Even though the car saw little to no care, it still endured all these kilometres which clearly shows the true Japanese quality.

BHPian vigsom recently shared this with other enthusiasts.

Introduction

This is yet again an attempt to showcase the abilities of the older Grand Vitara (2007-2014), and the car's ability to withstand the opposite of TLC which is no care. What is being briefly discussed here is a 2007-08 Grand Vitara MT that has borne the brunt of unforgiving climate, unforgiving traffic, and an owner that would practically use this as a "fill it - shut it - do not maintain it" car.

Background

We have had many great ownership reviews and experiences with this car:

• The mother of all reviews by Samurai
• sudev's experiences
• R_R's 1,00,000km in 10 years
• prateekswarup's outliers
• sridhar-v's first post on his Grand Vitara and the many updates
• Styler's 2.0 Grand Vitara and 2.4 Grand Vitara plus many updates
• HTC's acquisition from R_R
• Jaggu's 2.4 Grand Vitara
• Klub Class' 2.4 Grand Vitara and
• Grand Vitara looked after by yours truly

However, what I'm going to showcase here is something different - a car that was only used, used and used with very little care, yet soldiered on before being laid to rest!

A 2007-08 Grand Vitara MT with the good ol' 2.0 liter engine

I'm not going to pen a long story about this car but am just keen to highlight some important points about this car's journey.

• Kms covered till date - over 5,00,000km
• Engine untouched
• Only one ignition coil replaced, that too not with an original Grand Vitara ignition coil but a close equivalent from MGP
• AC compressor - changed once at approx 2,70,000 km with a Sanden 709 (not sure but I remember seeing the pulley to be 7PK with the 5PK belt on it) with compressor low and high side hoses modified to fit the Sanden, and the compressor mounting clamp modified
• AC compressor changed the second time via another retrofit
• Evaporator core once, again with a retrofit
• AC blower changed five times=
• Brake discs changed twice
• Brake pads changed five times
• Clutch set replaced once around the 2,70,000km mark or so
• Rear wheel cylinders and brake shoes - replaced once
• All sensors original; no error codes ever
• Suspension stock
• Paint stock
• Headlamps stock
• Windscreen stock
• Brake booster and master cylinder stock
• Front brake pistons stock

Now for the torturous bit

• Engine oil was sometimes never changed for even 20,000km, but regular top-ups would be done since the car would lose approx 1L engine oil every 10,000km
• Brake pads - would sometimes be replaced by modifying pads meant for other cars with close dimensions
• Prop shafts - never serviced
• Drive shafts - never inspected/serviced
• Car would barely get washed/turned in for preventive maintenance service; this was more of a "fill it, shut it, do not maintain it" example

The rarely cared-for beast was finally laid to rest.

After clocking over 5,00,000km, I was told that the beast was finally laid to rest recently - not because the car was not capable of being used, but because the owner was told that the car needed new driveshafts in the front, new lower arms, new stab link rods, and parts were not available; with the car in the garage for an extended period of time, the owner had also given up, I guess.

The car was scrapped for some INR 50k. Although this is a sad end, one must give the car all credit for having been able to endure despite little to no care, yet keep going on and on for this long. Hail Suzuki Grand Vitara! Hail Japanese Quality!

Goodbye!

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My usually heavy clutch was sinking like a stone, not even coming back in a hurry.

BHPian Samurai recently shared this with other enthusiasts.

Two days after picking up the car from the workshop, I ran into a new problem. I started the car and discovered that the clutch has become too light, and I can't change into 1st gear, no matter what. My usually heavy clutch was sinking like a stone, not even coming back in a hurry. The brake was working fine, only the clutch was having the problem. Luckily, I was at home, just 2Kms from the workshop. I called up and the workshop's mobile repair van showed up in 20 minutes. The mechanic concluded that the slave clutch cylinder could be leaking, but we couldn't spot any leaks. He pumped the clutch repeatedly and it started responding fine after 2 minutes.

Until then I was thinking that this will be the first time my Grand Vitara was stranded, requiring a tow to the workshop. No, I am not counting the many times it had to be towed out of an offroad trail, those were not due to mechanical issues.

Once the pressure came back, I drove it out of the basement and removed all the stuff from the car, so that they can take the car to the workshop. I also noticed a screeching noise from the fan belt mechanism, when we were looking for the possible leak.

By next day, the problems were diagnosed:

• Slave clutch cylinder needs replacement.
• Tensioner bearing needs replacement. They temporarily fixed the problem by spraying some lubricant, but it can dry off soon and start screeching again.

