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CELESTIAL BEING!
MARUTI-SUZUKI CELERIO FIRST DRIVE
I
n the very early days of
Maruti-Suzuki, the rapid
model infusion by its maker
stunned the Indian car
consumer. From the first
generation 800 to the next was
but a matter of three years
while the Omni and the Gypsy
followed it to market rather
simultaneously. This working to
a strategy in the very same class
then might have astounded rivals
but the method in the madness
has remained intact all through
to this period in time. In fact, lets
put it this way, the maddening
bit has now been elevated to an
art form in the small car class by
Indias numero uno carmaker and
it sure shows no sign of slacking
off in the least.
However, lets not digress and
get back to the early nineties when
Maruti-Suzuki stunned the slow
to nd its feet Indian motoring
class with the Zen, a slightly
larger, better congured small car
which just ran away and cleaned
up the bank and what have you.
It was legendary in its appeal
and delivery and from that day
on, it was this small incremental
step up approach that has paid
off handsomely for its maker. Of
course there have also been some
lateral moves and the beauty of all
this is such that not many could
fathom whether it was a sidestep
to glory or a straightforward
slingshot that did it.
Such could very well be the
case for the newest small car
offering from Maruti-Suzuki. The
Celerio is a very well constructed
and designed car (dont confuse
design with style as so many of
our countrymen are susceptible on
this count) and this combination
of substance and sustenance is
bang up to date. It might not win
any prizes in a beauty contest but
it will more than come up as the
perfect loyal mate you always want
your car to be. Innovative where it
needs to be while yet being frugal
and delightful in its performance
delivery, this has the making of yet
another blockbuster. You would
only bet against it at your peril!
Catch me on Twitter!
@adiljal or @zeegnition
DRAWING THE LINE
DESIGN& STYLE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
CHASSIS & SUSPENSION. . . . . . . . . . . . . . . . . . . 8
ENGINE & TRANSMISSION. . . . . . . . . . . . . . . . . 9
INTERIOR & APPOINTMENTS. . . . . . . . . . . . 11
FIRST DRIVE IMPRESSIONS. . . . . . . . . . . . 14
RIDE & HANDLING. . . . . . . . . . . . . . . . . . . . . . . . . 15
EARLY VERDICT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Adil Jal Darukhanawala - Editor-in-chief www.zeegnition.com
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I
t is a strange thing this,
Maruti-Suzuki the most
grounded of Indian
car makers ying
high in spirit with
its wild naming spree of
its most recent new car
models. Take its Sting Ray
moniker, this was way
too extreme especially
for its blunt nosed styling
approach to the Wagon R
when all along the very
mention of that evocative
name makes one consider
the decidedly 1960s
muscular chic exemplied
by the Chevrolet Corvette,
especially the twin
window fastback versions.
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Given this context
then the all new addition
to Maruti-Suzukis large
small car portfolio is
certainly not a fruity take
or a salacious edible on
a lunch or dinner spread
but actually a model
name that comes to India
from the rms global
portfolio, one that has
done duty in Japan but
rather more prominently
in south east Asian
markets. The all-new
Celerio is actually a move
by the market leader to
do the impossible using
its vast product bin and
utilizing vital bits and
pieces to come up with a
car that is incrementally
in tune with the times
and the competition. Oh
and by the way lets get
The all new addition to Maruti-Suzukis large
small car portfolio is certainly not a fruity
take or a salacious edible on a lunch or dinner
spread but actually a model name that comes
to India from the rms global portfolio
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the name out of the way
celestial river is what
Celerio means literally
in the Latin or Greek
but the moot point is
whether this car has the
wherewithal to do the
business and ramp up the
passion for more punters
to upgrade within the
Maruti-Suzuki portfolio
while also sucking in
many others from the
competition.
The Celerio is a large
hatchback deemed to
operate in the space
where normally the Ritz
operates at the top end
and the Wagon R at the
other extreme. What
this clearly illustrates
is that it is an even
narrower band that has
now been further thin-
sliced by its maker to
make room to push in
yet another small car
offering. Fathom this and
you begin to understand
why this carpet-bombing
approach at the base of
the huge 2.0 million plus
Indian car market has
paid rich dividends for
its maker. Also precisely
the reason why others
havent got to grips
with confronting it with
the challenge needed,
either individually or
collectively!
