English
It’s a classic off-screen Bollywood scenario – grandpa is a celebrated star even in his old age, his children become even more popular stars and just as they are about to retire from the mainstream work, the succeeding generation is ready to become the next big name, right after their debut, thanks to the glorified bloodline. Something similar is now happening in the automotive scheme of things in India. The iconic Maruti 800 paved the way for the Alto, which went on to become India’s highest selling car and now vacates the throne for its successor – the Alto 800. It identifies itself with a combination of two of the most popular names in the business, but how does the new kid on the block look? Let’s take a peek!
The front end of the new Alto 800 will remind you of a lot of cars. In fact if this car were humanlike, its mother would have a lot of explaining to do! The eye-shaped headlights for one are similar in outline and design to those of the upcoming Ford Figo facelift; the gaping hexagonal grille looks like it came from the Hyundai i10 and the narrow chrome-plated moustache again looks like a Hyundai inspired element. The front bumpers are larger and better sculpted than the ones seen on the current Alto and the bonnet has prominent creases that flow into the bumper. The bumper looks drab and there is no provision for fog-lamps even on the top end model. The bonnet is the clamshell type and isn’t as flat as the one seen on the current Alto or A-star.
The side profile however, takes heavy inspiration from the Alto/A-star sold in the Japanese domestic market (JDM). It highlights the 15mm taller roofline and the new glass-house that isn’t flat and boxy anymore like the windows of a railway carriage. There is a prominent shoulder line since Hyundai’s fluidic design language has made wrinkles so popular. Thanks to the creases and the receding glass-house, the Alto 800 appears to be tipped-forward and relatively sporty as compared to the laid-back, textbook stance of the current Alto.
The side profile also shows off the trademark, thick C-pillar that instantly reminds you that this car belongs to the Alto bloodline, but the smaller engine bay tells you that it is the newer iteration. In fact, the length of the Alto 800 is lesser than the outgoing model by a good 100mm. The engine bay is now packed more tightly as compared to the current model and the rear overhang has been reduced too.
The tailgate is a mild departure from the outgoing Alto’s design direction and is inclined more towards the JDM Alto again. The taillights remind us of the i20, however these are taller and get the ‘crystal’ type reflectors. The rear windshield is large and so is the boot-lid (unlike the A-star or the new Swift). Since the car is built to a cost, you don’t get a boot-lid mounted handle like the one seen on the JDM Alto. The lid also has subtle creases that flow from the taillights to the centre of the rear bumper like a waterfall (more on that later). The either ends of the boot-lid get the ‘Maruti Suzuki’ and ‘Alto 800’ monograms. The big ‘800’ highlights the car’s engine capacity – its distinguishing factor from the Alto K10; and its ambition of becoming the spiritual successor of the Maruti 800, the grandpa who will linger on in the BS-III markets in India.
The ‘waterfall’ flow design we spoke of in the earlier part is a design trait that is seen in all current Suzuki models – the Kizashi, the Swift, the SX4 and the Ritz being the most recent examples. The waterfall-flow inspired V-shaped lines are primarily seen on the dashboard /centre console and the front end of these vehicles – however, since the Alto 800 dons a hexagonal grille, this design is only seen in the interiors and partly on the boot-lid. You’ll notice the change when you get inside the car. The centre-console doesn’t look like a file cabinet anymore thanks to the tapering design. It also gets metallic highlights shaped like the lapels of the tuxedo. The top-end version gets a USB compatible audio system stacked below the HVAC controls.
The dashboard has a design that we can’t help but compare with the Mahindra Quanto that we recently tested. The A/C vents mounted on the centre console are leaf-shaped, while the ones at either ends of the dashboard are round – which is exactly similar in design and layout to what we have seen in the Quanto. The dashboard plastics are better put together than the current model, but there are panel-gaps nevertheless and the quality of the plastics isn’t too great – after all, the Alto 800 is going to be marginally dearer than the Maruti 800. The interiors can be had in two colour options – grey or beige. While the former is seen on the car we have tested, it is much similar to the colour combination found in the outgoing Alto. The beige and brown combination on the other hand gives the perception of a slightly roomier cabin but gets soiled easily.