Meanwhile, I had to go around in auto rickshaw for my work and errands. Upon hearing this, the works manager asked if I want to drive it around until the parts arrive. I said YES, and rushed to the workshop and picked up the car. So, I have been driving around town since Friday in the GV with a faulty slave clutch cylinder. Only once the clutch just dropped like a stone, but it came back up after pumping couple times. I hope the parts will arrive this week and it can get back to normalcy. This is like my good old Jeep days, the vehicle is functional even with failed parts.

Check out BHPian comments for more insights and information.

As I stopped at the first home, I notice steam coming out of the bonnet.

BHPian Samurai recently shared this with other enthusiasts.

Couple of eventful days with the Grand Vitara...

Sunday I discovered that my SIM had gone bad. I could receive sms/calls, but I couldn't make calls or send sms. No internet either. On Monday morning, I took off to the nearest Airtel office in Udupi. Suddenly, I notice that the engine light is staying on.

Oops! I can't even call anyone, or even message anyone. Do I drive towards Maruti workshop or continue towards Airtel office?

The engine sounds fine, I don't feel any difference in drive feel. Airtel office is a slight diversion from the workshop, so I decide to continue towards Airtel office. I park and enter the almost deserted Airtel office. After checking my number, the lady says Udupi Airtel office doesn't handle post-paid numbers. For that I have to go the Manipal Airtel office.

This is one more dilemma. Should I drive to Manipal (about 6 kms) with an engine light on? Finally I chickened out and took the autorickshaw to Manipal and got my SIM replaced. After I came back to Udupi same way, and then drove the Grand Vitara to Maruti workshop. They connected the laptop and discovered it was the oxygen sensor rising a flag. They cleared the flag and all looked good. However, the car was scheduled for service later this week, so we decided to check the oxygen sensor during that.

Tuesday I had religious duties assigned by the family, to help out with the Ganesh Chaturthi puja at our family's boota sthana. Those who have seen the movie Kantara would know about this. These are private shrines owned and managed by families over generations.

This is the view from the shrine...

Here is the shrine that was totally rebuilt few years ago. I had covered the opening event in another thread.

After the event, I had the chore of dropping off relatives and prasada to 6 homes including mine. The engine light had come back again, but this time I wasn't worried. However, as I stopped at the first home, I notice steam coming out of the bonnet. I ran out and open the bonnet. And this is what I see...

The green coolant was splattered all over, like the blood of Predator (the movie). The radiator cap and coolant tank cap looked intact. So, how did all the coolant get out? I quickly called my friend at the Maruti workshop and he asked me to locate the leak. I couldn't find it. Then he asked me to add water and see if it holds. So I opened the radiator cap (it was lukewarm) and filled it until the brim. But I saw it slowly drop and then hold. Then he asked me to drive it slowly while watching the temp gauge and drive it back home. This is something I have done a lot in my Jeeping days, where losing coolant hose was a regular event.

So, that is what I did. I visited 4 more homes dropping off prasada and finally reached home without any incident. I filled water two more times just to be safe, each time 1/2 water was needed. But the temp gauge was always at normal.

This needs to be sorted out when I drop it off for scheduled service.

Check out BHPian comments for more insights and information.

I'm coming from a 2018 Toyota Innova & even after spending Rs 21 lakh on a brand-new car, I had to go through such an experience.

BHPian parth_enzo recently shared this with other enthusiasts.

This post is on behalf of my uncle who picked up a Maruti Suzuki Grand Vitara Intelligent Electric Hybrid Zeta+ (Strong Hybrid) 1.5 CVT in the Grandeur Grey colour on 08th February 2023 from Kataria Automobiles Pvt. Ltd, Nexa Kataria, Vapi. The purpose behind buying this vehicle was to save on travelling costs owing to my frequent travels for my business. The car was butter smooth and I was very happy about the fuel efficiency it delivered since I switched from a 2018 Toyota Innova 2.8 G which guzzled up a lot of fuel.

It was on 23nd of February, while I was driving around 01:00 am at midnight that I could hear some strange noise from the engine bay. I immediately pulled over to the side and checked for any unusual thing happening at the engine bay. There was a mild noise being observed which was coming out straight from the engine.

Next morning, I immediately took my car to Kataria Automobiles Service Center, Vapi to get my car inspected. They acknowledged that there was some sort of noise coming from the engine and they prepared a job card and took the car for inspection. The next day I again visited the Service Center and to my shock and surprise, the noise was no longer mild, but I was very loud like a tractor. It was a clear indication that there is something seriously wrong with the engine.

We had talks with the management and they gave me a test drive Ignis manual as a courtesy car. At the time of preparation of the Job Card, the odometer reading was 3817kms. The Service advisors did not have any idea what to do since they were completely unaware of the Hybrid technology stashed with this particular vehicle and it was very difficult for them to diagnose the issue. They alleged that MSIL engineers were on call and they tried to remotely inspect the car but even they were unable to diagnose the issue.