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S
o having established the
reason for its introduction
lets move to this all-new
car, which is longer, wider
and decidedly different in
its design language from
other Suzuki models of the
last 5 years. Code-named
YL7, this was in the making
for the last couple of years.
Using a mix of technical
resources from Japan and
India, the Celerio cannot
in any sense of the term be
termed stylish even though
its makers claim that it does
sport character highlights
to make it appealing. This
CICO (curve in, curve out)
approach does have the by
now de rigeur character
slashes on the anks, both
below the waist line and one
just kicking up above the sill
level. Add to that a new wide
stance smiley grille up front
(almost an interpretation of
the Toyota Liva with more
slats thrown in) anked by
decidedly rakish swept back
headlamps, an even more
stylized front bumper with
a sizeable air dam and also
a stepped bonnet line to
indicate contemporary style.
We found the styling to
be pretty bland to state the
obvious but then there is
method in the madness and
that calls for a peek at the
specications or a physical
measurement of the cars
dimensions. It is not about
its 3600mm length but the
all-new 2425mm wheelbase
oorpan that the car sports
along with a very wide
track that helps to deliver
a 1600mm overall width
which helps with the Celerio
being endowed that vital
bit we term presence. There
certainly are prettier small
cars around but then the
Celerio is the one with the
presence among the new
crop and it certainly emerges
strong in this intangible
strain which is so very much
a small car holy grail.
DESIGN & STYLE:
Substance for the former
and an abject lack when we factor
in the latter element!
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With next to no overhangs front
or rear and with the 14-inch wheels
marking up all four corners, one can
make out a pretty lusty-to-devour
approach that pays handsomely once
you step into the cabin probably
the most spacious we have seen
to date in a Suzuki hatchback. And
when you take in the fact that
newer tackle from the competition
especially the Ford EcoSport -
pales in comparison in this regard
you know that even without saying
it Maruti Suzuki is delivering that
knock out punch from the start!
Also a point worthy of mention is
that when you pop up the hatch you
can squeeze in 235-litres in volume
terms of luggage. It is not just about
the dimensions that are signicant
but the fact that the car tips the
scales at just around 810 to 830kg
(kerb weight depending on trim and
equipment levels specied) and you
begin to get the picture.
A logical corollary to this light
weight approach was to ask whether
the Celerio meets impact legislation
and the Maruti Suzuki bons
informed that it does meet all Indian
crash test norms thanks to not just
better design of crumple zones and
such but also because of the ample
use of high tensile steel sections
in critical areas of the Celerios
monocoque. These help give it that
strength and rigidity to go with the
lightweight package and as we shall
see going forward there are other
benets to mind and heart as well.
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W
hat is truly
impressive about
the Celerios chassis and
suspension is not that it
breaks any new ground
but just very careful
design and optimization
has gone into getting the
structure spot on not just
for rigidity but also for
NVH and the same holds
true for the suspension
front and rear. No radical
advances on any front
here but just precision and
discipline in the design
and the manufacturing
process to get the sum of
the parts to deliver big.
McPherson struts do the
business up front while a
CHASSIS & SUSPENSION:
All new cobbled up using smart thought and raiding
the ample yet varied Suzuki small car parts bin!
coupled torsion beam axle
with coil springs holds
up the rear. The Celerio
comes with electrically
assisted power steering
that is nicely weighted
rather than having ample
feel or feedback but given
the category it serves,
this is far more important
than being razor sharp
or overtly telepathic.
Nonetheless a 4.7-metre
turning radius is nothing
to sneer at for a car of its
proportions especially
that wide bit.
The Celerio runs on
165/70-R14s on the VXi
and higher versions while
the entry level LXi version
rides on 155/80-R13
rubber. Tyres on all the
test cars at our disposal
in Jodhpur were JKs and
they seemed well tuned
to the overall ride of the
car. Brakes up front are
ventilated discs with
drums being the preferred
option on the rear wheels.
Surprisingly ABS is not
offered, even as an option
and it is only penciled in
on the top end ZXi and
that too as option! Maybe
Maruti Suzuki needs to
suss this out sooner rather
than later and make this
a hygiene factor just as air
con and power steering
have before it.
