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Maruti Suzuki Vitara Brezza: CarWale Track Day 2021

Introduce

Right front three quarters

Time loop: 2 minutes 15.46 seconds

Capacity and weight: 103bhp and 138Nm, 1,130kg (curb)

Tires: Front: 215/60 R16, Rear: 215/60 R16

Introduce

There is no denying the fact that Vitara Brezza is the most popular SUV model in the country and has a huge price difference. It ticks so many boxes that buyers are willing bự put their money down without thinking twice. And This, despite the lack of diesel options since the BS6 transition. We had Brezza burn oil on one of our previous CarWale Trackday outings and returned impressively. So it didn’t make sense bự include a gasoline-powered Brezza in our latest Trackday installation, where we have some daily fun, road-centric, commuting heroes. preferred by the public.

About the Racetrack

Track Pad

The Madras Motor Speedway in Chennai is a great place bự push the car’s handling. It’s not a pro-horsepower racetrack; instead, it’s a vehicle with excellent chassis balance that really shines around this bumpy 3.7km stretch. Come bự think of it, right after the short, straight start is the fast and bumpy C1. Then one has bự rub a lot of speed for the right C2. The C7, as we discovered, is the most difficult angle bự master as it is a long right-hand drive that is always tight and has a dual top. Taking a great exit out of C7 is important as it leads bự the second of two really fast parts of MMRT.

Experience tracking

Right front three quarters

Time ring C5 Apex Speed Peak speed C7 Peak speed C10 Max speed
2m15.46 seconds 81.13kmph 91.79kmph 58.03kmph 137.28kmph

One thing became certain after driving the Vitara Brezza around a track – there’s nothing quite like an old-fashioned, four-cylinder, naturally aspirated engine. The 1.5-litre K15 engine just spins quickly and happily. It makes you appreciate the simplicity of the engine, especially in the new found turbocharger era. On the track, the Vitara Brezza accelerates almost linearly and the engine continues bự collect revs until you reach a corner. The light and easy controls also make the Brezza fun bự toss around. Just a note, it needs bự be kept at higher revs bự get the most out of this natural Japanese sucker.

With a higher ground clearance thanks bự its SUV stance and the suspension flexed for comfort when the road starts bự get in the way, there’s plenty of body roll when pushed hard into a corner. On the other hand, the Brezza maintains a strong composure about stability on the straight. Chuck it around corners and the light and direct steering proved bự be quite manageable. Even a rookie like me can hold out easily. Executing a triple-digit speed after exiting the C3, slamming on the left C4 front brake and quick swerving bự the C5, the Vitara Brezza achieved an impressive 81.13 km/h at full tilt. The same is seen on the C7’s parabola, where I fear body roll will interfere with Vitara Brezza’s timing. But I fell short when it hit the top of the C7 at 91.79 km/h, just a fraction of a second slower than the other two sedans we got this year.

Three quarters front left

In the end, the hardest corner I haven’t beaten yet – C10 – doesn’t seem bự prove a threat bự Vitara Brezza. When I first drove the Brezza through the C10, the left hand wheel was always tight, exposing the high-circle SUV bự the bumpy road. But in successive laps, the striking body roll I encountered on my first outing was easily accomplished, thanks bự its light and direct steering and allowing for more force. suitable for skimming the front wheels. Then, in Sagar’s hands, on a fast lap, Vitara Brezza measured a cornering speed of 58.03 km/h at this corner – 1 km/h faster than the i20. Thus, Vitara Brezza bowed with a fairly fast lap time of 2 minutes 15.46 seconds.

Another impressive thing about the Vitara Brezza is the brakes. While it’s not a heavy car, braking right in front of the C4 or C8 is pretty confident. On each subsequent run, I was able bự brake a little later and gain more confidence bự go faster. Also, after a few good laps, there was no sign of fading in those brakes despite the scorching heat of Chennai.

Left view

Where the Vitara Brezza shines on the track is its agile nature combined with its sweet revving engine. Take the example from chicane after C3. Exit the cramped C3, shift gears, and throttle it while kissing the curb as the engine hums until the kingdom arrives – or, as here, the C4 shows up. It is even interesting when around C7 in continuous parabola. Here, the high riding position adds bự the fun for the right-hander bự stretch and immediately change direction before the back straighten is just pure excitement. Again, the C10 is a bit difficult bự master, but if it’s captured properly, the grin on its face is indescribable.

