Substance
So you’ve spent close to a million rupees on a big hatchback, what are you getting out of it? It better be more than shiny LED lights and swanky alloy wheels. The top-spec models here are loaded to the gills with comfort, infotainment, and, of course, safety features. However, there are some areas where they could all improve. Unlike Europe, where ABS, EBD, traction control and six airbags are de rigueur features, India is still unclear about how proper crash tests are supposed to be conducted. And that is where the problem truly lies.
All right, then. The Baleno is the newest of the lot and is being promoted as a Nexa premium product which promises a more upmarket experience. When I heard it was a premium hatchback, I expected a European-style 4.2-metre-long design, but, sadly, it was yet another sub-four-metre offering, albeit slightly larger than the Swift. Does it live up to the hype?
Well, in terms of kit, yes. It packs dual airbags and ABS across all variants, something which the other two cannot boast of. Adding to the spec-check are the projector headlamps with LED daytime running lights – another big plus. The familiar touchscreen interface – from the Ciaz and S-Cross – is here too, and, although functional, it doesn’t feel as intuitive as I would’ve liked. The quality of materials is good, and the seats are upholstered in dark fabric. Comfort and ergonomics are good, although the angle of the seating feels weird for someone tall. The same can be said for the back seats as the angle of the base is far too perpendicular to the road, unlike the inclined rear seat bases in the other two. Thankfully, the adjustable head-restraints and generous passenger room mean it offers reasonably good comfort. The boot space is 339 litres, but it’s a bucket. The load lip is so high up, you’ll need help with the bags, especially the heavy ones.
The Jazz we have here is the V trim, so it packs most of what you need. Unlike the Baleno, all variants do not get ABS and dual airbags. The diesel E and S trims get ABS, but it isn’t until one reaches the SV grade that they’re both standard. The Jazz looks futuristic on the outside, but it’s a familiar cabin inside. It’s the only one of the three without a smart key and push-button start. It promotes economic driving with a green lighting surround around the centre meter pod that immediately turns blue the very instant my toe made contact with accelerator pedal. The front USB and Aux-in ports are appreciated, as are the multitude of storage spaces and cubby-holes of all sizes; surely the class best. Fabric upholstery takes a turn for the beige in here and the front seats offer good comfort. However, the rear is where it falls apart. The lack of adjustable head-rests is a big no-no for me, and a rear seat did offer just about adequate comfort for my six-foot height. Space is good, though. The boot, too, is a slightly larger 354 litres, and is the easiest to load of the three.
Hyundai’s Elite i20 boasts of the most aesthetically-pleasing interior, with a two-tone layout and a lot of gizmos. The seats are by far the best of the three and offer good support and ergonomics while packing adjustable head-restraints front and rear. The driver’s seat is height-adjustable, too. It also packs ABS, EBD and dual front airbags. Of course, that’s just the absolute top-spec Asta (O), ABS and the driver airbag begin with the Sportz (third) variant, while dual airbags are only in the Asta and Asta (O) trims. The two base trims – Era and Magna – get neither. The Elite i20 also packs the smallest boot at 285 litres, but it can manage luggage enough for a weekend getaway out of town.
Verdict: All three let you pack a cake, but the Elite i20 lets you sit comfortably and eat it too.