O
ne of the biggest assets
these days for any small
car is to rely on a frugal
but very well built one-
litre petrol mill capable
of delivering the torquey
driveability that ends up
paying big in low fuel costs.
Many carmakers the world
over have realized that a
three-cylinder in-line unit
is the best conguration to
employ in such a scenario
and Suzuki is no different.
However, what is important
to note is that Suzuki has
more experience of triples
than many other big names
in the auto business and its
998cc K10B unit (christened
by its marketing whiz
as the K-Next engine) is
brilliant in its role under
the bonnet of the Celerio. It
has been extensively given
the once over (even though
it is a relative youngster in
the business!) especially
in the areas of friction
reduction and also in subtle
ignition revisions so that
the recalibrated maps help
deliver 90Nm of torque
at a very easy 3500rpm.
Comparatively not too heavy
on tech unlike the EcoBoost
motor made by Ford for duty
in the EcoSport, the K10B
engine is though far more
consistent and stable without
being way too sensitive
in our driving conditions,
something which negates the
very plank on which the Ford
is expected to shine!
I mentioned earlier
that NVH was a key detail
that the Maruti-Suzuki
engineers paid a great deal
of attention to and apart
from the rigid yet light
structure and high tensile
ENGINE &
TRANSMISSION:
Tweaked to the gills is the former
while the latter pulls a virtual
bunny out of the proverbial
magicians hat!
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The intelligent electronic actuator is what
helps control and synchronize both clutch and
gear shift operations; a rather cost-effective
solution instead of going automatic using
conventional systems
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The automated manual transmission is best enjoyed when slotted into the manual shift tiptronic mode The 5-speed manual gearbox is standard Suzuki fare with short and slick shifts and a light clutch action
steel, the all-aluminium alloy
engine has all new hydraulic
engine mounts which help
to keep the drive smooth
and unfussy. Maruti-Suzuki
has also picked a leaf from
Hondas manual on engine
design and operation by
formulating an all-new
engine oil to reduce frictional
losses and thereby help
those 68 horses (developed
at 6000rpm) thrumming
nice and easy while also
aiding the cause of low fuel
consumption. Throw in high-
grade polymer materials used
in the intake manifold and
also the fuel tank (35-litre
capacity) and you can nd
further proof of the measures
to better the power-to-
weight ratio and aid in all
round performance gains.
Brings me then to
what is truly one of the
smartest moves made by
any carmaker in recent
times to help fuel customer
convenience further and
that too in a positive manner
with not much of a trade-off.
Maruti-Suzuki has a choice
of transmissions on offer
with the Celerio, the standard
unit is a robust slick-shifting
5-speed manual transaxle
but the other transmission
is the one where the clutch
pedal goes missing in the
footwell area of the cabin.
Before you jump to saying
another automatic wait, for
it isnt exactly an automatic
slush box or even a dual
clutch unit but an automated
actuator helping to clutch-
declutch and shift gears
automatically dependent on
throttle position and revs.
This electronically controlled
actuator helps control and
synchronize both clutch and
gear shift operations and is
actually a cost effective and
very ecient way to deliver
ease of driving especially in
our intensely chaotic driving
conditions.
Now we have had all-
automatic transmissions
even in small Marutis and
Hyundais but these never
could deliver the pocket-
soothing operation of
their manual-transmission
siblings and loss of fuel
eciency was a major
bugbear. Hence this solution
now which results in the
Celerio being pegged at an
ARAI-tested 23.1kmpl! Yes
you read that right 23.1
kmpl which is indeed the
same for the Celerio with
manual or automated
gear shift box! And more
importantly, this Auto
Gear Shift, as termed in
Maruti-Suzuki parlance
can be employed in either
full auto mode by its driver
or be actuated in manual
mode with sequential shifts
backwards to go up the
gearbox or forwards while
shifting down almost like
on my BMW 525d! The ASG
also has a creep function
built into its electronic brain
while the Kick Down facility
for added thrust during
overtaking is just like in a
regular automatic.
