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.
Ed’s take: The Terrano’s interior get an upgrade in quality and even the fit and finish of most of the materials is good. However, there is some plastic which will remind you of the Duster.
The interiors of the Terrano have revamped if you are thinking to compare it to the Duster. The instrument panel skeleton is the same, but a major revival has happened. The musix system, the air-con vents and even the steering wheel has been replaced on the Terrano. The quality of the replaced bits is better, however the other parts have the same styling. The Terrano is also available with the option of six-inch touchscreen infotainment system and also steering mounted audio controls too.
The interior quality is a lot similar to the Duster, and when you are seated behind you do not feel much of a difference between the Renault and Nissan badge even existing. The seats are large and comfortable. The Terrano has spacious interiors and even the seats are comfortable for long journeys. There is space for four people and even the boot is large for a weekend getaway.
Ed’s take:The Terrano comes with three engine variants, one is a petrol and other two are diesels. The pick of the lot is the 1.5-litre diesel with 108bhp.
1.5-litre diesel, 108bhp:
This engine comes mated to a six-speed manual transmission. This engine has the typical diesel clatter and it is wee bit louder than one’s liking. However, Nissan has worked on the insulation and there isn’t much intrusion of sound into the cabin. The power delivery is fairly linear, however there is some amount of turbo lag present in it. The Terrano’s power is decent and it does a good job when it comes performance and even fuel efficiency. The sixth gear is tall and it makes it easy to cruise on the highway. The six speed manual transmission feels rubbery to shift.
1.5-litre diesel, 83bhp:
The 83bhp 1.5-litre diesel comes mated to a five-speed manual transmission. This is the same engine block, with a detuned engine. However the power delivery is linear and one doesn’t feel much of a turbo lag. It is this oil burner that is perfect for city driving. You do not even have to downshift most of the times to overtake or even potter around in city conditions. The five-speed box is also more slick than the six-speed that feels a bit rubbery. The shifts are also a lot more smooth and short.
1.6-litre petrol, 102bhp:
The 1.6-litre petrol produces about 102bhp of power and has low NVH like any other petrol engine. Most of the power is developed in higher rpm, however the engine feels to be tuned for better fuel economy. The petrol motor needs some extra pushing to extract some good performance out of it. The engine is extremely quiet, however one needs to downshift to overtake.
Ed’s take:The 83bhp has a softer rear and the focus is more towards better ride, however the 108bhp is more fun to drive with a stiffer set-up for the springs.
The handling of the Terrano is good and the good thing is there isn’t much body roll despite the ground clearance of 205mm. The 83bhp has a softer rear and it can be felt while taking corners. The steering response is a bit vague and it isn’t as light as other Nissan’s are. We do miss that.
The ride on the Terrano is sorted and pliant. The underpinnings of the Terrano do a good job of ironing out most of the road bumps and shocks. The ride is good even when you drive on bad roads. The steering feedback is vague and doesn’t feel like Nissan, which is generally extremely light to use.
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