The steering wheel has been carried over from the Alto K10 and has the basic three-spoke design. Depending on the colour you choose for the interiors, the steering wheel is available in black or brown colour schemes. The instrumentation is quite basic too. The outer shape of the console is the same as the one seen in the Alto K10, however, the Alto 800’s instrumentation gets a brushed-metal bezel that outlines the console and separates the three sections of the instrumentation panel – the telltale lights on the left, speedometer in the centre and the fuel gauge on the right.
The seats get fabric upholstery with printed artwork of what looks like two infinity symbols (some say that the artwork stands for ‘800’, but we f
ail to see how). The front seats are slimmer than the ones on the outgoing model; and like the Eon and i10, they get integrated headrests. The padding isn’t too comfortable nor is the size of the seats. They are adequate for slim drivers; and generously sized blokes could find them uncomfortable. The rear seats are more-or-less similar to ones in the current model and can seat two adults and a kid. The recesses at the back of the front seats provide additional knee-room and the taller roofline makes for better headroom than the outgoing Alto. The ingress and egress is slightly better than the current Alto too, but its still a tiny car and provides basic levels of comfort and space.
The Alto 800 uses a revised version of the 3-cylinder 800cc engine that has been doing duty under the Alto’s hood for ages now. Though still referred to as the F8D, the revised engine boasts of a higher compression ratio, shorter piston skirts, lighter con-rod and camshaft, low-friction bearings and a lighter plastic intake that replaces the aluminium one. The resultant revision also gives the new engine better power and torque output. While the outgoing model churned out 47 PS of power and 62 Nm of torque, the new F8D engine produces close of 48 PS of power and 68 Nm of torque.
While the engine has undergone a weight loss diet, the rest of the car has gained weight – up to 15 kg over the outgoing model. The engine will be available with a choice of petrol and/or CNG propulsion. Despite the weight gain, Maruti Suzuki is claiming an ARAI certified fuel economy of 22.74 kmpl for petrol and 30.46 for CNG. The engine comes mated to a 5-speed gearbox that gets a wire-actuated mechanism similar to the one seen on the Estilo, Wagon R or Swift. The result is quick shifts that do not feel clunky like the outgoing model.
The engine still feels peppy to drive but the refinement levels are better. The engine noise isn’t as pronounced either. The low-end torque provides quick initial response and the good mid-range helps in extracting good fuel economy even in the city. Overtaking though requires frequent downshifts, but with the improved gearbox, cycling briskly through the gears can be fun at times! Add to it the reduced length of the car, a well weighted steering wheel, a large windshield that aids with better visibility and the 4.6m turning radius, which all sum up to make the car very easy to maneuver in city traffic. Out on the highway though, the engine suffers from a drab top-end and over 100 km/h the Alto 800 feels skittish.
Around the twisties too, the 145-section tyres do not inspire much confidence. The suspension setup however is slightly stiffer than the older Alto and therefore body-roll has reduced to an extent. The ride quality is decent on our regular roads, but on slightly rough surfaces, the ride feels harsh and noisy.
On the safety front, the Alto finally gets the option of an airbag (only driver side), which can be had at a small premium over the top-end LXi trim. ABS is still not available on the Alto, however its inclusion in the option pack would have been a responsible move and a benchmark for others to follow. The Alto 800 doesn’t set any other benchmarks either, but manages to take an already popular product to its next level.
Conclusion
The Alto 800, frankly, doesn’t set any new benchmarks like its predecessors. However, it still manages to mate relatively new yet conservative styling to a set of improved mechanicals from an already potent product. And that is exactly what it is expected to do – carry forward the tradition of success in a way that no room is left for newcomers to excel. The Alto 800 brings to the table a low cost of ownership; a strong service network and the much need option of CNG propulsion, which will help it maintain the lead over its rivals. As I mentioned at the beginning, the Alto 800 will take over the reigns from a car that is still one of the highest selling models in India – and therefore its success is imperative!
For breaking news and live news updates, like us on Facebook or follow us on Twitter and Instagram. Read more on Latest Car Reviews News on India.com.