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Space at the back is plentiful and has really been optimised thanks to clever design and packaging No problem in the way the dashboard looks, but overall, the cabin could have used better plastics for a richer feel
I
just couldnt get to stay
away from saying the
obvious and even though
it was barely a run under
150km in and out of
Jodhpur, the fact that the
Celerio impressed in more
ways than one marks it
out as one of the major
automotive stars of 2014.
First off lets get into it
logically by sliding behind
the steering wheel and lo
behold what you have is
a terric driving position
right seat height, good
forward and peripheral
vision with no blind spots
by a recalcitrant A-pillar
and perfect ergonomics
given the class of car
INTERIOR &
APPOINTMENTS:
Large, spacious & comfortable but could have been
better appointed!
that it is. Space is the key
attribute to the cabin but
along with the space also
come new design fabric
for the seats and a dual
tone treatment to the
dashboard. I like the way
the interior packaging
engineers had worked
their craft but the door
pads seemed too low
rent for a car of this class.
Maybe Maruti-Suzuki
is picking a leaf from
the Honda-Toyota way
of doing small cars here
rather than what should
obviously be the other way
around! Getting back to
richer plastics the earlier
would be a good bet we
feel.
There is a new design
steering wheel with multi-
function controls for the
stereo operation mounted
on it. The Maruti-Suzuki
engineers have gone a
long way to making their
electronically customizable
central locking system
packed with so many
security settings that it
made the head go dizzy.
Too much fussiness here I
thought when simplicity
of operation would have
been the way to go.
Available on the option list
is blue-tooth connectivity
(shouldnt be an option
at all in this day and age
we think), lane-change
indicators plus of course
alloy wheels. ABS as we
mentioned is an option on
the top end ZXi!
Speaking about comfort
and space the drivers seat
has pretty much good
conguration but could
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A commanding driving position
that lends a great view of the
road ahead; peripheral vision isnt
hampered by the A-pillar!
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The 235 litres
of boot space
is not class
leading, but a
shade better
than many in this
segment
The airy cabin has over 15 different utility nooks and holders
and is dotted with occupant convenience features
The top end version gets power adjustable outside rear view
mirrors as well as power windows all around
Unlike even some German luxury cars, the Celerio features
that all important USB and AUX audio connectivity
Seat height adjustment for the driver is a an absolute boon
for those of slightly smaller or larger proportions
have done with a slightly
larger surface area for
the seat squab and in the
zeal to reduce weight and
also liberate a few extra
millimetres for the back
benchers, the seat backs
have been made way too
thin. The large cabin is
sure to win many friends
and there is ample head,
elbow and leg room for the
back benchers, perhaps
the best in the category
even if you factor in the
Honda Amaze. Throw in
the large 235-litre boot
space and over 15 different
utility nooks and holders;
the cabin is dotted with
occupant convenience
features. Another very
important detail, which
should delight many, is
the ease with which the
back doors swing open
wide and the low sill
What you have is a terric driving position
right seat height, good forward and
peripheral vision with no blind spots by a
recalcitrant A-pillar and perfect ergonomics
given the class of car that it is
height to get in and out
of the rear seats. This is
very good functionality
and when you check out
the well dened H-points
for optimum ergonomic
seating at the rear you
will see that in the vital
areas the packaging
engineers have put in a
commendable effort.
Instrumentation
is simple with a large
dial analogue speedo
dominating the senses
while on the central
console on the dashboard
the large rotary switches
for the air con system
stand out prominently.
There are different stereo
units available for the
ZXi and the VXi versions
while a multi-function
information display
is integrated into the
instrument cluster. On
the AGS-transmission
equipped models, there is
also a gear shift indicator
on the instrument console
informing the driver what
cog he is in should he need
to be reminded.
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T
he rst thing that strikes
you is how good the car
feels once it starts rolling and
the driving position certainly
adds to the expectations. The
engine is a jewel and really puts
things into proper perspective,
irrespective of the transmission
employed. I drove the manual
transmission car rst and it was
the usual slick and positive feel
that Marutis are noted for. The
manner in which the torque is
produced - more than enough
low down but strong and thick
in the mid-range (which is
what matters in Indian driving
conditions) is the key to the
Celerios overall performance.
