Maruti Suzuki Alto 800 2016 Facelift Review

Maruti Suzuki Alto 800 Price in India


If you do a simple random sampling of a group of Indians who know how

to drive, chances are a majority of them would have learnt driving on

an Alto. Ever since Maruti Suzuki first launched it in September 2000,

as many as 30 lakh units of this entry-level hatchback have been

cumulatively sold in the country. The car’s unique selling points have

been its remarkable fuel efficiency, peppy engine, attractive price

and low maintenance. Add to that Maruti’s countrywide sales

network—you can practically buy an Alto even if you live in the

remotest town in India!


Yet another reason for its success is that the Alto has been evolving

to reflect the changing India. Over the years, Maruti has been arming

it with just the right features a buyer looks for in an entry-level

car, and subtle but timely design updates; these have been appealing

to customers.




The styling of the Maruti Alto 800 looks far from impressive. The old

Alto looked cute even thought it has been around for more than a

decade. With the Alto 800, Maruti Suzuki has just tried to bring

styling from the Japanese Alto and the A-Star, which doesn’t give the

Alto 800 an identity of its own. The Alto 800 has very compact

dimensions and the company has added new bits to make the vehicle look

modern. A new and lighter roof has been added with corrugations to

boost stability. New outside rear view mirror has been picked up from

the Alto K10 but its shocking too see no left side rear view mirror as

standard. The door handles are body colored but the rear view mirror

is not. The full wheel caps look good and the wheel arches are

slightly flared too. The increased height and high ground clearance

makes the Alto 800 look odd. The Alto 800 is thus, no match for the

well styled Hyundai Eon. The conservative styling doesn’t appeal much

and the Alto 800 ends up looking very disproportionvate.




Things are quite different on the inside. You now get a dark grey tone

for the dashboard and new upholstery on the door pads and seats. The

front seats are decent in comfort while frontal visibility is also

excellent. The Alto gets a basic audio system, front power windows,

power steering and AC. The AC has good performance and it fared nicely

in our hot weather. With the facelift, the Alto 800 now gets a

standard left hand side mirror, child locks at the rear and an

optional driver-side airbag.

At the rear, you have good head room while leg room is also pretty

decent thanks to the thin front seats. Shoulder space is decent but

fitting 3 passengers at the rear could be a problem. However, the

seats are lacking in terms of under-thigh support. You also feel a bit

claustrophobic due to the small window area. The rear seats now come

with integrated head rests. The rear doors finally get child locks

now. There is a bottle header in front of the gear lever which can

hold a 1-litre bottle. There is also a small storage area above the

glovebox. The boot is pretty compact at 177-litres




Mechanically, the new 2016 Alto 800 remain unchangeds. This means that

powering the refreshed Alto 800 is the tried and tested Suzuki F8D 796

cc, three-cylinder engine that comes mated to a 5 speed manual

gearbox. This motor pumps out a max. power of 47.65 PS @ 6,000 rpm and

a peak torque of 69 Nm @ 3500 rpm. The Alto is available in both

Petrol and CNG avatars. Maruti could give the engine an ECU remap to

further optimize the fuel mileage. As we said, the Diesel model of the

Alto 800 won’t be launched anytime soon. However, powering the Diesel

Alto will be a 800 cc, twin-cylinder engine that has a maximum power

of 47.5 PS and peak torque of 120 Nm.




The Maruti Suzuki Alto 800 has a feedback rich steering though it feels a bit heavy

at crawling speeds. However, the steering is very direct and despite

being such a small car, the Alto is quite fun to drive. Thanks to its

small footprint, you can easily drive it around and tackling too much

traffic doesn’t get easier than this. The ride is very flat at low

speeds and it tends to get uncomfortable when you hit broken or uneven

surfaces at even moderately high speeds. The car remains decently

stable at high speeds but it’d be best if it is driven below 90 km/hr.

The body feels very light and the super thin tyres have questionable

grip levels.