1st March

I again visited the service center as there was no official intimation as to what issue my car was facing and how did they plan to resolve it. It had been almost 7 days without my brand-new car, and the amount of stress I was going through was immense. I could not undertake my business travels because the courtesy car they provided was very small, and unsafe and I was scared to travel with it on highways. Apart from that, I was facing huge business losses and upon that, I was also supposed to pay the EMIs of a brand-new car that was sitting at the service centre.

When I visited the service centre on 01/03/23, to my shock and surprise, the service centre had removed the oil pan of my car without my permission and there were visible damages. It also seems that they tried to disassemble the engine and remove parts without my permission. I wanted to take a video of the sound coming from the engine, but the Regional Manager was reluctant on allowing that moreover when we asked them to seal the oil pan again, fill in the oil and start the car, they refused to do so.

VIDEO OF THE OIL PAN

They had a video recording of the sound coming from the engine, but they denied sharing it with us. I could find the exact same issue in a Toyota Hyryder which got viral, this is exactly the same noise coming out from my vehicle.

The Service Center is now offering me to change the complete engine assembly.

I have mailed them that I want to either get my car replaced with a fresh one or refund the amount I paid to them along with my bank interest. I am disheartened and sad that even after spending 21 lakhs on a new car, I had to go through such an experience.

My concerns are

• Will replacing the engine assembly be successful since it's a strong hybrid car, and the entire replacement will be done at the service centre which is generally very careless while doing such jobs?
• Will it affect my resale value as I don't keep cars for more than four years?
• Loss of originality of the car

• No mental peace while going on long trips

I kindly request bhpians and senior members to advise me on this issue. My car is sitting at the service center, I am facing business losses and I have a loan to repay for this car. It is quite pathetic that a fifteen days old car has to go through this. I am evaluating my options to go legal on MSIL. Also, Maruti Suzuki if you're reading this which eventually you will, I am coming for you!

UPDATE: 4th March, 2023

They have not replied to my e-mail and they have no instruction from MSIL. They said they will let me know on 4th March, 2023. Am I being scammed? What exactly is MSIL up to?

Check out BHPian comments for more insights and information.

My wife drives this car every day. When I asked her she said everything was fine. She mostly thinks that I that imagine problems in cars.

 recently shared this with other enthusiasts.

This post was due for a while.

I can't thank Vigsom enough for patiently listening and offering advice.

My GV has done about 105k kms.

Some context on the powertrain:

• XP 95
• Mobil1 ESP full synth.
• Denso Irridium (installed at 80K kms)
• Clutch kit + flywheel installed at 80K kms.
• Input shaft bearing installed at 90K kms.
• Release bearing and slave cylinder 90K kms.
• Engine mount installed at 80K kms.
• GB mount installed at 80K kms.
• Clutch bleed at every service + runs Toyota Dot3 brake fluid (I have a Toyota and standardizing fluids makes my life easy).
• All transmission fluid changed at 95K kms to Toyota GL4 and GL5 oils.
• Throttle body last cleaned at 95K kms using Liqui Moly spray to avoid touching the throttle body.
• New ignition coils installed at 100K kms.

The last oil change was at 100K kms with SGP oil filter and air filter (I've been using only SGP parts since I got it at 80K kms). I'll get to this oil change and the anxiety that it caused me.

Problems:

• Jerky start from first gear. I had to rev high and then slip the clutch for a smooth start.
• When shifting from 1st to 2nd gear the car lost some its grunt and I had to keep the revs high.
• When revving at idle I felt there was a misfire (or I felt so; there was definitely a delay).
• When revving at idle I could hear a faint sound from the throttle body - sounds similar to revving an old carburetor engine without a air filter.

I was expecting the engine to run a lot smoother after I replaced the ignition coils.

However, I was completely baffled at the engine behaviour since there was nothing I could point the root cause to.

My wife drives this car every day. When I asked her she said everything was fine. She mostly thinks that I that imagine problems in cars.

The list of suspects were the vacuum plumbing or throttle body plumbing. But I couldn't get to anything. I knew there is a problem but couldn't find anyone who thought as much or at least proved me wrong. I would hate to admit to myself that I was paranoid .

That is when I thought that it may not be a bad idea to reach out to Vigsom for help.

It was so nice of him to call and discuss the background on a Friday night. And in true Vigsom fashion we went point by point to understand the problem better. At the end of the call we agreed that he would meet me when in BLR.

The next day I had some time and decided to look at the engine one more time.

