The Baleno was first launched in India as a sedan. The car, then powered by a gutsy 1.6 litre engine, went on to garner quite the fan following amongst tuners and performance enthusiasts across the country. When production of the sedan stopped in 2007, it left many car aficionados sulking. Taking a leaf out of its own history books, Maruti Suzuki chose to reintroduce the <a href="https://www.carandbike.com/maruti-suzuki-cars/baleno" data-type="tilCustomLink">Baleno </a>in 2015. This time, however, it was launched as a premium hatchback, aimed at the likes of the Hyundai i20 and more recently, the <a href="https://www.carandbike.com/tata-cars/altroz" data-type="tilCustomLink">Tata Altroz</a>. Maruti Suzuki, keen to reinforce the premium identity of the Baleno, sells this hatch from its Nexa outlets alone. Prices for this Maruti start off at Rs. 5.98 lakh, ex-showroom, Delhi for the base Sigma model and go on to Rs. 9.30 lakh, ex-showroom, Delhi for the top of the range Alpha Automatic variant. Although the Baleno hatch was initially launched with a diesel engine as an option, as of now, one can only choose between the 1.2 litre VVT engine and the 1.2 litre Dualjet Dual VVT motor, both of which will drink anything as long as it is petrol. Depending on which model you go for, the engine gets bolted on to either a 5-speed manual transmission or a CVT. Once you close the bonnet and step back, you will at once feel that Maruti Suzuki’s HR manager has done a mighty fine job with regard to finding the right designer for the car’s aesthetics. The Baleno’s lines are simple, yet well defined. The surfaces are elegant and devoid of any superfluous slashes that seem to be the flavour of the season these days and the gentle contours in the right areas define the overall stance of the car. After admiring the exteriors, it is time to sample the car from within. The interiors aren’t exactly class leading but they are well appointed and seem to be of decent build quality that will age gracefully. The cabin space is ample for a family of four but if the 5th occupant is somebody other than a child, then the rear seat would seem cramped. On the go, the Baleno is a typical Maruti, and that is a good thing. The car is smooth and refined and will handle almost everything the road throws at it. Stomp on the accelerator and the engine revs up in no time, feeling almost motorcycle-like. Keep the engine buzzing and you’re in for the time of your life whilst chasing corners along an empty mountain road. Of course, this sort of spirited driving is best sampled with the short throw gear shift lever and the clutch pedal of the manual transmission which go a long way in enhancing the thrill of the experience. In the city, however, the effortlessness, convenience and smooth shifting of the CVT is where the joy is to be found. The Baleno’s ride quality is pliant and tackles road undulations with great aplomb. The handling is adequate and on par with the competition, but when you push this Suzuki hard, the tyres will make it ample clear when they’re reaching their limit. All in, the Baleno is a solid buy for all those who want the practicality, solid reliability and low cost of ownership that has come to be synonymous with the Maruti Suzuki marque; but with elegant design, a comfortable cabin and sprightly performance thrown in as well. <meta content="cms.next" name="cmsei" />

The current Maruti Suzuki Baleno is nothing like its previous namesake

The Harrier is Tata’s competitor to the likes of the <a href="https://www.carandbike.com/kia-cars/seltos" data-type="tilCustomLink">Kia Seltos</a> and the MG Hector. Based on the Land Rover D8 platform, the Harrier is powered by a 1956cc inline four-cylinder diesel that puts out a healthy 170 PS. All those horses get on to the ground through either a 6-speed auto or a 6-speed manual, depending on the variant of the Harrier one chooses to bring home. The Harrier, on the outside, is a sharp looking SUV. The main crease line flows upwards from the front towards the rear, defining the stance of this Tata. The front grill area is imposing and the wheel arches are pronounced and muscular. From every angle, there is no mistaking the Harrier as anything other than an SUV. Enter the cabin, and the smartly laid out interiors are the first thing you will notice. Elegantly style and good fit and finish add a generous helping of opulence and elegance to the Harrier’s interiors. All occupants have more than adequate space and the rear most row, too, is fairly useable even for adults. On the move, the Harrier’s diesel engine is a fairly sprightly performer. Although the turbocharger kicks in just below 2000 rpm, the lag is not pronounced as one might imagine. But once it spins up, the scenery begins to go past at a rather surprising pace. Highway cruising is where the Harrier is happiest and the engine’s stellar mid-range performance is testament to that fact. Over potholes, only the deepest ones seem to get the better of the Harrier’s suspension. On the firmer side, the suspension feels robust and capable. Handling wise, the <a href="https://www.carandbike.com/tata-cars/harrier" data-type="tilCustomLink">Harrier</a> holds the road well, instilling enough confidence in the driver to make driving through the switchbacks a fun experience. That being said, the Harrier is an SUV at the end of the day and expecting it to corner like a sportscar with a ground clearance of an inch is being foolhardy. Prices, ex-showroom, New-Delhi begin at Rs. 13.99 lakh for the base version with the manual gearbox while the top of the range variant with the automatic transmission will set you back by Rs. 20.45 lakh, ex-showroom, New-Delhi. Although it might not have as many features as the MG Hector, what you get for your money, when it comes to the Harrier, is a perfect example of Tata’s glorious tradition of making robust vehicles for India along with a significant slice of Land Rover’s legendary DNA as an attractive extra. <meta content="cms.next" name="cmsei" />

