1st Tata Indica Xeta GLS
Price: Rs 3.30 lakh
Power: 70bhp 0-100kph: 15.76secs Kpl: 13.13
After conquering the diesel segment, Tata want a chunk of the petrol market too, and with the potential of the Xeta they are moving in the right direction. It's the biggest car in this small car segment, and the most improved one. It now also comes in the same price bracket as the Alto and offers so much more than its rivals at a similar cost. The Xeta wins this contest due to its size, space, style, comfort, price,
economy, and its 'big car feel'.

The Indica is back in its Xeta avatar to challenge the small boys for a big game, winning the contest because of its size, space, style and attractive pricing and fuel economy

Smoother operator
Even though it's got the biggest engine and the most horses, the Xeta is not exactly sprightly due to its almost one tonne mass. Max power is also down from 75bhp at 5500rpm to 70 at 4800, and the engine is now setup to deliver torque earlier to improve lower end performance and drivability. The exhaust sings a nice song especially after the slow-to-wake-up engine gets into its stride a little under the 3000rpm mark. The 32 bit processor has been upgraded and programmed to deliver better fuel economy. In fact the drivability and fuel economy are amongst the two most improved features and fortunately Tata have also worked on the refinement. Use of lighter materials, roller bearing camshaft, etc, have all made the engine smoother and refined. It's yet not the smoothest one, the Santro remains the best in this department, but, it's good to see Tata working on these issues.
But they have not looked at the gearbox or shift quality. The transmission whine, long throws, vague rubbery feel, and reverse being particularly difficult to select or get out of, means that the Indica gearbox is the worst and completely discourages rapid shifts.
The steering is light but lacks feedback and linearity. The brakes are also the slowest to bite but once they do they are progressive and manage to stop the Xeta fairly well.But pedal effort remains considerable.
Most Indians prefer ride over handling and stability over agility. And ride is where the Indica scores. The suspension is soft enough to swallow potholes without choking, and the setup displays Tata's knowledge of local conditions and Indian consumer preferences. The additional weight contributes to superior stability at high speeds, but the body roll can be a little disconcerting. And though the suspension parts in the Xeta appear to be of a superior quality, one can yet hear the suspension thump, particularly at the rear. Better padding and noise insulation would help but there is no denying that the Xeta ride quality has a big car feel to it.

2nd Hyundai Santro Xing XL
Price: Rs 3.93 lakh
Power: 63bhp 0-100kph: 14.66secs Kpl: 12.62
It's a proven performer and established player in the small car segment. The only real 'tall boy' here but it's getting long in the tooth and newer rivals like the Xeta have come in and redefined the rules. But the Santro that traces its ancestory to Korea, continues to rule in engine response, refinement, 'fun to drive' factor, and product quality, reliability and service. It loses out on space, interior ambience, price and to a certain extent economy.

A free revving engine that is smooth and refined along with a well matched gearbox make it great fun to drive, but loses out on price and interior ambience.

The Santro's been around
the longest and its age is now beginning to show. It's also the most expensive one in this contest but we included it because it is a popular entry level option, and until recently was the market leader. In terms of size and capacity, it also falls dead between the Alto and Xeta.

Smart move
The only real 'tallboy' here but after its last facelift, a much better and ‘less’ tall looking one. The creases on the fenders, the bigger headlights and symmetrical front grille, long vertical tailamps, have all made the Santro's proportions more balanced and easy on the eye. Its styling is not as unconventional as before, but the XL version which is comparable here comes without body coloured bumpers or door handles, which is disappointing.
Greying
The contrast between the spacious and comparatively stylish interiors of the Xeta is obvious the moment you step into the Santro. But the tall stance means that getting in or out is very easy, and this is something senior citizens or those with back problems will love. The interiors are well designed and functional and the fit and finish is also good. The instrument cluster is nicely positioned and easy to read, the tach being
a sad omission. The smart three spoke meaty steering is well built and feels good to the touch as does the switch gear which fall to hand easily. But its all finished in dull grey and is as unexciting as it can get, especially when compared to the Xeta's more cheery interior.
Compared to the Xeta the Santro is a little cramped, but it's more spacious than the Alto. The front seats are firm enough and quite comfortable, but lack side support. The high roofline ensures that there is enough headroom both in the front and back. But those with long legs and broad shoulders will feel cramped and if they are seated in the front, knees will rub against the
console and armrests.
Even the storage recesses are cramped. But the high up seating ensures the best all round view and it's also the only one to have a clutch dead pedal which is
useful on long drives.