In the same tournament as Vitara Brezza, we also have Tata Nexon on the track. By comparison, the Nexon has a turbocharged petrol engine, but the free-revolving nature of the Brezza’s four-cylinder has made it quicker on straight roads – and bự some extent through corners. The Nexon, on the other hand, won in terms of its grip through any angle. It’s hard bự make the Nexon nervous – partly because it takes time bự lower its 118bhp-higher output on track and partly because its surprisingly grippy màn chơi is evenly matched – but a different style – enjoyable. taste.

Inference

dashboard

It may not seem like it’s going bự be like driving in obstacle traffic – where all the Vitara Brezzas ever sold will spend most of their lives – but Maruti Suzuki’s offering of a sub-4 meter SUV is just too much fun. position on the track. Furthermore, it’s also quite capable in a suitable set of hands, as it manages bự post a time lapse five seconds faster than the Nexon, despite the Tata being stronger on paper. Its NA engine is a gem that is both fun and usable. Besides, the faint hum of the engine is the only thing stopping Brezza from setting faster lap times. Therefore, it is necessary bự continuously shift bự a lower gear bự keep the engine spinning at the correct rpm. On the other hand, the lighting controls, direct steering, good brakes and surprisingly good chassis balance make it a real ‘everyday hero’ that can bring buyers equally enjoyable levels in mundane journeys.

Photo of Kapil Angane and Kaustubh Gandhi

Click here bự read our introductory story for CarWale Race Day 2021

Maruti Suzuki Vitara Brezza₹ 7.68 LakhonwardsAverage Factory Price


Thông tin thêm

Maruti Suzuki Vitara Brezza: CarWale Track Day 2021
#Maruti #Suzuki #Vitara #Brezza #CarWale #Track #Day
[rule_3_plain] #Maruti #Suzuki #Vitara #Brezza #CarWale #Track #Day
IntroductionLap time: 2minutes 15.46 seconds Power and weight: 103bhp and 138Nm, 1,130kg (kerb)Tyres: Front: 215/60 R16, Rear: 215/60 R16IntroductionThere’s no denying the fact that the Vitara Brezza is the most popular SUV in the country and fares by a huge margin. It ticks so many boxes that buyers are willing bự put down their money with no second thought. And This, despite the lack of diesel engine options since the BS6 transition. We have had the oil-burner Brezza in one of our previous CarWale Trackday outings and came back mighty impressed. So, it was a no brainer getting the petrol-powered Brezza bự our newest installation of Trackday where we have some fun with every day, road-going, commuter-centric, public-preferred heroes. Race Track IntroductionThe Madras Motor Race Track in Chennai is a great place bự push the handling envelope of cars. It’s not a track that favours horsepower; instead, a car with great chassis balance is what really shines around this bumpy 3.7-kilometre flowing circuit. Speaking of which, right after the short start-finish, straight is the fast and bumpy C1. One must then scrub off a lot of speed for the right-hander C2. The C7, as we found out, is the most difficult corner bự master as it’s a long right-hander that is ever-tightening and has a double apex. Getting a great exit out of C7 is important because it leads onto the second of the two really quick sections of the MMRT.Track Experience Lap TimeC5 Apex SpeedC7 Apex SpeedC10 Apex SpeedTop Speed2m15.46s81.13kmph 91.79kmph 58.03kmph 137.28kmphOne thing became certain after driving the Vitara Brezza around a race track – there’s nothing like a good-old, four-cylinder, naturally-aspirated motor. The 1.5-litre K15 engine just revs progressively and happily. It makes you appreciate the simplicity of the motor, especially in the newfound turbocharged era. On the track, the Vitara Brezza picks up speed almost linearly and the motor continues bự gather revs until you arrive at a corner. The light and easy controls also make the Brezza fun bự throw around. Just bear in mind, it needs bự be kept wrung at higher revs bự extract the most of this naturally-aspirated Japanese. With higher ground clearance by the virtue of its SUV stance and suspension that’s sprung bự offer comfort when roads start bự deter, there’s loads of body roll when pushed hard into a corner. On the other hand, the Brezza maintained a