After digging and probing around I thought of removing the engine cover and cleaning it. And there it was - a small oil patch at the filler cap. I touched the cap and I immediately knew the problem.

The filler cap was a little loose: Not at its tightest fit. It was clear the loose cap was the root cause behind the sound of suction and possibly the cause of the engine misbehaviour as well.

Did my best to tighten it without breaking it. The next day I reset the ECM calibration. Drove down to meet Vigsom the next weekend. The drive still wasn't smooth although Vigsom was on the opinion that there was a very low probability of any issue.

It was only last weekend, after the GV had been driven for about 100kms after the ECM reset, that the drive felt amazing. I guess the work on the powertrain is finally beginning to pay off.

Vigsom and I are discussing using a K&N and/or a remap to get over the notorious low end torque. The other engines I drive is a heavily pampered 1KD and a rev-happy G13B - so the low end torque of the J24B does seem like an issue at times.

Thanks so much Vigsom. It is amazing to have another pair of eyes look at a problem.

This is during the last Tabebuia blooming season earlier this year:

Check out BHPian comments for more insights and information.

The Grand Vitara CNG will be mechanically identical to the Urban Cruiser Hyryder CNG.

Maruti Suzuki is said to be planning to launch CNG variants of the Grand Vitara in December 2022. The prices for the mid-size SUV will be announced after the launch of the Urban Cruiser Hyryder CNG.

The Maruti Suzuki Grand Vitara CNG will be powered by a 1.5-litre petrol engine. The same engine powers the recently launched XL6 CNG. It puts out 87 BHP when running on CNG and like the Hyryder, it could be offered with a 5-speed manual transmission.

The Grand Vitara CNG will be mechanically identical to the Urban Cruiser Hyryder CNG and therefore, we can expect a similar fuel efficiency figure of 26.10 km/kg.

Toyota announced the launch of the Glanza CNG and Urban Cruiser Hyryder CNG recently. While dealerships have started taking bookings, the carmaker is yet to reveal the pricing for the latter.

Source: Autocar India

Its rock-solid construction, ability to hold up well with time & great driving experience, more than makes up for the below-average fuel efficiency.

BHPian vigsom recently shared this with other enthusiasts.

Introduction

I’ve been holding a pre-owned 2007 Suzuki Grand Vitara AT for over 7 years now. The odo is close to 97,000km and the suspension is stock, except for the doughnut bushes on the lower arms. Of all the cars I’ve held this far, this is the one I’ve held for the longest time; plus I'm the owner that has held this particular car for the longest time. That is purely because:

• The car has been with me through many ups and downs
• The car has proven its mettle on several occasions, especially in big deluges
• The car has been a reliable performer throughout except for the replacement of ageing parts
• I've gotten used to the car and the car has gotten used to me
• I have the service manual handy and it is of immense help in the diagnosis of issues
• It's Made in Japan

Yes, despite the Japan tag, this car has seen uncommon issues eg. a torque converter clutch input cable getting clipped by mice, ABS hydraulic unit leak, which have been documented in moderator @Samurai’s thread on the Grand Vitara.

• TCC cable clipped by mice (The First Grand Vitara on Team-BHP).
• ABS Leak (The First Grand Vitara on Team-BHP).

I have also experienced the sub fuel gauge wiring being clipped by mice and it took a logical approach to get to the issue and solve it; documented here.

Experiences with the Grand Vitara this far

My only complaint with this car has been its fuel efficiency, given that this is a 2.0L petrol engine, full-time 4WD with the default driving mode being 4H, and options to move to 4HL and 4LL via a switch. However, the car's rock-solid construction, ability to hold up well with time, and great driving experience more than make up for the below-average fuel efficiency. I've typically managed between 7 and 9.5 kmpl in the City and a max. of 12.5 kmpl on the highway at a max of 100kmph.

The automatic transmission lever allows slotting the car in any gear - D, 3, 2, L. I've used this feature to downshift to 3 and 2 for overtaking manoeuvres. Gear#2 is the best as here is where the car takes off like a rocket.

Maintenance issues this far

On the maintenance front, I have seen a host of issues cropping up post-Jan-2018 (when the car was a little over 10 years). All of these were solved with some effort.

• Steering wobble - arrested by adjusting the rack end nut
• ABS Hydraulic Unit leak - took nine months to detect and I managed to source a hydraulic unit from another Grand Vitara which had a dead engine
• Rear brake shoes making noise - the shoes had life in them but I decided to import the parts and have the complete rear brake set up viz. shoes, wheel cylinders replaced with SGP parts
• Tappet cover gasket and the four spark plug tubes O-rings leaking - SGP parts imported and replaced
• Drive belt - replaced with a 5PK1650 SGP belt imported from the UAE

Maintenance in 2021 - at age 13

Inspection of the HVAC Unit - documented here.