Of the numerous models that Tata has been swiftly launching, the Harrier is one of the marque's contenders in the SUV segment.

The Gloster is the current flagship of MG in India, sitting above the <a href="https://www.carandbike.com/mg-cars/hector" data-type="tilCustomLink">MG Hector</a>. Introduced last year in the country, MG claims that the Gloster’s name comes from a prototype jet-engined aircraft that was made in Britain. This namesake’s powerplant, however, runs on diesel instead of aviation fuel. The MG Gloster’s 1996 cc heavy oil burner is available in options; a naturally aspirated version that puts out 163 PS while the same engine fed through a turbo charger is good for 218 PS. Both the diesels get the same 8-speed automatic which sends the grunt down to either the two wheels at the rear or to all four wheels on demand, depending on which variant of the <a href="https://www.carandbike.com/mg-cars/gloster" data-type="tilCustomLink">MG Gloster</a> you are driving. Sitting in the driver’s seat, the interiors – available in 6-seater and 7-seater options - seem expansive. Heavily influenced by trends seen in European automobiles today, the design language speaks of modern elegance and the confluence of multiple textures and materials is proof of this. Thoughtful features like the power adjustable seats – the driver’s seat is adjustable in a dozen ways – and memory of the power adjustable outside rear view mirrors go a long way in making life a little easier for the Gloster owner. Legroom and headroom are adequate where ever you choose to sit in this MG. Even the rear most row has more than adequate legroom for averaged sized occupants and isn’t a place best reserved for the kids, like with some of the competition. Step outside, and the expansive dimensions of the Gloster hit you like a pile of bricks. From all angles, the Gloster is an imposing SUV and is sure to grab eyeballs everywhere it goes. ‘Size is everything’ seems to be the brief given to the designer, who hasn’t failed on delivering what looks like a truly imposing SUV. On the move, the turbo-charged diesel variant is the one to have. Stomp on that throttle while attempting an overtaking maneuver, and the Gloster will shoot forward with a tenacity that belies an SUV of its size. The good news is that this MG stops as impressively as well. At lower revs, however, the Gloster could do with some more poke. The Gloster prices begin at ₹28.98 lakh ex-showroom, New Delhi and go up to ₹35.38 lakh, ex-showroom, New Delhi. For that money, you certainly get a lot of SUV with a truck load of features, some of which, like the Forward Collision Warning and the Automatic Emergency Braking, could actually be a life saver. <meta content="cms.next" name="cmsei" />

We look at the MG Gloster – an SUV with Chinese origins and very pronounced English tastes

The premium hatch segment in India is ablaze with competition. Competing with the likes of the <a href="https://www.carandbike.com/maruti-suzuki-cars/baleno" data-type="tilCustomLink">Maruti Baleno</a> and the Tata Altroz, the i20 is Hyundai’s player in the market. Ex-showroom, the Hyundai i20 is priced between Rs. 6.8 lakh and goes up to Rs. 11.18 lakh. Engine options for the current avatar of the i20 include a 1 litre turbo petrol, a 1.2 litre petrol and a 1.5 litre diesel engine. Of the lot, the 1 litre turbo petrol is the bomb, which is no surprise really. This bundle of explosive internal combustion energy is good for a blistering 119 bhp, which is plenty for a car of this size. The <a href="https://www.carandbike.com/hyundai-cars/elite-i20" data-type="tilCustomLink">Hyundai i20</a> has a wide range of transmissions to choose from as well. Depending on the variant, gearboxes include a 5-speed manual, a CVT, a 6-speed iMT, a 7-speed dual clutch transmission and a 6-speed manual. On the outside, the i20 boasts of what Hyundai describes as a ‘sensuous sporty design’. To the lay man, that translates as a judicious mix of slashes and angular accents all across the body line to result in a very sharp, modern looking hatch. Step inside and the sporty theme carries on. Black interiors merge with tastefully applied coloured inserts. Sitting behind the steering wheel – which can be wrapped in leather as an optional extra – is a rather large digital cluster for the driver, which displays engine revs, speed, fuel range, tyre pressures and the like. The interiors seem to cocoon you within them, but for taller occupants however, could feel a bit lacking when it comes to headroom. In the driver’s seat and behind the wheel, the 1 litre turbo petrol is the most exciting of the lot. It shines brightest when coupled to the iMT, because with the DCT, there is some lag felt at lower revs. With the manual transmission, don’t be surprised if you get tempted to stomp the throttle all the way to the firewall every time when starting off at a signal. And yes, succumbing to that temptation is so very addictive! The i20 carves corners like a knife cutting through butter. But surprisingly, despite its rather sporty aspirations, the ride quality is quite good. Only the worst potholes overwhelm the i20’s suspension, but then again, those craters can make SUVs tremble! The i20 has gone through several changes through the years, and it safe to say that with every evolution, it has only got better. The current version is the best there ever has been and this proves that sometimes, even perfection can improve. <meta content="cms.next" name="cmsei" />