Maruti Suzuki hasn’t made many changes to the Alto 800, which is

essentially the Alto in fresh clothing, with slight upgrades here and

there. What this results in, is a much better Alto overall but is it

enough considering this is the first facelift to the Alto in 12-years.

While Maruti Suzuki’s brand name is more than enough to keep the

Alto’s sales flying high, we were hoping for a vastly improved Alto to

compete with the likes of the Hyundai Eon. However, the changes to the

Alto are more than welcome and the refreshed exteriors, new dashboard,

marginally more space, slightly more eager engine and better quality

of plastics is enough to justify the Rs. 30,000/- price hike which is

expected on the new Alto


Maruti Suzuki Alto 800 Ex Showroom Price in New Delhi ranges from 2,46,752/- (Alto 800 Standard) to  3,75,265/- (Alto 800 LXI CNG Optional) .Maruti Suzuki Alto 800 has 10 Variants of Petrol are available in India. Maruti Suzuki Alto 800 comes in 6 colours, namely Blazing Red,Silky Silver,Mojito Green,Cerulean Blue,Granite Grey,Superior White.


TATA HEXA Reviews, Price, Specifications, Mileage

Tata Hexa Price in India


Once upon a time, Indian roads were all about Maruti 800, Ambassador

and Fiat Padmini. The occasional change in the landscape was brought

about by Tata Motors’ comparatively larger offering – Sierra. The

‘original Indian sports utility vehicle’ had quite the towering road

presence and the 1.9-litre turbo charged engine provided a drive like

no other.


The march of time affected markets. It is no secret that Tata Motors

found the going increasingly tough in the passenger vehicle segment by

the late 90s. Indica was its only passenger vehicle doing decent



Times changed and, thankfully, so did Tata Motors. In one of its

strongest ever attempts to reclaim lost glory, the company in recent

years took the covers off of a number of promising vehicles. And none

may have as much potential as the Tata Hexa. Here is a vehicle that seeks

to be an all-rounder and (mostly) manages to pull it off effortlessly.



The Tata Hexa might be based on the Aria platform and possibly have

similar lines but it’s a completely new vehicle. Where the Aria was

curvy and a bit round, the Hexa is muscular, and in-your-face. It

achieves this thanks to the chrome laced grille and gold coloured

bumper. Complementing this is a modern looking lighting package

comprising big headlamps and LED DRLs. The side reveals the MPV

silhouette of the vehicle. However, it does get sharply raked

A-pillars and really nice looking 19 inch wheels which increase the

sporty quotient. The rear, despite having so many elements, looks too

square but this is not such a bad thing as the boxy rear-end has been

a defining trait of Tata’s SUVs over the ages



The dashboard layout of the Tata Hexa looks premium thanks to the new

design additions and controls made of fresh-looking materials like

chrome trim used with glossy black and soft grain plastic. The

instrument cluster is easy to read and except for the low-set air-con

controls, all functions are easily accessible on the dash.


We however noticed that the centre console was devoid of storage

spaces barring the cup holder behind the gear shifter and the centre

armrest. The seats are draped in a leather look-alike upholstery with

contrast stitching that feels rich. In fact the front seats offer a

comfortable drive thanks to the ample contours with lumbar, good back

and appropriate thigh suppo


Similarly, the middle row seats have identical contours and offer good

support, headroom and lots of legroom for the occupants. Entry to the

third row of seats is by tumbling the second row, and while the seats

offer hardly any support, headroom and space for adults is also

confined. With the last row up, the boot can only take a few soft bags

and a thin suitcase at the most. To stuff anything more, the last row

needs to be folded but it doesn’t fold flat either.



The Tata Hexa has a 2.2-litre turbo diesel engine. This comes with two

options – a 148bhp engine and 154bhp. The first one comes with a

five-speed manual and the more powerful one has two options: six-speed

manual or six-speed automatic. The NVH levels on the engine are fairly

low. The torque of this engine is more than sufficient for daily

driving. One doesn’t require too many gear shifts in the city or

highway driving.