Radiator and AC Condenser Fan noise

Both the fans were making noise; although not severe, I decided to have them removed and check on what was wrong. The condenser and radiator fans sit next to each other in one assembly. To remove this without disturbing the radiator hoses:

• Remove the power steering reservoir and place it suitably without disconnecting the hoses
• Remove the coolant expansion tank with the hose from the radiator neck and place it upright at a safe location such that the coolant doesn't spill
• Remove the air filter inlet duct and place it carefully somewhere
• Remove the condenser and radiator fan assembly by decoupling the two couplers and removing the bolts holding the assembly to the radiator

On opening the fan motors, I observed that the brushes were wearing out, there was severe carbon build-up inside the fan motor housing plus the bearing in the Condenser fan motor was making noise. Both the fan motors were serviced and refitted.

Fan assembly out of position - note that the radiator top hose hasn't been disturbed

Note the automatic transmission oil cooler hoses at the bottom of the radiator

Twin Fan assembly - the fan that sits lower is the condenser fan

Condenser fan motor open - note the dirty commutator

Fan motor bearing - 608Z

Fan motors overhauled and ready for refitment

Maintenance in 2021 (Contd.)

Idler pulley bearing

I replaced the idler pulley bearing with an SKF metal shielded bearing in end-2018. While that ran smoothly until early this year, I noticed a weird behaviour - a terrible squealing noise would develop if the car was driven over, say, 30kms, and the noise was traced to this bearing. Spray some WD40 on the bearing and it would immediately goes silent. I had a spare OE NSK 6005DU bearing that came in handy and the defective idler pulley bearing was replaced with this; no noise thereafter. I then realised that the ZZ bearing isn't the right type for this application.

The 6005ZZ bearing that was installed in 2018

6005ZZ bearing useless after just 2.5 years

The original idler pulley bearing that came with the car

Idler pulley with a new NSK 6005 DU bearing

Other inspection

OE Brake pads were found in satisfactory shape after 36,000km. They seem to have at least another 20,000km of useful life left.

Driveshaft boots on the front and rear were inspected; all were found intact. Shown here is a sample.

Continue reading about vigsom's Suzuki Grand Vitara for BHPian comments, insights and more information.

The new Grand Vitara competes with the likes of the Hyundai Creta, Kia Seltos and the Toyota Urban Cruiser Hyryder in the mid-size SUV segment.

Maruti Suzuki has announced the launch of the Grand Vitara. The new mid-size SUV is available in six trims: Sigma, Delta, Zeta, Zeta+, Alpha and Alpha+ with prices starting at Rs 10.45 lakh (ex-showroom).

The Maruti Suzuki Grand Vitara is based on the Suzuki TECT platform (Global C). The SUV measures 4,345 mm in length, 1,795 mm in width, 1,645 mm in height and has a wheelbase of 2,600 mm. It features an imposing front fascia with a split headlamp design and a large radiator grille. At the rear, the car gets slim LED tail lamps with an LED light bar.

Maruti Suzuki Grand Vitara feature highlights:

Inside, the Grand Vitara gets a host of features and creature comforts. These include a Smart Play Pro+ touchscreen infotainment system, a head-up display, wireless charging, panoramic sunroof and ventilated seats.

The safety kit includes 6 airbags, a 360-degree camera, ESP, Hill Hold Assist, front & rear disc brakes, ABS with EBD, Hill Descent Control and TPMS.

Maruti Suzuki Grand Vitara engines & transmissions:

The Grand Vitara is available with two engine options. The first is the familiar 1.5-litre mild-hybrid powertrain. It produces 102 BHP @ 6,000 rpm and 136.8 Nm @ 4,400 rpm. This engine is paired with either a 5-speed manual or 6-speed automatic transmission. The all-wheel-drive variant comes with a 5-speed manual transmission.

The second engine option is the 1.5-litre 3-cylinder petrol strong-hybrid that puts out 91 BHP @ 5,500 rpm and 122 Nm @ 4,400-4,800 rpm. This petrol engine is coupled with an AC synchronous motor that puts out 79 BHP and 141 Nm. The total combined output at the wheel is 114 BHP. This engine is available with a CVT.

Grand Vitara fuel economy:

Maruti Suzuki claims that the Grand Vitara Smart Hybrid can deliver a mileage of up to 21.11 km/l. The Strong-hybrid version is said to return 27.97 km/l.