Is the current Hyundai i20 as good as its forebears? We find out

<ul><li>Prices for the Maruti Suzuki Ertiga begin at ₹7.69 lakh, ex-showroom, New Delhi and go up to ₹10.47 lakh ex-showroom, New Delhi.</li><li>Prices of the Renault Triber start at ₹5.12 lakh, ex-showroom, New Delhi and go up to ₹7.35 lakh, ex-showroom, New Delhi for the top of the range variant.</li><li>The Maruti Suzuki Ertiga is powered by a 1462 cc, four cylinder petrol engine that makes 103 bhp of power. The Renault Triber, on the other hand, runs a 999 cc, three cylinder engine that has an output of 71 bhp.</li></ul>With a population of over 1.3 billion people, it is only natural for there to be a significant demand for people movers in India. Not everyone wants a bus and so the closest logical solution is the seven-seater format. Maruti Suzuki’s contender in this segment is the <a href="https://www.carandbike.com/maruti-suzuki-cars/ertiga" data-type="tilCustomLink">Ertiga</a>. Starting off at ₹7.69 lakh, ex-showroom, New Delhi and going up to ₹10.47 lakh ex-showroom, New Delhi, the Ertiga gets its tractive force from a 1462 cc, 103 bhp petrol engine – coupled to a CNG tank in one model - which is bolted on to a five-speed manual gearbox on the base variants. The top two models, however, get an automatic transmission as an option which is a boon in traffic. Once out of the city, the petrol motor does well enough, but the diesel motor that was once available in the Ertiga was the true highway star and is missed sorely in the current version. In true Maruti fashion, the interiors are well laid out. When it comes to the driving experience, the Ertiga is effortless to steer and easy to chuck around both in the city and on the highway. High speed stability is adequate and the ride quality is plush enough to keep long drives comfortable for all seven occupants. The third row, however, is best occupied by children and those with a short inseam. The Ertiga has been around for a few years and has gone on to build a strong fan following within the personal and commercial transportation market. In fact, the Mumbai Police have been using the Ertiga as a patrol vehicle for some time now. Renault has jumped on to MUV market by stretching its Kwid platform a fair bit, resulting in a seven seater that has been launched as the Triber. Prices of the <a href="https://www.carandbike.com/renault-cars/triber" data-type="tilCustomLink">Renault Triber</a> start at ₹5.12 lakh, ex-showroom, New Delhi and go up to ₹7.35 lakh, ex-showroom, New Delhi for the top of the range variant with all the bells and whistles. On the outside, the Triber is unmistakably European in its design. A strong upward line defines the side profile of the Triber while at the front, the Renault family genes are prominent. All in, the Triber, with the vibrant colours that one can choose from, definitely stands out in traffic. Under the bonnet, the Triber gets a 999cc three cylinder petrol engine which is good for 71 bhp of power. Depending on the model, this engine gets the show on the road through either a five-speed manual or an AMT version of the same gearbox. Once you get into the Triber, the interiors feel roomy. The flexible arrangement of the seats insures that there is tremendous space to be had (624 litres of it to be exact) if the rear row is removed. When it comes to functioning as a proper seven seater, however, the third row is comfortable for short journeys at best. Although the triple makes the right kind of noises at low revs, the motor feels lethargic, especially when driven with all the seats occupied. Overtaking on the highway needs some planning, with a downshift almost always needed to keep the engine revving in the power band to provide enough grunt to go past the vehicle in front of you. In the city, however, the Triber’s 1 litre engine is adequate. Ride and handling is remarkable and chucking the Triber around corners with aplomb won’t throw you any nasty surprises. It corners in a surefooted, predictable manner and appears that the monocoque can take much more than the engine can put it through. There’s word of a punchier turbo-petrol in the works, but till that happens, one has to make do with the current motor. So which of these two is the one for you? Well, the Triber is definitely much cheaper than the Ertiga and would do well as a budget urban people mover for large families. But for those who intend to spend significant time on the highways, the Ertiga is the obvious choice.<meta content="cms.next" name="cmsei" />

The Maruti Ertiga or the Renault Triber; which is the right choice for people going places?