There is not much to fault across
the driving spectrum and in fact
the strong driveability along with
the light weight and also to a
certain extent the new friction
busting moves in the drivetrain
are responsible for both in-gear
driving thrust and also huge
benets in stretching the mileage
to the 23.1kmpl claim made by
its maker.
The ASG is the real game
changer though and it works
like a breeze. While not actually
a proper automatic it does the
job very eciently with good
shift quality (here time is of
the essence) that is more than
adequate for regular operation
on our roads. There is provision
built into the gear gate for using
it as a proper automatic or if one
prefers manual shift actuation
that is also possible with the
sequential shift gear change
which is so very much like what
I have in my daily driver - the
BMW 525d. Driving the Celerio
while in automatic mode, it is
sheer modulation of the throttle
pedal which will help effect the
upshifts quicker if you intend
to achieve both linear forward
progression along with high
fuel eciency. I think that many
owners will need to get to grip
with this throttle modulation
bit but it isnt dicult to learn
and once you have mastered
this line of action expect the
Celerio in ASG guise to match its
manual transmission-equipped
sibling on the fuel eciency
front as well! Speaking with
the Maruti-Suzuki engineers
and product managers, I was
told that in many a situation,
with good understanding of
the ASG mechanism plus the
need to know when to get off
the throttle and back again to
effect the upshifts - its a touchy-
feely thing this! - the ASG
Celerio returned a shade higher
eciency than the manual!
I for one liked the creep
facility which is so very much
needed when crawling in slow
bumper-to-bumper trac and
the best thing is that it keeps
the engine humming in low
revs without compromising on
momentum or impacting the fuel
eciency. And of course there is
also the kick down facility when
in full auto mode to have extra
thrust when needed to overtake
just like in a proper automatic.
The ASG is a strong pointer
to more convenience in the class
for the masses and that too it is a
smart yet less pricey method to
deliver in the small car segment
compared to a full blown
automatic gearbox. The chances
of this sort of a transmission also
appearing in other models in
the Maruti-Suzuki portfolio are
more than bright but it will all
depend on how effectively this
piece of kit is priced - too high
and it will negate everything, so
how balanced is the sticker tag
in comparison to the manual is
going to be a big detail for the
end user.
FIRST DRIVE IMPRESSIONS
Very positive & surprisingly close to perfect in class!
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H
aving been allowed to
drive the Celerio over
a 150km route in and out
of Jodhpur which features
some very good quality
tarmac surface, the Celerio
felt superb. The wide track
and the long wheelbase
deliver a very planted feel
and with the car being
just rightly tyred for
our conditions and user
appeal, the ride is fairly well
damped. We will need to
wait for a complete road test
of the Celerio to deliver a
more exacting verdict of the
ride over a selection of roads
but overall the package
seems strong on this front.
The steering is nicely
weighted and has just
about the right feel for
this segment of car - you
dont need overtly sensitive
stuff from the front end
coming up to overwhelm
the family driver and thats
how the Celerio impresses.
All controls fall to hand
and with a fantastic driving
position, hauling and
hurling the car through
corners is made both
enjoyable and predictably
easy. The stance of the car
under braking and turn-in
is positive and will delight
users in this class of car
and overall this is a neutral
handling, very stable
proposition.
RIDE & HANDLING
Planted and neutral!
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O
verall this is the
general high standard
that we have come to
expect from Maruti-Suzuki
since the very rst 800
rolled into the Indian
psyche in the middle of
the 1980s. It is however
a more mature product,
very much in tune with the
contemporary and yet like
the original a tremendous
value offering in the class
for the masses.
EARLY VERDICT
The making of a winner!
Editor-in-Chief: Adil Jal Darukhanawala Team: Muntaser Mirkar, Vikram Gour, Ajit Menon,
Abhishek Nigam, Priyadarshan Bawikar, Dilip Desai, Kunal Khadse, Shivaji Mane, Rajma Madhale
feedback@zeegnition.com www.facebook.com/zeegnition @zeegnition
When we drove the
Celerio in Jodhpur we were
assigned one top ranking
engineer / product planner
to accompany us on the
drive and also to keep
track of our every nuance,
quibble and impression of
the car during the drive.
