Driving the 1.0L Boosterjet Petrol
We drove the Baleno RS at the Buddh International Circuit. Here's the car in some of the colours on offer. BIC was a good choice of location, but let's get one thing out of the way - this isn't a hot hatch:
Traditionally, the entire fare from Maruti has been oriented towards dishing out commuter grade engines. In the last couple of years however, some heads at Maruti Suzuki have warmed up to the idea of offering more powerful engines - case in point, the S-Cross 1.6. Now, the Baleno gets more BHP & torque too:
The RS-badged Baleno is powered by a 998 cc, 3-cylinder Boosterjet engine. This motor is fully imported from Suzuki's Sagara Plant in Shizuoka Prefecture, Japan. The Boosterjet series is Suzuki's answer to the small displacement direct-injection turbocharged engines of today. It's based on the familiar K10, which also does duty in the largest selling car of India - the Alto. Maruti claims that the engine underwent 4 lakh km of testing in Indian conditions. We don't doubt that statement, considering how often the Baleno RS was spotted testing.
This engine will surely go mainstream in the future. The Baleno RS is a smart way of getting initial feedback & testing done by owners. This isn’t so much a performance motor as it is Maruti introducing its future-ready engine in India. Expect to see the turbo-petrol in a lot of future Marutis (including the Vitara Brezza petrol). The Boosterjet engine cut open:
Coupled to a 5-speed manual transmission, the small 1.0L engine pumps out 101 BHP @ 5,500 rpm coupled with max torque of 150 Nm @ 1,700 - 4,500 rpm. This gives the Baleno RS a power-to-weight ratio of 106 BHP / ton and a torque-to-weight ratio of 158 Nm / ton. These are substantially higher than the regular Baleno's ratios (96 BHP & 133 Nm respectively) and about average for the faster hatchbacks in the segment. However, it should be noted that in global markets, the same 1.0L produces 110 BHP and 170 Nm of torque. In India, it has been detuned in order to help it cope with our lower octane petrol. Could also be the focus on driveability.
Start the engine and you'll hear a faint ticker from the engine bay filter into the cabin. Try as it may, the 3-cylinder motor just doesn't tick all the boxes on refinement. While at idle, a slight input to the throttle produces a distinct vibration in the front as the revvs climb up and down between 900 - 1,400 rpm. In comparison, the Baleno's 1.2L N/A petrol is silky smooth. That said, NVH levels are good by 3-cylinder standards.
Surprisingly for a fixed-geometry turbo petrol, there is minimal lag under acceleration! On the flip side, that much loved turbo kick is missing as well. There is zero drama when the turbo pumps in 1.8 Bars of boost into the engine. The power delivery is linear in nature. For enthusiasts, the engine doesn't evoke any emotions and appears rather standard-fare. That also means driveability is satisfactory, making it a practical engine to live with.
At city driving speeds, the Boosterjet motor feels reasonably refined. It responds neutrally to throttle inputs up to 2,000 rpm after which, the power begins to surge in a straight, progressive manner. While attempts have been made to keep the cabin quiet, as the revvs climb, you can clearly hear the short port intake at work. It's a
likeable throaty sound. Acceleration is healthy, yet nowhere as 'explosive' as the Polo GT TSI. There is decent mid-range delivery to facilitate quick overtaking manoeuvres as you work through the long spaced gearbox. The driver will enjoy this mid-range torque & the car should offer good highway driveability. You could push 1st gear all the way up to 50 km/h, while 2nd takes you beyond 80 km/h and 3rd will see you doing around 135 km/h. Top speed is likely to be achieved in 4th gear as 5th gear serves as an overdrive. I hit her top speed of 170 km/h on the Buddh's long straight in 4th; she didn't struggle to get there. Cruiseability? 100 km/h is seen at 2,500 rpm (same as the 1.2L sibling).
The small motor revs freely up to its conservative 6,000 rpm limit, but most of the beef is delivered only up to 5,000 rpm. At high rpm, that typical 3-cylinder thrum is well controlled, but it’s very much there. What you won't enjoy is the sudden jerk and cut-off from the ECU as you bounce off the revv limiter. In comparison, the Baleno 1.2L revs to ~6,300 rpm and sounds nicer at high revs too.
The ARAI certified fuel economy is 21.1 km/l, which is 0.3 km/l lesser than the regular 1.2's.
The clutch is light and the 5-speed manual gearbox is smooth to operate with well-defined gates. It feels exactly the same as the Baleno 1.2's.
Not much has been done on the suspension front. Yes, it has been firmed up a bit, although that's because of the additional weight (
and not any sporty aspirations of Maruti engineers). The weightlessness of the body, coupled with a typical Maruti suspension means it behaves just like a regular family hatchback (nope, it's no Abarth). Fast cornering on the Buddh saw too much body roll. The 195/55 R16 OEM Apollo tyres scream for traction as well - they easily squeal! While the tyre size is satisfactory, you'd do well in upgrading to grippier rubber in the after-market.
The Baleno RS shines in the braking department. The car is equipped with disc brakes on all four wheels, which make braking sharp & confidence inspiring. Triple-digit speeds are shed in no time. There is a wee bit of a nose dive though as the rear is substantially lighter and tends to twitch a little under hard braking.
To reduce friction, the 1.0L comes with a low width timing chain instead of a timing belt. Lack of a timing belt = longer change interval:
Exhaust headers are a part of the head assembly, leaving no opportunity for custom headers. If you want a free-flow exhaust, it'll have to start after this (i.e. pipes only):
Small volume leaves a lot of empty space in the engine bay. Maintenance will be easier:
A rather large engine cover for a tiny 3-cylinder motor:
ECU remains exposed in the engine bay:
Small IHI turbo pumps in 1.8 Bars of boost at full clip. Remember the idling rule with this car -
related thread. Turbo means remaps will soon be available:
Intercooler is vertically mounted, next to the radiator assembly:
A closer look at the intercooler from the front air dam:
Air filter sits under the engine cover. Maruti recommends 0W-20 oil for the Baleno petrol. We've noticed this change in trend from Maruti to use thinner viscosity oil at operating temperatures for better fuel economy:
Another look at the engine without the cover:
Intake plumbing draws air from the front of the engine bay:
A small engine warrants a small battery:
Disclaimer: Maruti invited Team-BHP for the Baleno RS test-drive. They covered all the travel expenses for this driving event.