously, the new design. The details on the engine and frame were brief, but we know the steering geometry has been altered. The engine, an air-cooled 110.9cc SOHC single, produces 8.4PS at 8,000rpm. Peak torque is 8.3Nm at 6,500rpm. The transmission is, obviously, variomatic. Hero didn’t offer any performance claims – I saw 84kmph (indicated) on the Duet’s dials. However, it claims to return 63.8kmpl.

Hero has also added to the Duet its Integrated Braking System (IBS) that links the rear brakes to the fronts to offer new riders a better braking experience. Riding on a dusty stretch, the Duet was able to stop pretty hard without drama. What really impressed, and you’ll see this in the Maestro Edge story as well, is the suspensions setup. As expected, the Duet feels in its element on good roads. But I subjected it to potholes as well as jumped off speed breakers – yeah, not its expected role to be sure – but the front telescopic forks shrugged off the landings while both ends absorbed potholes really well.
Even better, the scooter managed this without resorting to a heavily damped setup. Which means Duet corners quite hard – another surprise. There’s a sense of extra weight that works in its favour – it sort of cancels out the usual top-heaviness of a scooter. But as with all scooters, you really should try tipping them hard into a corner, all of them, Duet included, show such eagerness and tenacity.
What Hero adds on top are a comprehensive set of features. The Duet had a small light for the under tray as well as a USB out to charge devices. The Hero presentation mentions that it’s a USB 3.0 slot which suggests it offers a faster charge rate. Hero has also employed a single key slot which not only controls ignition and steering locking but also opens the seat and releases the fuel cap which is mounted behind the rear seat under the grab rail. The Duet also gets daytime lamps, two bag hooks, a pass switch, side stand indicator (which indicates but doesn’t cut out the engine) and a service due indicator.

The questions that remain are the launch price and timing. Hero only noted that the Duet will follow the Maestro Edge to market. It’s reasonable to assume the price will be below the Edge since the latter is the current scooter flagship. What I went in hoping for was a scooter that’s at least as good as the better scooters in the segment. It’s a critical question since the Duet and the Maestro Edge are the first self-proclaimed all-indigenous Heros. The updates the company rolled out in the form of the Karizma and the Xtreme Sports have both not been received as well as Hero would have liked.
I’m happy to say that the Duet meets my expectations. Our ride was short and the inevitable comparison test will be long, but I’m pretty confident that the Duet will beat more than a few scooters before the dust settles. And so begins Hero R&D’s journey with a crisp product launch that eschewed the usual parading of celebrity endorsers, song and dance or both. A launch where product development people were on stage more than sales and marketing. A new Hero is emerging and we can’t wait to see where their journey takes them.

source: overdrive.in