The six-speed manual feels a bit notchy. It does take some getting

used too. The manual comes with four driving modes in the 4×4. These

are Auto, Rough Road, Comfort and Dynamic. The Auto and Rough Road are

4×4, while the other two work on 4×2. On the other hand, the automatic

transmission is fabulous. The shifts are smooth even downshifts. Put

it in the Sport mode and you shall be amazed in the manner it

performs. There is also the tiptronic mode that responds well.


In terms of fuel efficiency, the Tata Hexa scores 10 km/l with the

automatic in city and about 14 km/l on the highway. The manual version

of the Tata Hexa will return an efficiency of 11 km/l in city and

about 14.5 km/l on the highway. We haven’t driven the five-speed

manual engine but the range will be between the six-speed manual and




On the face of it, the Hexa has a number of things that could work

against it on the dynamics front – its immense weight, ladder-frame

chassis, long wheelbase, robust 4×4 system, 19-inch wheels – and those

things considered, it really pulls off something impressive. The ride

quality first; it is really good. You will get quite a bit of steering

shock (although not the worst we’ve seen in this sort of car) that’s

typical of ladder-frame SUVs when you hit a sharp bump. There’s an

underlying firmness that you’re constantly aware of, but at very few

points could you call it harsh or uncomfortable. The truth is, the

Hexa’s variable-rate dampers do a phenomenal job of tackling various

road conditions and keep things comfy in the cabin no matter what.

It’s at its best out on the highway, with a supremely flat ride and

very little movement. What you’ll also be impressed by is how silently

it goes about its business; very little suspension, tyre and road

noise makes it to the cabin.


Handling expectedly is not in the same league as an SUV with a

monocoque chassis. The Hexa rolls around a lot, although, it has to be

said that there is a lot of grip, especially in the 4×4 version. The

bigger issue, however, is that it just feels too large and heavy for

you to ever dream of pushing it even remotely hard around a corner.

The hydraulic steering has a bit of slack at the centre position, and

is really heavy at low speeds, making parking this big hulk quite a

task. This is slightly less pronounced in the 4×2 version, likely

because of the lack of front driveshafts. Also, the lack of reach

adjustment for the steering is a bit annoying, and you do feel like

the wheel is canted slightly forward on the whole.




Tata Motors haven’t compromised on safety this time and the Hexa is

loaded with safety equipment. It comes with 6 airbags including dual

front, curtain and side airbags. There is a 4 channel, 4 sensor ABS

offered as standard along with Cornering Stability Control function.

Other safety features include Traction Control System, Electronic

Stability Program, Hill Hold Control and Hill Descent Control. The

Hexa’s long term durability and cost of ownership is yet to be seen

and Tata Motors needs to ensure stress-free ownership of the Hexa

considering the unreliable nature of the Safari faced by some owners

in the past.




The Aria’s quite a capable machine and Tata has done well to build on

its strengths while making up for its shortcomings. The Hexa’s

spacious cabin with three rows of seats, its ability to shrug off bad

roads, commanding driving position and easy driving manners make for a

great machine to cover long distances in. Yes, it will be a bit

cumbersome to steer in the city and fit-finish of the interiors could

be better. Nonetheless Tata look to tackle the Mahindra XUV500 head on

with the Hexa and if priced right, the Hexa has not just the manners,

but the look and the appeal to make it happen this time around. Quite

simply, the Hexa is SUV enough, rich enough and fresh enough to

deliver an overall experience that feels quite welcome for those

looking for a rugged three-row SUV.


Tata Hexa Ex Showroom Price in New Delhi ranges from 10,95,541/- (Hexa XE) to  16,23,945/- (Hexa XT 4X4) .Tata Hexa has 6 Variants of Diesel are available in India. Tata Hexa comes in 5 colours, namely Arizone Blue,Platinum Silver,Pearl White,Tungsten Silver,Sky Grey.