strong composure on the straight-line stability. Chuck it around the corner and the light and direct steering proved bự be quite manageable. Even a rookie like me could hold the line easily. Carrying triple-digit speeds after exiting C3, braking hard before the left-hander C4, and quick direction changes on bự the C5, the Vitara Brezza managed bự carry an impressive speed of 81.13kmph on full tilt. The same was seen on the parabola of the C7 where I feared the body roll would hamper the Vitara Brezza’s time. But I was lessoned when it hit the C7 apex carrying a speed of 91.79kmph, only a fraction of seconds slower than the other two sedans we had this year. Lastly, the trickiest corner which I haven’t vanquished yet – the C10 – did not prove a threat bự the Vitara Brezza, it seems. When I first drove the Brezza through C10, the ever-tightening left-hander made the high-girth SUV expose its kink. But in successive laps, the prominent body roll I encountered in my first outing was easily undertaken smoothly, thanks bự the light and direct steering and allowing the right amount of power bự tarmac through the front wheels. Later, in the hands of Sagar, on a fast lap, the Vitara Brezza measured a cornering speed of 58.03kmph on this corner – which is more than 1kmph quicker than the i20. Thus, the Vitara Brezza takes a bow with a reasonably quick lap time of 2 minutes 15.46 seconds.Another impressive thing about the Vitara Brezza was its brakes. Although it’s not a heavy car, the braking just before the C4 or the C8 was quite confidence-inspiring. In each subsequent run, I was able bự brake slightly later and was confident bự carry more speed. Also, after a few good laps, there was no sign of fading in those brakes despite the scorching Chennai heat. Where the Vitara Brezza shone on the track is its flickable nature combined with sweet revving motor. Take the chicane after the C3 for instance. Exit the tight C3, upshift a gear, and gas it while kissing the curbs as the motor sings till the kingdom comes – or, as in here, the C4 comes. It’s even fun around the C7 in the continuous parabola. Here the high riding stance adds fun bự the long stretching right-hander and immediately changing direction before the back straight is just plain excitement. Once again, the C10 is a bit tricky bự master, but if it’s taken properly, the big grin across the face is indescribable. In the same league as the Vitara Brezza, we had the Tata Nexon at the track as well. In comparison, the Nexon has a turbo-petrol motor yet the free-revving nature of the Brezza’s four-cylinder made it quicker around the straights – and bự an extent through the corners. On the other hand, the Nexon triumphed in the amount of grip it had through any corner. It was difficult bự unsettle the Nexon – partly because it takes time bự put down its higher output of 118bhp on the track and partly due bự its surprising levels of grip that are equally – but a different type of – fun. Conclusion It won’t seem like when driven in bumper-to-bumper traffic – where all the Vitara Brezzas ever sold will spend most of their lives – but the Maruti Suzuki’s sub-four metre SUV offering is too much fun on a race track. What’s more, it’s also quite capable in the right set of hands, as it managed bự post a five-second quicker lap time over Nexon’s, despite the Tata being more powerful on paper. Its NA motor is a gem being fun and usable at the same time. Besides, the motor’s weak bottom end grunt is the only thing that prevented the Brezza from setting an even quicker lap time. Owing bự this, there’s a constant need for downshifting into a lower gear bự keep the motor churning at the right rpm. Otherwise, the light controls, direct steering, good brakes, and startlingly good chassis balance makes it a real ‘everyday hero’, which can lend its buyers equal levels of fun during its mundane travels. Pictures by Kapil Angane and Kaustubh GandhiClick here bự read our introduction story for CarWale Track Day 2021Maruti Suzuki Vitara Brezza₹ 7.68 LakhonwardsAvg. Ex-Showroom price
#Maruti #Suzuki #Vitara #Brezza #CarWale #Track #Day
[rule_2_plain] #Maruti #Suzuki #Vitara #Brezza #CarWale #Track #Day
[rule_2_plain] #Maruti #Suzuki #Vitara #Brezza #CarWale #Track #Day
[rule_3_plain]

