Hyundai Eon vs Maruti Alto

The Maruti Alto is India�s best-selling car by far. An affordable price tag is just one of many reasons why, but the fact is the Alto gets the basics right. It�s fuel efficient, easy to use and requires minimal maintenance � with the comfort of knowing if anything does go wrong, a Maruti service station is never too far away. Last year�s K10 model only added cubic capacity and horsepower to the Alto�s cheap, cheerful and hassle-free charm.

However, just one glance at the new Hyundai Eon will have even die-hard Alto fans raising an eyebrow. After all, the Eon is priced close to the Alto K10, with a similar promise of low running costs and service backup second only to Maruti�s. But does the Eon deliver where the Alto excels?

It�s all in the look

The Maruti Alto K10 is the longer car, but the Eon is taller and its wheelbase is 20mm bigger too. But where the two cars really differ is in styling. The extroverted Eon looks designed for tomorrow with beautifully sculpted creases and cuts. The large rear wheel arches do make the wheels appear small but that�s about it. There�s little to find fault with in the design. Even the crescent-shaped tail lamps look great. The best part is that the Eon is distinctive without looking too radical.

Standing next to the Eon, the Alto looks several generations older. That�s because it is. Not much has been changed since the car was launched in 2000 except for a nip and tuck with the introduction of the K10 model in 2010. However, the basic shape is the same, and the thick C-pillars and smart creases over the rear wheels are the only talking points really. The Alto anonymously blends into the crowd while the Eon stands out, even in the company of larger, more expensive cars.

Inner strength

Fit and finish of the Eon�s cabin is midsize-saloon-car good and there are only a few bits that remind you of its small price. Dashboard styling is neat and the chunky AC controls are particularly nice to use, but the small central vents are fiddly and have limited spread. Frontal visibility is slightly hampered by the thick A-pillar and the small glass area at the rear doesn�t help either. The Alto, in contrast, affords better all-round visibility. The Eon�s front door pockets are large enough for bottles and the glovebox is big too.

Switching to the Alto is like going back in time. Plastic quality is a grade down on the Eon�s and panel gaps mean the Alto looks every bit the budget car it is. The front door pockets are narrow and shallow and items tend to slide around the dash-top recess. The glovebox is also small but you do get two cupholders, and the boot is a full size down on the Eon�s generous 215 litres.

The Eon�s rear seat has more kneeroom than the Alto�s and more space under the front seat to move your feet. The Alto�s shorter backrest equals insufficient support, while its protruding, fixed headrests are uncomfortable. The Alto does have slightly more headroom. Build quality is somewhat flimsy compared to what you get on the Eon.

Each CC Counts

The Eon is powered by a 3cyl version of the Santro�s 1.1-litre iRDE engine, reducing engine displacement to 814cc and power output to 55bhp. Expectedly, engine refinement isn�t great and vibrations shake the gear lever a fair bit. The Eon isn�t particularly quick off the blocks and only pulls well towards the top-end. There is adequate power for keeping up with typical city traffic but overtaking manoeuvres need some planning. Flooring the throttle doesn�t help as the engine simply doesn�t make power quick enough.

In contrast, the Alto K10�s 996cc, 67bhp twin-cam engine shows just how good a three-cylinder can be. There are some vibrations at idle but these fade as you accelerate. Both engines get quite loud when revved but the Alto�s precise-shifting gearbox feels a whole lot nicer to use than the Eon�s notchy unit. The two cars are neck-to-neck upto 60kph, but the Alto reaches 100kph nearly 2sec before the Eon.

But the numbers most buyers will be interested in are for fuel economy. The Eon�s narrower powerband means you change gears more often than on the Alto and that reflects in its slightly lower city economy figures. The Eon managed 13.7kpl while the Alto returned a 14kpl. Out on the highway, the Eon�s taller fifth gear allows the better fuel economy of 17.2kpl to the Alto�s 17kpl figure.

Rock and Roll

Their dinky dimensions, small turning radii and light controls make both cars very easy in the city. Suspension hardware is similar and both cars ride on 13-inch wheels. The Eon is softer-sprung and does the better job of shielding passengers from low-speed bumps. Go any faster and it is the Alto that feels far nicer, with less body movement and a much flatter ride. However, rear seat passengers do get thrown about a fair bit in the Alto.

Feature creature

The Alto VXi retails for Rs 3.2 lakh (ex-showroom, Delhi) and comes with power steering, front power windows, central locking and internally adjustable outside rear-view mirrors. For Rs 20,000 more, you can get the Eon Magna variant that comes with all of the above and also a steering tilt adjust. This model, however, does without a parcel tray or tachometer, both of which are available on the Alto. At Rs 3.71 lakh, the Eon Sportz variant featured here is quite expensive but comes with a lot of kit. You get a driver-side airbag, keyless entry and also a CD player with Aux and USB functions.