The Scorpio has been around for eons, introduced to take the premium SUV journey further for M&amp;M from the Mahindra Bolero. It pretty much ruled the roost when it was launched, and the sole competition was in the form of the Tata Safari. Many moons later, the market is now aflush with options galore. One such contender to the Scorpio has been the <a href="https://www.carandbike.com/renault-cars/duster" data-type="tilCustomLink">Renault Duster</a> since it was launched in 2012. Both vehicles have evolved through the years but this is how they fare today. Unlike the 2179cc diesel-engined Scorpio with its tried and tested body-on-ladder construction, the Duster is a monocoque and is available now with either a 1498cc naturally aspirated petrol or a 1330 cc turbo-petrol engine, depending on the variant one chooses. Yes, they’re as similar as chalk and cheese, but both of them pretty much are vying for the same crown. To make this comparison more appropriate, the <a href="https://www.carandbike.com/mahindra-cars/scorpio/s7" data-type="tilCustomLink">Mahindra Scorpio S7</a> has been stacked up against the Duster RXS Turbo CVT, with the Mahindra priced at Rs. 14.48 lakh, ex-showroom, New Delhi while the Renault will set you back by Rs. 13.59 lakh, ex-showroom, New-Delhi. ENGINE AND GEARBOX The Scorpio’s 140 bhp mHawk powerplant pulls from low down, and that torque of 319 NM is just what is required when driving through the hills, crawling in traffic in first gear without slipping the clutch or wading through slush. But if it is pure highway driving pleasure that one is looking for, then the refined 154 bhp turbo petrol residing under the Renault Duster’s bonnet is where the fun is at. The CVT gearbox of the Duster is smooth shifting and the Renault is more relaxed whilst cruising at highway speeds. Unfortunately, despite sporting an automatic gearbox in the past, the current Scorpio gets only a 5-speed manual on the S3+ base model while the rest of the variants get the 6-speed manual, ensuring that city slickers continue to work their left calf muscles in traffic. RIDE &amp; HANDLING The previous generation Scorpios were renowned for their ruggedness but they also were infamous in the ride and handling department. However, the Scorpio has progressed significantly since its inception decades ago and the ride and handling too have improved by leaps and bounds. That being said, the Renault Duster is still a tad better with the way it rides and the handling too seems to be slightly better than the Mahindra. It handles sudden directional changes far better than the much-heavier Scorpio and also carries its weight much lower than the Mahindra. STYLING Aesthetically, the new Scorpio has an uncanny resemblance to its predecessors. The A-pillars are near-vertical to give it a taller, more imposing demeanor while the Duster’s A-pillars swoop much lower, lending the Renault a sportier silhouette. The taller stance of the Scorpio gives the driver a more commanding view of the road than the Duster. The flavor of the season seems to be chrome embellishments, and both the Scorpio and the Duster get plenty of the shiny stuff around the grill area, enough to satiate customers who love bling. These aren’t optional, unfortunately, and come pre-fitted from the factory in the top range variants of both marques. So, for those who prefer a more subdued exterior, they would just have to wear darker shades and live with it. VERDICT All in, which of the two should you go in for, then? Well, if bad roads are part of your daily commute, you can’t go wrong with the Mahindra Scorpio. For the city slicker and the expressway warrior, the Renault Duster is the weapon of choice. <meta content="cms.next" name="cmsei" />

Kyle Pereira

Latest Stories from Kyle Pereira

The current Maruti Suzuki Baleno is nothing like its previous namesake

Kyle Pereira

Of the numerous models that Tata has been swiftly launching, the Harrier is one of the marque's contenders in the SUV segment.

Kyle Pereira

We look at the MG Gloster – an SUV with Chinese origins and very pronounced English tastes

Kyle Pereira

Is the current Hyundai i20 as good as its forebears? We find out

Kyle Pereira

The Maruti Ertiga or the Renault Triber; which is the right choice for people going places?

Kyle Pereira

Rear wheel driven Mahindra Scorpio or the front wheel driven Renault Duster; which one is for you?

Kyle Pereira