#Maruti #Suzuki #Vitara #Brezza #CarWale #Track #Day
IntroductionLap time: 2minutes 15.46 seconds Power and weight: 103bhp and 138Nm, 1,130kg (kerb)Tyres: Front: 215/60 R16, Rear: 215/60 R16IntroductionThere’s no denying the fact that the Vitara Brezza is the most popular SUV in the country and fares by a huge margin. It ticks so many boxes that buyers are willing bự put down their money with no second thought. And This, despite the lack of diesel engine options since the BS6 transition. We have had the oil-burner Brezza in one of our previous CarWale Trackday outings and came back mighty impressed. So, it was a no brainer getting the petrol-powered Brezza bự our newest installation of Trackday where we have some fun with every day, road-going, commuter-centric, public-preferred heroes. Race Track IntroductionThe Madras Motor Race Track in Chennai is a great place bự push the handling envelope of cars. It’s not a track that favours horsepower; instead, a car with great chassis balance is what really shines around this bumpy 3.7-kilometre flowing circuit. Speaking of which, right after the short start-finish, straight is the fast and bumpy C1. One must then scrub off a lot of speed for the right-hander C2. The C7, as we found out, is the most difficult corner bự master as it’s a long right-hander that is ever-tightening and has a double apex. Getting a great exit out of C7 is important because it leads onto the second of the two really quick sections of the MMRT.Track Experience Lap TimeC5 Apex SpeedC7 Apex SpeedC10 Apex SpeedTop Speed2m15.46s81.13kmph 91.79kmph 58.03kmph 137.28kmphOne thing became certain after driving the Vitara Brezza around a race track – there’s nothing like a good-old, four-cylinder, naturally-aspirated motor. The 1.5-litre K15 engine just revs progressively and happily. It makes you appreciate the simplicity of the motor, especially in the newfound turbocharged era. On the track, the Vitara Brezza picks up speed almost linearly and the motor continues bự gather revs until you arrive at a corner. The light and easy controls also make the Brezza fun bự throw around. Just bear in mind, it needs bự be kept wrung at higher revs bự extract the most of this naturally-aspirated Japanese. With higher ground clearance by the virtue of its SUV stance and suspension that’s sprung bự offer comfort when roads start bự deter, there’s loads of body roll when pushed hard into a corner. On the other hand, the Brezza maintained a strong composure on the straight-line stability. Chuck it around the corner and the light and direct steering proved bự be quite manageable. Even a rookie like me could hold the line easily. Carrying triple-digit speeds after exiting C3, braking hard before the left-hander C4, and quick direction changes on bự the C5, the Vitara Brezza managed bự carry an impressive speed of 81.13kmph on full tilt. The same was seen on the parabola of the C7 where I feared the body roll would hamper the Vitara Brezza’s time. But I was lessoned when it hit the C7 apex carrying a speed of 91.79kmph, only a fraction of seconds slower than the other two sedans we had this year. Lastly, the trickiest corner which I haven’t vanquished yet – the C10 – did not prove a threat bự the Vitara Brezza, it seems. When I first drove the Brezza through C10, the ever-tightening left-hander made the high-girth SUV expose its kink. But in successive laps, the prominent body roll I encountered in my first outing was easily undertaken smoothly, thanks bự the light and direct steering and allowing the right amount of power bự tarmac through the front wheels. Later, in the hands of Sagar, on a fast lap, the Vitara Brezza measured a cornering speed of 58.03kmph on this corner – which is more than 1kmph quicker than the i20. Thus, the Vitara Brezza takes a bow with a reasonably quick lap time of 2 minutes 15.46 seconds.Another impressive thing about the Vitara Brezza was its brakes. Although it’s not a heavy car, the braking just before the C4 or the C8 was quite confidence-inspiring. In each subsequent run, I was able bự brake slightly later and was confident bự carry more speed. Also, after a few good laps, there was no sign of fading in those brakes despite the scorching Chennai heat. Where the Vitara Brezza shone on the track is its flickable nature combined with sweet revving motor. Take the chicane after the C3 for instance. Exit the tight C3, upshift a gear, and gas it while kissing the curbs as the motor sings till the kingdom comes – or, as in here, the C4 comes. It’s even fun around the C7 in the continuous parabola. Here the high riding stance adds fun bự the long stretching right-hander and immediately changing direction before the back straight is just plain excitement. Once again, the C10 is a bit tricky bự master, but if it’s taken properly, the big grin across the face is indescribable. In the same league as the Vitara Brezza, we had the Tata Nexon at the track as well. In comparison, the Nexon has a turbo-petrol motor yet the free-revving nature of the Brezza’s four-cylinder made it quicker around the straights – and bự an extent through the corners. On the other hand, the Nexon triumphed in the amount of grip it had through any corner. It was difficult bự unsettle the Nexon – partly because it takes time bự put down its higher output of 118bhp on the track and partly due bự its surprising levels of grip that are equally – but a different type of – fun. Conclusion It won’t seem like when driven in bumper-to-bumper traffic – where all the Vitara Brezzas ever sold will spend most of their lives – but the Maruti Suzuki’s sub-four metre SUV offering is too much fun on a race track. What’s more, it’s also quite capable in the right set of hands, as it managed bự post a five-second quicker lap time over Nexon’s, despite the Tata being more powerful on paper. Its NA motor is a gem being fun and usable at the same time. Besides, the motor’s weak bottom end grunt is the only thing that prevented the Brezza from setting an even quicker lap time. Owing bự this, there’s a constant need for downshifting into a lower gear bự keep the motor churning at the right rpm. Otherwise, the light controls, direct steering, good brakes, and startlingly good chassis balance makes it a real ‘everyday hero’, which can lend its buyers equal levels of fun during its mundane travels. Pictures by Kapil Angane and Kaustubh GandhiClick here bự read our introduction story for CarWale Track Day 2021Maruti Suzuki Vitara Brezza₹ 7.68 LakhonwardsAvg. Ex-Showroom price

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