Maruti Suzuki Grand Vitara ex-showroom prices:

• Sigma – Rs. 10.45 lakh
• Delta – Rs. 11.90 lakh
• Delta AT – Rs. 13.40 lakh
• Zeta – Rs. 13.89 lakh
• Zeta AT – Rs. 15.39 lakh
• Zeta+ Hybrid CVT – Rs. 17.99 lakh
• Alpha – Rs. 15.39 lakh
• Alpha AT – Rs. 16.89 lakh
• Alpha AllGrip MT – Rs. 16.89 lakh
• Alpha+ Hybrid CVT – Rs. 19.49 lakh
• Zeta+ Hybrid CVT Dual Tone – Rs. 18.15 lakh
• Alpha Dual Tone – Rs. 15.55 lakh
• Alpha AT Dual Tone – Rs. 17.05 lakh
• Alpha AllGrip MT Dual Tone – Rs. 17.05 lakh
• Alpha+ Hybrid CT Dual Tone – Rs. 19.65 lakh

The Grand Vitara Intelligent Hybrid gets ubiquitous Macpherson struts at the front and a torsion beam at the rear. It's well-tuned, with a good balance between slow-speed firmness and higher-speed compliance. An errant pothole here or a missed sharp undulation there isn't going to unsettle this car.

Driving the Grand Vitara 1.5L Intelligent Hybrid

This powertrain (and future iterations & applications) is a major aspect of the Maruti-Toyota partnership, with both parties hoping to benefit from shared efficiencies in terms of product placement and meeting increasingly stringent emissions and associated requirements.

The hybrid powertrain consists of a 1490cc, M15A, 3-cylinder Toyota petrol engine built on the TNGA (Toyota New Global Architecture) platform, putting out 91 BHP @ 5,500 rpm and 122 Nm @ 4,400 rpm. This petrol engine is coupled with an AC synchronous motor that puts out 79 BHP and 141 Nm. Total combined output at wheels is an indicated 114 BHP. At 1,295 kg kerb weight, the Grand Vitara has a power-to-weight ratio of just 88 BHP / ton which is rather unimpressive compared to what's available elsewhere in the segment. However, Maruti is focused firmly on efficiency, not outright performance. A 177.6 V, 0.76kWh Li-ion battery in the boot powers the electric motors, responsible for powering the driven wheels in EV & Hybrid mode on electric power. The battery specification means pure EV mode can only really be used for short bursts at a time before the petrol motor needs to kick in to assist the drive and charge the battery.

The Grand Vitara uses a more conventional hybrid system using a power split device as well as an e-CVT transmission that combines the power from the petrol and electric motors. There is no clever drive lock system like in the City here. As a result, the Grand Vitara feels like a regular CVT to drive with some correlation between speed and engine rpm.

Press the brake and hit the blue power button, and all you get is a 'Ready' notification on the MID indicating the car is ON in EV mode. The petrol engine does not engage at idle. So you'll never really hear the engine except on the move when the engine comes on seamlessly to charge the battery (when driving sedately) or power the car directly (when driving aggressively). The combination of the electric motor, the petrol engine on-demand and the efficient e-CVT makes for a smooth urban drive. Closing gaps is a breeze, and driving around is fuss-free overall, even in heavy traffic. Drive with a heavy foot and you will hear more of the petrol engine as it is used not just to charge the battery, but to also send combined power to the wheels. Within the city, the combination of electric motor and e-CVT results in one of the smoothest drive experiences you can imagine. It feels at home pottering around town and you never get tired even when stuck in traffic.

Out on the highway, the lack of outright grunt becomes apparent quickly. Overtakes are not point & squirt, and need to be planned carefully. Performance is brisk cruising up to 90-100 km/h but tapers off from there. The petrol motor gets really vocal, and it's a typical case of all grunt no poke, or something similar fellow mod libranof1987 opined in fruitier language when attempting a pass on a large truck.

Drive sedately and cruise at high-double digit speeds, and you'll have a smooth driving experience with fantastic fuel efficiency. Enthusiastic drivers, look elsewhere.

The Grand Vitara gets drive modes that basically alter the throttle response as well as the behaviour of the internal combustion engine. There is a dedicated EV mode button that will let you drive the Grand Vitara as an EV for the max distance possible. However, if you are heavy on the throttle or the car crosses ~40 km/h or the battery's state of charge is too low, the system will go back from EV mode to hybrid mode. It's basically useful if you want to take the car to drop the kids off at their school bus pick-up point near your house.

Apart from the EV mode, the Intelligent Hybrid gets THREE drive modes: Eco, Normal & Power. These modes provide different throttle responses.

Normal Mode:

This is the default mode which is right in the middle of Eco and Power modes. It works best in town and offers the ideal compromise between efficiency and performance. In fact, you really don't need to change it unless you're driving uphill or on undivided highways.

