Maruti FRONX

If you went to the local Maruti dealership hoping to bring home a Baleno, the Fronx might seem tempting And, unless you really like the boxy styling of the Brezza or want the size of a Grand Vitara — the Fronx might just be a worthy alternative (we’re talking about the non-hybrid version here) there too.

Among a sea of cross hatchbacks that sank without a trace, Maruti making the Fronx look entirely different from the Baleno it’s based on is a good start. Well begun is half done, they say. In the Fronx’ case this holds true. Other than the front door and the mirrors that seem like a lift from the Baleno, it shares practically no other body panel with the hatch. 

The face looks like a scaled-down version of the Grand Vitara with the triple elements in the daytime running lamps and full-LED headlamps placed on the bumper. Do note that lower variants skip on the DRLs and you get a basic projector headlamp instead. 

A wide grille and an upright nose means the Fronx stands confidently. Flared fenders with taut lines lend some muscle to the sides, and the machine-finished 16-inch wheels round things off nicely. The chunky 195/60-section tyres are standard across the range, but lower Delta+ and Zeta versions get silver alloys. 

Maruti Suzuki has been a little adventurous with the design here, opting for a roofline that slopes sharply, paired with a raised rump. I quite like how the Fronx looks from the sides and the rear three-fourths. Details like the roof rails and the prominent skid plate stand out here. 

Our test car was finished in NEXA’s staple deep blue, and we got to see a deep red Fronx too. With the red, silver and brown shade you can choose to have the roof and ORVMs finished in bluish-black paint in the top-spec Alpha variant. 

On first impressions, the Fronx looks more like a scaled-down SUV than an outright cross hatch. As far as size goes, it’s right up there with the usual suspects in the segment. 

There’s no surprise element in the cabin of the Fronx which can be both good and bad. The interior is a copy-paste from the Baleno which means it’s going to be thoroughly practical and usable, and at the same time have absolutely no novelty. Maruti Suzuki has tried to give the Fronx its own identity with some maroon accents instead of the Baleno’s blue, but that feels like too little too late. 

The only tangible difference is in the seating position since the Fronx sits higher off the ground. From the driver’s seat, visibility is great and you can spot the edges of the vehicle easily. This might push you to pick the Fronx over the Baleno if it’s going to be your first car. 

As far as quality is concerned, the Fronx feels par for the course. It’s not exceptional in any manner — there’s still quite a bit of hard plastic on the dashboard — but the fit and finish levels have gone up a few notches compared to older Marutis. Interestingly, there’s soft leatherette on the door pads and elbow rests, but the seats are draped in fabric. You could add on some leatherette seat covers as accessories, but we think this should’ve been bundled in for the price. 

At the rear too, the higher seating position coupled with a low window line means the view out from the side is great. Frontal view is obstructed by the XL-sized headrests. Also, it’s here that you feel that the Fronx lacks that ‘sense’ of space and airiness despite having oodles of ‘actual’ space. Most of that is down to the black-maroon colour scheme. Space is ample for a six-footer to sit comfortably behind their own driving position. There’s no dearth of footroom either, but given the sloping roofline, headroom is compromised. In fact, over sharp bumps, those taller than six feet might have their head hit the roof. The solution, of course, is to sit further ahead on the seat with an obvious trade off in knee room. 

Seating three abreast is possible, but will be a tight squeeze. Consider it a four-seater if your family consists of well fed adults. For the odd time you might actually seat three, the headrest and a proper three-point seatbelt — the only notable addition over the Baleno — for the middle occupant will feel helpful. You will miss a central armrest and cupholders however. 

Features

Maruti has focussed on nothing more than the essentials for the Fronx. There are a few highlights including a heads-up display, a 360° camera and a wireless charger. The rest, including cruise control, an auto-dimming IRVM, a nine-inch touchscreen, climate control and rear AC vents are standard fare for the segment. There’s wireless Android Auto and Apple CarPlay too. 

Hyundai-Kia have spoilt us silly here. With the Venue/Sonet offering features such as front seat ventilation, powered driver’s seat and a branded Bose sound system to name a few. While these misses are unlikely to raise an eyebrow, the absence of a sunroof most certainly will. 

