The Quanto is a compact SUV, but is spacious on the inside. The bells and whistles and the plastic quality on the Quanto is decent. The Quanto's seats are also fairly comfortable with loads of head room.
The Quanto is based on the Xylo platform, and Mahindra is also sharing most of the mechanical bits on the compact SUV to reduce the cost. Hence, most of the plastics and the interior bits are a direct pick from the Xylo. The plastic quality of the material isn't that great and is very much similar to the Xylo.
There is sufficient space on the inside those. The first two rows are fairly spacious. Not only is there sufficient room, but even the seats are large and supportive. Five people can sit abreast without any issues. The two seats at the end at small and good enough for children or short journeys.
This new engine on the Quanto is a newly derived engine from the existing Mahindra powertrains. The twin turbos help to reduce the lag and make it more drivable as the power delivery is linear, like a petrol mill. Mahindra does a good job with its new engine.
Mahindra has introduced a brand-new engine on the Quanto. This is a 1.5-litre, three cylinder twin turbo engine that produces 100bhp of power and 240Nm of torque. The power delivery on this mill is linear as there is negligible turbo lag on the compact SUV. This engine is a tad noisier than one would want, however the vibration isn’t that bad.
The Quanto has good enough power to overtake in the city and the highways, but that punch like other diesel engines seems to go missing. The 5-speed manual transmission on the Quanto is a tad rubbery, and the throws are a bit long. Mahindra has developed a new transmission for the Quanto and it does feel a bit better than the already existing products..
C2: The C2 is the base model on the Quanto. It’s like plain vanilla ice cream that gets power steering anc HVAC. Even the bumpers, door handles and grille are black in colour.
C4: The C4 gets wheel cover, body coloured bumpers and spare wheel tyre cover, digital clock, micro hybrid start-stop, power windows,, central locking and rear-wiper and washer as extra over the C2.
C6: The C6 gets a lot more goodies like body coloured door handles, side steps with puddle lamps, digital drive assist, keyless entry, ABD, integrated music system and even front fog lamps.
C8: The C8 is the top of the line version on the Quanto and it comes loaded with all the bells and whistles like dual airbags, Park Assist and also alloy wheels.
The ride and handling of the Quanto is one area that doesn’t impress us. The problem is that, neither the ride is excellent nor is the handling that great.
The Quanto has same underpinnings like that of the Mahindra Xylo and the Genio. So, we expected the ride to be good, but somehow we weren’t very pleased with it also. The ride is smooth and soft, but the increased travel of the suspension doesn’t make it desirable.
Again the long travel doesn’t help the Quanto in the handling department. So there is no pleasure to drive around hills and winding roads. Also the tall size of the body and higher ground clearance, increase the body roll.
Maruti Suzuki pulled out a rabbit of the hat with the Ertiga. This is the first compact-sized MUV, and is built on the platform of a Swift. It has sufficient space in the first two rows and the fit and finish could have been a tad better for the price you pay, and most of the bits are a direct pick form the Swift.
Ertiga is based on the Swift platform and so are its interiors. These are a direct pick from the Swift. Except for difference in the colour, it resembles the Swift interiors. It seems that Maruti Suzuki wants to standardise the interior styling of its products. The quality of the plastics is decent; we do wish it were a bit better for the price it comes for.
The first two rows of the Ertiga are spacious and there isn’t much of an issue for headroom. The second row seats have decent kneeroom, while the third row is tight on space. It is meant for children. The front row seats are large and supportive, while the second row seats have decent support for the thighs. The boot is also decently sized.
LXi/LDi: This is the base variant of the Ertiga in petrol and diesel engine. Since it is the entry-level model, it is not loaded with too many features but power stee ring, body colour bumpers, manually folding OVRMs (outside rear view mirrors), multi trip meters, AC with heater, etc. come as standard.
VXi/VDi: This variant is placed above the LXi/LDi and it sports features like central locking, electrically folding OVRMs, keyless entry, adjustable headrests and body coloured OVRMs, door handles and many more. In the petrol you also have an ABS version that comes at an extra cost for safer braking.
ZXi/ZDi: Like other Maruti Suzuki’s other models, the ZXi and ZDi are the range topping models for Ertiga as well. This variant gets a number of premium features, which are not offered in the starting and mid-range models. These include Airbags, alloy wheels, outside temperature gauge on information display integrated into meter cluster, front seat belt with pretension and force limiter for driver and co-driver, steering wheel mounted audio controls, etc.
Petrol and diesel options are available on the Ertiga. The 1.4-litre petrol is efficient and also has sufficient torque to potter around in city. The 1.3-litre multijet has some amount of turbo lag, but once within the torque range, the power is sufficient.
The diesel version of the Ertiga is powered by a 1.3-litre multijet, which also propels the Maruti Suzuki SX4, Fiat Linea, Tata Manza and Fiat Grande Punto 90HP. This engine has the variable geometric turbocharger that helps it to produce 89bhp of power at 4000rpm and 200Nm of torque at 1750rpm. This is one the largest seeling engines in the country and is one of the most tried and tested one. The engine’s NVH levels are moderate and there is some typical diesel clatter on cranking the engine. But it sort of settles down, once the engine warms up.
There is some amount of lag in this engine and it performs well only if the revs are kept above 2000rpm for best performance. One has to downshift to make those overtaking moves. The engine comes mated to a five-speed manual transmission that is slick with positive and short throws.
The Ertiga is also offered with a 1.4-litre petrol engine that produces a maximum power of 95bhp at 6000rpm and also a peak torque of 130Nm at 4000rpm. Most of the buyers are likely to buy the diesel version, but the petrol is a good option for those who will scarcely use their cars. This is a K-Series petrol engine with variable valve timing and also refinement levels are high.
This engine has good torque at low rpm despite being a petrol mill. This means that you can lug it into a higher cog and potter around, even in city traffic. The five-speed manual transmission on the Ertiga is slick like the diesel version and doesn’t feel rubbery. Overtaking isn’t a difficult ask in the Ertiga, whether in city or on the highway.
Ride and handling, both aren’t a problem on the Ertiga. Both are good enough and nothing to worry about in the Ertiga, as it handles like a hatchback despite its size.
The ride of the Ertiga is fairly composed and smooth at low and high speeds. The suspension does a good job of soaking up all the road shocks without affecting the ride. The Ertiga glides through potholes with a muted thud.
The handling of the Ertiga is good enough for its size. The Ertiga is based on the Swift platform and its driving dynamics are good despite the stretch. There is some amount of body roll, and you won’t loose control unless something stupid is done. The steering wheel is also light at low speeds and it weighs up nicely as the car gathers speed.
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