Decision time

We really scratched our heads over this one. The thing is, the Alto is unquestionably the better car to drive. It has the more consistent ride, nimbler handling and zestier engine. If the engine�s ability holds more weight for you than the plush ambience in the driver�s seat, then the Alto is the car for you. It has a certain raw appeal that the Eon just can�t hope
to match.

No, the Eon�s performance won�t get your heart racing and engine refinement is rather mediocre too but for most buyers these are secondary considerations. The Eon delivers on more visible criteria. It looks futuristic, its better-finished interiors look and feel classier and it is that wee bit more spacious too. Fuel economy is really good as well.

In the final analysis, you do pay more for an Eon but in return get more bang for your buck. It�s just too hard to argue against its value quotient and it is for this the Eon is our choice.

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Maruti announces Auto Expo plans

Maruti Suzuki has revealed its plans for the upcoming 2012 Auto Expo.The big news for
 the small-car giant will be its aggressive entry into the UV segment with two models � both of which will be showcased at the Expo in New Delhi.
First up will be the global unveiling of Maruti�s first compact MPV, the Ertiga. As originally seen in our spy images, the Ertiga looks similar to the Swift from the front, with peeled-back headlights that stretch to the pronounced wheel arches. The rear treatment looks well proportioned, if rather generic in comparison. The Ertiga will seat seven and will come with petrol and diesel engine options.Along with the Ertiga, Maruti will also showcase a comp
act SUV concept.  Both these new models are the result of a joint effort between Maruti Suzuki in India and Suzuki Motor Corporation, Japan.  According to Maruti, the compact SUV concept has been designed in a record time of just nine months.
�As the market gets more competitive, we have to gear up for the new dynamics. We are thus showing the best we can offer. The new models like the SUV, MPV and MUV will prove to the world that we are future-ready. We need to get first-hand feedback for this,� says Maruti Suzuki managing executive officer marketing and sales, Mayank Pareek.
Maruti will also add another engine to its popular K-series family - the K14.  As the name suggests, the K14 is a 1.4-litre petrol motor that is equipped with variable-valve timing (VVT).  It will displace 1372cc and deliver a decent 95bhp. The Ertiga will debut this new engine, but will also be available with a 1.3-litre DDiS �Super Turbo� diesel engine.
Some of parent company Suzuki�s international compact cars � like the Solio, Palette and MR Wagon � will also be on display at Maruti�s Auto Expo stand, which Pareek says are intended to �study consumer feedback."

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Maruti launches Alto Xplore

Maruti Suzuki has launched the Alto Xplore, a new variant of its best-selling hatchback, the Alto.

The Xplore, a limited edition, will be available in the 800cc Alto LXi and the Alto K10 models and comes in six colours. Features common to both 800cc and K10 versions are body-coloured bumpers, wing-mirrors, door handles, dual-tone leather seats, aluminium door sills and special body graphics.

In addition to the above, the Alto K10 Xplore gets a body-coloured roof-mounted spoiler,
a double-DIN music system with AUX/Bluetooth and USB, while the 800cc Alto gets a single-DIN unit. 

Maruti has launched the limited edition Alto Xplore with the festive season in mind. Coincidently, it clashes with the launch of Hyundai�s all-new Eon. The Alto Xplore is priced at approximately Rs 25,000 higher than the normal version.

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Swift vs Jazz

The Jazz had it all, but it never sold as well as it could have. Honda broke the cardinal rule for pricing and the Jazz found too few takers when it was launched at a saloon car price. That was then. Today however, it sits bang in Suzuki Swift territory. Problem is, the new Swift is substantially better than the car it replaced. So which one is it, brilliant Jazz or amazing Swift?

Look at me, look at me

The good thing is that both the cars have far from ordinary designs. The mono-volume design of the Jazz and its large glass area make it look more mini-MPV than traditional hatchback. However, despite some fresh detailing like those smart triangular headlights and interesting creases on the tail section, this car just doesn�t have the same sex appeal as the Swift.

Just look at the Swift�s blacked-out A-pillar and fighter-jet-like tapering window line to understand what we are talking about. Bigger headlights, a very sporty rear and a wide, squat stance mean this car has attitude written all over it. The downside, though, is that it looks too much like the old Swift, so many don�t even take notice of it.

 Space Vs Funk

The Jazz is BIG on the inside, thanks to the extreme cab-forward design and brilliant packaging. Large windows, a good seating position and a great view out make it agile and easy to drive. The driver�s seat in the top-end Jazz X has a height adjuster and comes adequately bolstered, so it�s very comfortable. The asymmetrical fascia looks funky and works well, and the large knobs for the AC controls are easy to find and operate when on the move. A look at the back will reveal that rear passengers have seldom had it so good in a hatch - there is space aplenty here.