Comb through the feature distribution and you find Maruti aiming to provide utility across the range. Crucial bits such as a rear defogger, 60:40 split seats, adjustable headrests, four power windows and climate control are offered as standard. The Delta variant (one above base) adds more usability in the form of powered ORVMs, steering-mounted audio controls along with a seven-inch touchscreen. 

While the Fronx leaves a little more to your wants, it ensures your needs are amply catered to. 

Safety kit includes dual airbags, ABS with EBD, electronic stability control and hill assist as standard. Top two trims get additional side and curtain airbags, taking the tally up to six. Do note that the Fronx is based on Suzuki’s Heartect platform that’s always returned with mediocre ratings in crash tests conducted by Global NCAP. 

Boot space stands at a respectable 308 litres. Not the best by segment standards, but adequate for a weekend trip with the family. The 60:40 split seat back allows you to trade passengers for luggage, should the need arise. The loading area is noticeably wider compared to the Baleno and the boot seems equally deep — even though on paper numbers suggest a 10-litre reduction in cargo volume. 

Suzuki’s 1.0-litre turbocharged Boosterjet engine makes a comeback with the Fronx. We’ve experienced this motor in the erstwhile Baleno RS. This time round, it has the assistance of mild-hybrid tech to make it more frugal. The other option is Maruti Suzuki’s tried-and-tested 1.2-litre engine that’s available in a host of other vehicles as well. Unlike Hyundai-Kia where you’re forced to buy the Turbo variant if you just want an automatic, Maruti Suzuki is offering a two-pedal option with both engines. A 5-speed AMT for the non-turbo, and a 6-speed automatic for the turbocharged engine. 

On our brief drive in Goa, we sampled the Boosterjet with both transmissions. Here’s a quick summary of what to expect: 

• First impressions: the three-cylinder engine feels a little vibey, especially compared to Maruti’s butter-smooth 1.2-litre motor. This is felt on the floorboard, especially when you push it to higher revs. Noise levels are acceptable though.

• The motor isn’t explosive in performance like Volkswagen’s 1.0 TSI, for example. Focus is clearly on usability where the motive is to give you a balance for city driving and highway cruises.

• Compared to the non-turbo, the real advantage of the turbo’d engine shines through in highway driving. It’s very very comfortable holding 100-120kmph all day long. Overtaking at 60-80kmph to triple-digit speeds is a whole lot more effortless too.

• Inside the city, you will shuffle between second or third. The engine feels alive post 1800-2000rpm. Under that, it’s a little hesitant to get a move on, but never feels tedious. Note: you might prefer the 1.2 if usage is limited to the city. You wouldn’t be changing gears as often then. 

• Pick this engine if you foresee doing a lot of inter-city, inter-State trips. The added torque makes the highway sprints a whole lot more relaxed. 

• Another upside is that this engine gets a proper 6-speed automatic that’s smooth and hassle free. It’s not the quickest gearbox out there — it takes a split second before downshifting when you floor the throttle — but the convenience it offers more than makes up for it. 

• There are no drive modes, or a dedicated Sport Mode in the gearbox. You can however choose to use the paddle shifters and shift manually. 

The added ground clearance and the suspension travel means the Fronx doesn’t frown at broken roads. Body movement is very well controlled and occupants won’t get tossed around over bad surfaces at low speeds. Here too, side to side movement is kept in check quite well. 

High speed stability is confidence inspiring. It doesn’t feel floaty or nervous even at triple-digit speeds, even if you’re seated at the rear. At highway speeds, hitting expansion joints or surface level changes will have you experience some vertical movement. Rear passengers will feel this more prominently. 

As a city commuter, you wouldn’t have an issue with the Fronx’ steering. It’s light and quick enough. On the highways, it weighs up enough for you to feel confident. Through winding sections, you’d appreciate the predictability. You’d want a little more feedback from the wheel, but it doesn’t take long for you to get used to what the Fronx has to offer. 

Maruti Suzuki has been a little optimistic in pricing the Fronx, which commands nearly a lakh over the Baleno for the lower trims. Higher variants are priced on par with top-spec variants of the Nexon, Venue and Sonet — all of which offer more flash for the money. 

There’s a lot to like about the Fronx, and little to fault. It brings with it a likeable balance between a premium hatchback, a sub-compact SUV and a compact SUV. The Fronx is ticking the basics of style, space, comfort and everyday usability. A few more features or a smaller asking price would’ve made it a whole lot easier for us to recommend it.