What I didnt like was
the abject lack or even an
effort to have air bags even
as optional tment in the
equipment lists. I have
also raked up the point of
the lack of ABS, which in
this day and age is so very
vital. In so many respects
Maruti-Suzuki has played
the role of the market
leader with aplomb and
it carries this trait rmly
forward even with the
Celerio only to queer it
somewhat on the missing
safety bits. How much
these make an impact to
the pocket is for the market
leader to educate and
impress its customers and
I am sorry to see this not
having been attempted.
This apart, I think the
price positioning of the
Celerio would be vital, not
just for its maker which
wants to have the top ve
best sellers in India come
from within its stable but
also to contend with some
heavy repower coming
in the small car class from
so very many rivals. And
should Maruti-Suzuki step
up to the plate it would
help further the ongoing
evolution of the small car
segment in the land.
Overall Width: 1600mm
Track (F/R): 1420mm / 1410mm
Overall Length: 3600mm
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SPECIFICATIONS
SUZUKI CELERIO
ENGINE
Type: 998cc Inline 3-cylinder,12-valve,all aluminium K10B
Layout: Transverse
Max Power: 68PS @ 6,000rpm
Max Torque: 90Nm @ 3,500rpm
Emission standards: BS4+OBD II
Accelerator pedal type: Electric (drive by wire)
TRANSMISSION
Gearbox: 5-speed manual / 5-speed ASG
Drive Type: Front wheel drive
SUSPENSION
Front: McPherson strut with coil spring
Rear: Coupled torsion beam axle with coil spring
BRAKES (F/R): Ventilated Disc / Drum
POWER STEERING
Type: Electronic Power Steering
TYRES
LXi / VXi and above: 155/80 R13 / 165/70 R14
DIMENSIONS
Maximum Turning Circle: 9.4m
Minimum Ground Clearance: 165mm
CAPACITIES
Luggage capacity: 235 litres
Fuel tank capacity: 35 litres
WEIGHTS
Kerb weight (min/full options): 810kg/830kg
Gross vehicle weight: 1250kg
Wheelbase: 2425mm
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ENGINE
Cubic Capacity
No of cylinders
No of valves
POWER
TORQUE
TRANSMISSION
BRAKES (F/R)
DIMENSIONS
L x W x H
Wheelbase
Tread (F/R)
Turning Circle
Ground Clearance
CAPACITIES
Boot space
Fuel tank
KERB WEIGHT
TYRES
SUZUKI CELERIO HONDA BRIO HYUNDAI GRAND i10 SUZUKI RITZ FORD FIGO
998cc 1198cc 1197cc 1197cc 1196cc
3 4 4 4 4
12 8 16 16 8
68PS @ 6,000rpm 88PS @ 6000rpm 83PS @ 6000rpm 85PS @ 6000rpm 71PS @ 6250rpm
90Nm @ 3,500rpm 109Nm @ 4600rpm 114Nm @ 4000rpm 113Nm @ 4500rpm 102Nm @ 4000rpm
5-speed MT / 5-speed AMT 5-speed MT / 5-speed AT 5-speed MT / 4-speed AT 5-speed MT / 4-speed AT 5-speed MT
Ventilated Disc / Drum Ventilated Disc / Drum Ventilated Disc / Drum Ventilated Disc / Drum Ventilated Disc / Drum
3600mm x 1600mm x 1560mm 3610mm x 1680mm x 1500mm 3765mm x 1660mm x 1520mm 3775mm x 1680mm x 1620mm 3795mm x 1680mm x 1427mm
2425mm 2345mm 2425mm 2360mm 2489mm
1420mm / 1410mm 1480mm / 1465mm 1479mm / 1493mm 1470mm / 1480mm 1465mm / 1435mm
9.4m 9.4m 9.6m 9.4m 9.8m
165mm 165mm 165mm 170mm 168mm
235 litres 175 litre 256 litres 236 litres 284 litres
35 litres 35 litres 43 litres 43 litres 45 litres
810 - 830kg 920 - 970kg 980kg 1005 - 1030kg 1040 - 1075kg
165/70 R14 175/65 R14 165/65 R14 185/70 R14 175/70 R14
SUZUKI CELERI O COMPETI TI ON CHECK