Eco Mode:

In this mode, the internal combustion engine doesn't come on as easily unless you press the throttle a lot more. The response is lazier and it tries to keep it in hybrid mode with the internal combustion engine only charging the battery and not sending power to the wheels unless the accelerator is pressed very firmly.

Power Mode:

In this mode, it's the opposite. Even with a light dab of the throttle, the internal combustion motor comes alive and assists the power delivery. On undivided highways, this is the mode to use to pull off safe overtakes. Throttle response is much sharper and you rarely see the internal combustion engine turning off. Of course, this mode impacts fuel efficiency the most.

There's also a B mode available via the gear shifter itself, which provides maximum regenerative braking. Very useful going downhill or in other scenarios that need engine braking, and is also efficient at charging the battery quickly.

Noise, Vibration & Harshness (NVH)

An unpleasant surprise, and a potential fly in the ointment. While cabin insulation is decent, the powertrain is quite unlike a typical hybrid like say the Camry or the more recent City e:HEV. The 3-pot M15A petrol motor is unrefined compared to Maruti's own K15C, and gets really vocal at high throttle, with the thrum apparent inside the cabin at higher revs. There's an assortment of whines from electric components, and the car can get fairly audible in silent environments. It's definitely not the 'sneak up on you before you notice' variety. The aural experience is better in the 2nd row, but there's enough to occasionally annoy both the front row occupants. What's good, is that road noise and suspension noise are well contained and overall NVH levels aren't too bad.

Mileage and Fuel Economy

Fuel economy and range are understandably going to be the biggest USPs for the Intelligent Hybrid. The claimed fuel efficiency is a whopping 27.97 km/l. However, driven sedately, it's capable of delivering high double-digit FE as a matter of course, and 20+ kmpl is easily doable with a little attention to the powertrain's characteristics. The trump card is efficiency in heavy traffic, where most internal combustion motors deliver their worst fuel efficiency but hybrids shine. All said and done, it's capable of delivering a tank range that'd make the most efficient diesel motors turn green (with envy, not less polluting).

Suspension

Ride Comfort

The Grand Vitara Intelligent Hybrid gets ubiquitous Macpherson struts at the front and a torsion beam at the rear. It's well-tuned, with a good balance between slow-speed firmness and higher-speed compliance. An errant pothole here or a missed sharp undulation there isn't going to unsettle this car. The ride is pliant overall, but not exactly plush. On the highway, the car is stable and compliant over undulations (unlike its sibling XL6 which gets vertically wallowy in similar circumstances) and can handle broken patches without breaking a sweat. The firmness at slow speeds translates to a stable ride at higher speeds.

Handling & Dynamics

For a crossover, driving dynamics are surprisingly car-like. High-speed stability is good, and the car doesn't break stride with quick changes of direction. On fast curves, we could hold a line at decent speeds without understeering or needing mid-corner steering corrections. The chassis seems capable of handling a lot more than the powertrain is capable of delivering, which is great or unfortunate, depending on whether one's a glass half empty or half full kind of driver.

Steering

The steering is well-calibrated, and not feather-light like a typical Maruti. It weighs up nicely with speed and isn't vague like some of the Korean specimens. There's a fair amount of play at dead center and a lack of overall feedback, but nothing to catch a driver by surprise.

Braking

With discs front & back, braking is efficient and fuss-free. We were able to bring the car to a stop from 80 km/h in a straight line without drama. What does take a little getting used to, is the non-linear braking response, which could possibly be down to a combination of regenerative braking and the vacuum booster being electric rather than driven off the ICE motor.

Driving the 1.5L MT with AllGrip Select AWD

The other interesting offering on the Grand Vitara is the AllGrip variant equipped with Suzuki's famed AllGrip Select AWD system. Note that the AllGrip variant is offered only on the 1.5-L, 4-cyl petrol engine (Without the Intelligent Hybrid) with a 5-speed MT. Maruti had set up a customized off-road track at the venue with a variety of ramps, inclines, articulation pits, see-saws, a mud-slush pit and an icy incline to demonstrate the AWD's traction management, suspension articulation and terrain handling capabilities.

The AllGrip Select module comes with four dynamically selectable modes: Auto, Sport, Snow and Lock.

Auto:

Predominantly 2WD mode on normal terrain, focused on fuel economy. It intelligently detects slippage on driven front wheels and redirects power proportionally to rear wheels to stabilize grip. Once the front wheels are detected to have regained sufficient grip, the powertrain shifts back to 2WD.

Sport:

Meant for sporty driving, mainly focused on generating higher torque from lower throttle input, to improve acceleration response. The system dynamically detects throttle, steering inputs and other parameters to allocate optimal power to rear wheels, improving traction and cornering stability.

