What is it?
The Bolt is Tata’s newest hatchback on the X1 platform. The successor to the Vista, Tata’s new big hatch comes with an all-new exterior, an all-new interior and a new turbo-petrol engine too. Similar looking to the Zest compact sedan, it features a neatly executed grille and headlight combo, a ‘floating’ roof (created by blacking out the C pillar) and new tail-lights. A chrome bar over the number plate gives the wide rear some much-needed definition. Still there’s no getting away from the fact that the lines of the Vista shine though, especially when you look at the glass area of the car. And the Bolt still has that typically Tata ‘jacked-up’ stance. The strange thing is the ground clearance is only 165mm, but it looks much higher for sure. There’s a huge amount of both shoulder and head room on the inside of the Bolt, both in the front and in the rear, and legroom is good enough to take on many full-size sedans. And it’s not just the space on offer, the seats are large and really substantial as well. Thigh support, for example, is superb due to the long seat base, and the rake of the back seat is just right. The seats could have had a bit more lateral support and the cushioning is a bit too soft, but otherwise the back seat is a great place to be. What’s also nice is that all that space and comfort is well backed up by an improvement in quality and fit and finish. Yes, look closely and the odd seam and joint is out of place, and there are still a bit too many shiny plastics visible, but overall, the ambience of the cabin has improved hugely. What’s responsible for uplifting the general ambience of the cabin is the new dash. Similar to that of its sister car, the Zest compact sedan, but without the two-tone look, the new steering and centre console feature tastefully executed ‘metallic’ inserts. There’s chrome piping around the vents, on the gear lever and even in between the plastic buttons, and all the shiny metal is tastefully executed. It may not be quite as well finished as on a Hyundai, but it’s a job well done all the same. While details of the variants aren’t out yet, this top-of-the-line car comes with features like the Harman-sourced central touchscreen, voice commands, SMS readout and smartphone-based navigation. The screen is still not as bright as we would like and the phone-based navigation system (that uses the GPS aerial of the car) is a bit clumsy to use, but overall equipment levels are good. And though we haven’t tested it here, the Bolt will also come powered by a Fiat-sourced 74bhp diesel engine once on sale.
What’s it like inside?
Maruti sedans are typically associated with cramped cabins, but not the Ciaz, which turns this perception on its head. It’s fair to say that the Ciaz is the most spacious mid-size car and the feeling of space is enhanced by the large glass area and light interiors.
The back seat has an incredible amount of legroom and is wide enough for three adults, the flat floor being a help. However, the seat cushions are a touch firm and under-thigh support could be better.
The instrument console houses a pair of small but easy-to-read dials which are again completely new. However, you can spot bits from other Suzukis, like the power window switches and door locks which are shared with Swifts and Dzires. Plastic quality is the best we’ve seen on any Suzuki – the fit and finish is very well executed. The wood-finish accents work quite well too and don’t look tacky, as is the case in most cars at this price point. A lovely detail is the chrome surrounds for some of the buttons, which gives a premium feel.
What’s it like to drive?
The petrol Ciaz is powered by the 1.4-litre K-series motor that first debuted in the Ertiga. It’s been upgraded further for the Ciaz and comes with a higher compression ratio, a tweaked ECU for better response and other mods to lower frictional losses.
First impressions are that the 1.4 petrol, which develops 91bhp, is more than adequate for the Ciaz. It’s quick off the line and quite responsive too, accelerating briskly to make light work of overtaking slower cars on the Delhi-Jaipur highway. However, this K-series engine doesn’t offer the manic thrust of a Honda VTEC motor. Instead, what you get is a linear and almost flat power delivery which isn’t exactly exciting. You do need to wring the engine to get the most out of it and it’s not very quiet either, taking on a coarse edge at the rather conservative 6,200rpm redline. This motor feels best at moderate speeds, and for normal, everyday driving, has sufficient poke to keep you ahead of the traffic.
It’s the Fiat-sourced 89bhp 1.3 diesel that actually impressed more, possibly because we weren’t expecting too much from it. This higher-powered version of this ubiquitous engine is known for its turbo-lag. However, in the Ciaz, it felt like a different animal altogether. No doubt, at low revs, there is still a bit of lethargy until the turbo spools up, but this engine doesn’t feel asleep like in the Ertiga. Again, Maruti has worked on lowering the frictional losses, and has recalibrated the ECU for better low-end response. Drive the Ciaz on part-throttle and it feels far from sluggish, which makes it quite competent for normal city driving. It’s only when you want to get a quick move on and floor the throttle that you feel a hesitation that lasts till 1800rpm, after which there’s a strong kick to the dizzy (by diesel standards) 5,200rpm rev limit.
Ride comfort is where the Ciaz truly scores, and Maruti engineers have arrived at a suspension set-up that works brilliantly on our roads. Tuned on the softer side, the Ciaz feels best at lower speeds, soaking up cratered roads with ease. Up the pace, and the Ciaz tends to pitch a wee bit on uneven surfaces, but again, bump absorption is superb and passengers are left unruffled. On smooth highways, the Ciaz feels well-planted and secure, allowing you to cruise effortlessly at some serious speeds.
The Ciaz feels best in a straight line and it’s not particularly eager to dive into corners. The steering, though nicely weighted, has a numbness about it and there’s a bit of a dead zone around the straight-ahead position.The docile dynamics of the Ciaz make it a car that’s best for comfortable commuting and not for the enthusiast.
Should I buy one?
If you are looking for a comfortable car that’s well-equipped and easy to drive, the Ciaz fits the bill perfectly. It’s not a car for enthusiasts, but for someone who wants fuss-free motoring with the peace of mind that only Maruti can offer. Factor in a very competitive starting price of Rs 6.99 lakh for the petrol model and Rs 8.04 lakh for the diesel version (around Rs 26,000 and Rs 40,000 cheaper than the respective base Honda City’s) and it’s safe to say that the Honda City faces its most serious rival yet.
Fact File
Engine:
| Fuel | Petrol |
| Installation | Front, transverse |
| Type | 1193cc, 4cyl, turbo-petrol |
| Power | 88.7bhp at 5000rpm |
| Torque | 14.27kgm at 1500-4000rpm |
Transmission:
| Type | Front-wheel drive |
| Gearbox | 5-speed manual |
Dimensions:
| Length | 3825mm |
| Width | 1695mm |
| Height | 1562mm |
| Wheel base | 2470mm |
| Ground clearance | 165mm |
Chassis & Body:
| Construction | Five-door hatchback, monocoque |
| Weight | 1095-1125kg |
| Wheels | 15-inch alloy |
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