Maruti Suzuki e Vitara Expert Review

After what feels like a very long wait, India’s largest carmaker has finally entered the EV space with the e Vitara electric SUV. Unlike the familiar petrol/ICE siblings, this is a thoroughly new design that blends sharp lines, chunky cladding and a somewhat rugged stance. From the front, the grille is blanked off for aero efficiency, flanked by LED headlights with a distinctive Y-shaped DRL signature. The sides are dominated by lower-door and wheel-arch cladding and purposeful haunches. It gets 18-inch aero-efficient alloys that fill the arches well, and the roofline tapers neatly towards the rear.
At the back, an upright tailgate with slim LED tail-lights and a faux skid plate add to the SUV’s presence, though some might find the cladding a touch too much. Under the skin, the e Vitara rides on a new Heartect-e EV platform, though packaging cues — like a front-mounted motor and the absence of a frunk — hint at it being closer to an ICE conversion than a dedicated EV. Dimensionally, it’s about 4.3m long with a 2.7m wheelbase, and a claimed ground clearance of around 185mm.

Inside, the e Vitara steps up the game for Maruti. The asymmetric dashboard uses soft-touch materials, a dual-screen layout and a squarish steering wheel that feels better than typical Suzuki fare. The higher-mounted touchscreen and digital cluster create a big bezel, but in practice the layout works. Physical AC and volume controls are nice to see in an EV that could have gone all-touchscreen.
Storage is generous with cubbies, a floating centre console and a wireless charger. Front seats are comfortable and supportive, though the driving position feels knees-up. Rear legroom benefits from the long wheelbase, but headroom is tight for taller occupants. The bench is adjustable and reclines slightly, but the backrest is upright. Boot space is limited — around 238 litres with seats back — though sliding the bench forward adds a bit of room. A full-size spare wheel lives under the boot, alongside a tray for charging cables.

Feature fitment includes a 10-inch touchscreen, full digital cluster, wireless smartphone interface, 360-degree camera, single-zone climate control, ventilated front seats, powered driver’s seat, wireless phone charger and an Infinity sound system with subwoofer — plus leatherette upholstery. A fixed, single-pane glass roof adds more light. Compared to key rivals, it misses a panoramic sunroof, dual-zone climate control and powered tailgate.
On safety, the e Vitara impresses for its class. It has six airbags, ESC, traction control and Level 2 ADAS tech. On our short drive, Maruti’s ADAS calibration seemed well-judged. The SUV has also scored a 5-star Bharat NCAP crash safety rating .

With no official specs given for India, we assumed the test car was the higher-power, larger-battery variant (174hp / 61kWh). The powertrain feels tuned more for everyday drivability than outright performance. Off the line, acceleration isn’t neck-snapping but builds in a smooth, linear fashion — where it feels best is around town or cruising, not while sporty driving.
Three drive modes (Eco, Normal, Sport) are available, but Eco feels too dull for most use, Normal is where you’ll spend most time, and Sport adds only a little more urgency. Refinement is decent, motor whine is minimal but wind and tyre noise intrude loudly, especially at higher speeds or on rough concrete surfaces. Better insulation is needed, as the absence of engine NVH makes these noises more noticeable inside the cabin.
The braking setup — discs all around — is confident, but regenerative braking levels are oddly managed. There are no paddleshifters; instead, you cycle levels through the touchscreen or a centre console button, which only toggles a preset level and must be done while stationary.

While our drive was too brief to properly test range, the e Vitara’s on-board computer showed around 4.8 km/kWh on a highway run — modest — and an impressive 7 km/kWh around town. The larger 61kWh battery is claimed to deliver up to 543 km on a single charge. Charging with an 11 kW AC unit takes roughly 5h 30m from 10-100 per cent, and a 70 kW DC fast charger can take it from 10-80 per cent in about 45 minutes.

The e Vitara’s suspension has the underlying firmness typical of European cars, so at low speeds, sharp bumps and potholes are clearly felt inside the cabin. It isn’t uncomfortable, but at highway speeds the ride feels unsettled and overly busy. There’s noticeable vertical and side-to-side movement, especially over expansion joints, which could leave passengers feeling queasy on longer drives.

In typical Maruti fashion, the handling is safe but unexciting. There’s evident body roll, and the light steering doesn’t inspire much confidence in corners, though grip levels are decent—acceptable for a midsize electric SUV.

Without a full official price or spec sheet yet at the time of our drive, final judgment is hard. What’s clear is that the e Vitara does many things well — its interior quality is a welcome leap for Maruti, it’s easy to drive, efficient and safe. But it also has clear shortcomings: limited rear headroom and boot space, a firm and busy ride, and more wind/tyre noise than rivals. Given the crowded EV landscape today, Maruti needed to address these before launch.
Still, if pricing is aggressive, there’s potential here — the fundamentals are right even if the execution feels a bit cautious compared with more mature rivals.
Maruti is yet to reveal the full price list, though it has announced that the base 49kWh Delta variant is available for an introductory price of Rs 10.99 lakh (ex-showroom), exclusive of the battery. Customers will have to pay an additional Rs 3.99 per kilometre driven, as the battery is provided on a rental basis.