Slip into the Swift and it�ll seem as if the world has shrunk. The Maruti feels a whole size smaller, especially in the back. The snug interiors, though, do feel sportier. The quality of plastics is a notch up from the last-generation car and the centre console looks similar to the Kizashi�s with everything neatly laid out. The steering wheel is good to grip and the dials, with smart indents on their circumference, look distinctive. Climate control comes standard on the top-end Swift ZXi variant, a feature missing on the Jazz altogether � the Honda also uses a tacky slider-type recirculation switch.

Driver seat comfort in the Swift is excellent � the bolstering and flat backrest provide ample support even when driving hard. But it�s a different story at the back. While the rear seat is comfy with nice under-thigh and back support and decent legroom, headroom is an issue for taller passengers. Also, after a stint in the airy Jazz, the Swift�s dark plastics and small rear windows make you feel boxed in.

Where the Jazz totally eclipses the Swift is in terms of storage and boot space, and because Honda has positioned the fuel tank in the centre of the car, you can lift,
split and even fold the back seat flat to give the Jazz stationwagon-like practicality.

Motors, two of the best

Both cars feature 1.2-litre engines with the Jazz having a 3bhp edge in terms of outright power. The lighter Swift, though, has the better power-to-weight ratio of 86.8bhp per tonne to the Jazz�s marginally less 84.4bhp per tonne. The new Swift�s K-Series engine gets variable valve timing and twin overhead camshafts while the Jazz engine features Honda�s single cam i-VTEC system. So, on paper, there isn�t much to differentiate the two. But how are they on the road?

Let�s start with the Jazz. Switch the ignition on and the engine settles at a quiet idle. Get going and you instantly note this is one special motor which simply loves to be revved. With minimal vibrations to spoil the party, this rev-happy engine almost coerces you to hold gear for longer than you would otherwise. Hold on beyond the 3000rpm mark and there is an almost magnetic pull of the tacho needle to the redline. In the city, part- throttle responses are decent and in-gear acceleration is good too. The slick-shifting and very light gearbox coupled with the well-weighted clutch make negotiating traffic all the more easier. So the Jazz gets a tick mark from both regular as well as sporty buyers.

Like the Jazz, the Swift engine is free-revving too, but somehow the zesty nature of the older Swift is lost. Bottom-end grunt is good but the mid-range feels slightly laboured compared to the older car�s. Floor the throttle and progress is quick till about 2500rpm but power seems to taper off mildly till you acquaint the tacho needle with the redline.

On part-throttle responses though, the Swift is actually better than the Jazz. And where the Jazz engine is smooth, the Swift�s super-refined motor is even smoother.

Driving the cars back to back, we found the Swift needed fewer gear changes to keep up with traffic, a helpful feature on Indian roads. The light clutch and smooth-shifting gearbox go well with this city-friendly nature of the car.

Comparing acceleration times, the Jazz is faster than the Swift but only marginally so on most counts. It is only in the 40-100kph run in fourth gear that the Jazz is a full five seconds quicker than the Swift. Yet, the Swift is more fuel-efficient overall, which is important, but just about. On the whole, the slightly more flexible and free-spirited nature of the Honda engine wins the Jazz this round.

Fun factor

Three rounds into this bout, the Jazz has the upper hand. But can the Jazz deliver the final knockout punch in terms of ride and handling? The answer is no. The old Swift was always a great car to drive and the new one improves things further. Light at low speeds, its steering weights up quite nicely as the going gets faster. Yes, the steering feels a little inconsistent and isn�t as accurate as we�d have liked but on the fun-to-drive scale, the Swift scores big time. A willing and stiff chassis means handling is sharp for the most part, its point-and-shoot nature making it a hit with us.

The Jazz isn�t quite in the Swift�s league. Its steering does offer more feedback at city speeds but there is an inconsistency in the way it weights up when speeds increase. Push hard and there is a fair amount of roll too, much more pronounced than that exhibited by the stiffer-sprung Swift. And grippier rubber would have worked wonders for the car�s handling and overall driving manners.

Interestingly, the Swift has the better ride too. Driving over Mumbai�s monsoon-ravaged roads, we found the Jazz unsettled over sharp bumps while the new Swift felt pliant and composed.

Aaand the winner is�

The Maruti Swift is well styled both inside and out, is fun to drive, delivers good economy and is priced sensibly too. The Jazz is a great car as well, with a clever amalgamation of small-car dimensions, midsize car space and almost-MPV practicality. The Jazz may lack the youthful appeal of the Swift and it may trail the Swift in maintenance costs, but in all other areas the Jazz is a genuine hop, skip and jump better than the Swift. And it is for this and this alone, the Jazz wins this contest.

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