Snow:

Predominantly 4WD mode on slippery surfaces. It helps counter wheelspin in conjunction with ESP and maintains directional stability by dynamically allocating power to relevant wheels to adjust traction.

Lock:

Focused on extricating the vehicle from situations with limited traction. It uses feedforward control to allocate power to the rear wheels prior to throttle application and stands by, then dynamically adjusts torque 50:50 to the front and rear wheels as the throttle is applied. When one or more wheels are slipping, ESP steps in to apply braking on the slipping wheels while maintaining torque and distributing to gripping wheels to enhance extrication ability.

While there's understandable scepticism of the track being customized for the vehicle and demo runs being done under the guidance of trained instructors in a controlled environment, one needs to see it in the context of the target demographic. The vehicle is NOT meant for hardcore off-roading by seasoned professionals. It's meant for laymen customers finding themselves in a sticky situation out on the road and equipping them to extract themselves safely.

It also takes nothing away from the fact that some of the obstacles were indeed challenging. And that the vehicle itself and the AllGrip system acquitted themselves admirably, leaving many impressed with its ability to handle the simulated terrain. Overnight rains rendered most surfaces more slippery than the organizer had intended, the slush pit was nearly a foot deep in several places, and the cars were shod with rather average road-going tires. More than one participant opined they'd love to see what the car can do with some proper shoes and on tougher terrain, and we're inclined to concur.

The Grand Vitara, equipped with AllGrip Select is a capable soft-roader and could provide significant product differentiation in a crowded crossover segment. We hope Maruti price it sensibly, and offer it on more trim levels in the future.

Driving the 1.5L Petrol AT

We got a chance to take a very short spin in the regular Smart Hybrid equipped with a 6-speed torque converter AT, the same powertrain as the 2022 XL6 and the Brezza. We wanted to check if Maruti has tweaked the powertrain in any way to make it a little peppier on this larger CSUV. However, we are disappointed to report the drive experience is nearly identical, with the variant powered by a 1,462 cc, naturally aspirated K15C DualJet petrol engine that puts out 102 BHP @ 6,000 rpm and 137 Nm @ 4,400 rpm performing just as lethargically as its siblings (click here to read the drive report).

This variant may find buyers amongst the price-conscious and those that don't need the AWD, but either of those is a better option performance-wise compared to the refined but dull K15C.

Continue reading the discussion on the Maruti Grand Vitara on our forum.

At 1,295 kg kerb weight, the Grand Vitara has a power-to-weight ratio of just 88 BHP / ton which is rather unimpressive compared to what's available elsewhere in the segment. However, Maruti is focused firmly on efficiency, not outright performance.

Maruti Grand Vitara Pros

• A competent hybrid car for the mass market
• 20+ kmpl FE in city driving conditions makes the Grand Vitara cheaper to run than a diesel!
• Lower emissions will appeal to environmentally-conscious buyers. And those who aren’t ready for an EV yet
• Toyota’s reliability & expertise in hybrid systems is very reassuring in the Maruti
• Seamless Hybrid system that makes driving a breeze. A car you will enjoy driving in traffic
• Maruti's AllGrip system provides impressive soft-roading capabilities. Only AWD in the segment
• Compliant ride quality coupled with balanced driving dynamics
• Well-equipped with features such as driving modes, panoramic sunroof, 360-degree camera, ventilated seats, wireless smartphone charging, connected car features, wireless Android Auto + Apple Carplay and more
• Maruti’s excellent after-sales service, wide dealer network & fuss-free ownership experiences
• Does most things well, but doesn’t excel in any particular area (other than fuel economy)

Maruti Grand Vitara Cons

• Practicality is compromised due to reduced boot space in the full-hybrid variant
• Interior quality and fit & finish are underwhelming at this price point
• AllGrip AWD is only available in a single MT trim. Missed opportunity to market a USP
• Interior is narrow and doesn't feel as roomy as some competitors. Rear seat is best for 2 adults
• Lacks the outright performance of the competition. Runs out of steam above 110 kmph
• Not as engaging to drive as the German competitors, or the Creta / Seltos turbo-petrols
• NVH levels from the drivetrain are surprisingly poor for a hybrid. Sounds from the 3-cylinder engine, electric motor and brake vacuum pump filter into the cabin
• The Honda City’s Hybrid system is smoother, more sophisticated & more refined
• Missing features such as rain-sensing wipers, premium audio + subwoofer, electric seats, electric parking brake, LED interior lighting, etc.
• Does most things well, but doesn’t excel in any particular area (other than fuel economy)

Read Team-BHP's detailed Maruti Grand Vitara Review.