Fizz and zip
The Santro's 1.1-litre engine is the best of the lot. It responds instantly and enjoys being revved hard and what it lacks in sheer grunt it makes up for in smoothness and response. And it's well mated to a gearbox with short ratios and a slick shifter that encourages you to keep the engine on the boil while rapidly shifting through the ‘box. And, as the Santro surges forward willingly and feels much faster than it actually is, you end up driving aggressively, but this does little for the fuel economy.
The Santro feels stiffly sprung and not as supple as the Alto and nor does it digest potholes as readily as the Xeta. The tall structure results in a fair amount of body roll and the stiffly sprung rear means it gets a tad nervous, especially on uneven surfaces. And as most of its mass, like in the others, is at the front, it displays the understeering tendencies that are inherent in front wheel drivers.But the steering is precise with decent amount of power-assist and feedback and contributes in making the handling predictable and the Santro is easy to chuck around town and zip through traffic.
The brakes of the Santro are just as good as the engine response and they bite in really fast. Sometimes a little too fast, leading to wheel lockup, which is not such a good thing. The brake pedal has a short action and as it's sensitive it can be difficult to modulate panic stops. Given this, the ABS option – which only the Santro offers here – is a very good idea, but it adds to the cost.
In the end all that response and the wide grins comes at a cost, the cost of fuel consumption. The Santro returned the worst fuel economy figures of the three, but since they are yet respectable and the margin's not very large, you may as well pay for it and get some driving pleasure in the Santro.

3rd Maruti Alto LXI
Price: Rs 3.33 lakh
Power: 47bhp 0-100kph: 19.79secs Kpl: 13.63
The smallest car in this contest, not just in terms of size and space, but also engine capacity. Though it's outgunned by its competitors, it creditably manages to hold its own when it comes to ride quality, handling, and braking. For a small car it's surprisingly stable and it's the most fuel efficient of the lot. It's also known for its reliability and after sales support. But the advent of the Xeta, its lost the edge it had on cost and value.

This bigger brother of the 800 has a big heart and lots of slogging spirit. It’s driving dynamics are also impressive, but let down by interiors and lack of space.

For many years the Maruti 800 ruled the entry level segment, then the Alto was introduced and though it did not actually replace the 800, it gradually made its way to the top of the sales charts. But now its position is under threat, and riding on the strength of the recently introduced Xeta, the Indica is in a serious fight for the crown of being 'the highest selling car in India'.
In its favour the Alto has sound mechanicals, reliability, low cost of maintenance and the biggest support network. At more or less the same price, the challenger offers more space, style, features and above all a big car feel.

Simplicity
Last year the Alto got a facelift and in bright metallic paint and with body coloured bumpers it's not bad looking. But then you have to shell out more, because unlike on the Xeta, these are not standard, but options. It's not all that bad though, as the black bumpers lend a sense of strength and solidity. With the latter, the Alto looks pleasant enough and its styling clearly reflects that of a 800, an older brother perhaps. A similar profile, the same clean but understated styling of the 800, only slightly larger, with different lamps and long grooves in the front grille and bumper.

Small and functional
When you step from the Xeta into the Alto, you can't help but think “where is the rest of the car”. Yes that's how big the difference is. It is a genuinely small car and it's unfair to compare it to the Xeta which is a conventional hatch, but one can't help doing so because they fall in the same price bracket.
The interiors again remind you of the 800, just the bare essentials and you don't even get a lever to pop open the tailgate. And in this age of the safety consciousness and mandatory seatbelts, there is no seatbelt indicator in the dash. Even the pillars are exposed and those big of built will find themselves rubbing elbows with the passenger on one side and the door on the other.
All the controls are properly placed and well built and the instruments are easy to read. But like the rest of the interior, they are rather dull and uninspiring. But the Alto really scores on the driving position. Slip behind the wheel and everything is just where it should be. The pedals, steering wheel, everything, come together around you and you can spend hours in the driver's seat without discomfort. Unfortunately, the back seat is another story.

Slogging spirit
The Alto's 796cc engine is the smallest of the bunch. With only 47bhp on tap you aren't going to set anything on fire and as the engine develops its peak power at 6200rpm it really has to be pushed hard. But what’s good is that this small powerplant has a big heart and is always willing to slog, plus it drinks the least. It revs easily but noise and harshness at higher revs clearly vocalizes that its 'hard at work'. A total contrast to the Santro. The smooth gearbox helps things a bit with good engagement and nice throws.
The Alto's ride and handling is surprisingly good. Despite being the lightest of the lot it still eats and irons out irregularities in the road quite commendably, although not as well as the Xeta. It's the only one in the group with electronic assist steering, and does a fairly decent job of helping you manoeuvre and keep track of what the tyres are going over. Given its light weight and tiny footprint it's surprisingly stable at speed and handles predictably. In fact for a small car the Alto is dynamically very well sorted out and is sure to please those who like to attack corners. The brakes too have just the right amount of bite and more than enough stopping power to bring the Alto to a halt without any dramatics. They act quicker and require less effort than the Xeta and are also far easier to modulate than the Santro. The pedal action and feel is also positive and inspires confidence.