Proton’s last model for 2016 will be launched tomorrow… find out what our first (drive) impressions are

To tell you the truth, this is not my maiden test drive of the Ertiga; nor would it be for some of you. It is an existing Suzuki product after all, so if you happen to have driven one (or be a passenger; most likely in Indonesia), you already have some knowledge of it. Just note that the donor car from Suzuki for Proton is the most recent facelifted one.

What’s the difference? It’s sleeker, less physically cumbersome than before; more ‘MPV’ than ‘van’. The last time I saw it was at the Indonesia International Auto Show a few months ago under artificial lighting. The B-segment MPV looked good then, and now hit with late morning sunlight at Proton’s oval test track it looks even nicer.

While the numbers show that the Ertiga’s wheelbase is longer (and with almost same overall height), it’s difficult to tell just by looking at it. The reason, we’re told, is because of the compact MPV’s short overhangs. It looks more than decent from any angle. Does it look better than the Alza? Honestly, there’s not a lot between the two.

What matters more is that I personally think there’s very little visual difference between the Executive (MT and AT) to the top-of-the-line 4-speed auto-only Executive+. Perhaps this may disappoint buyers of the Executive+ but on the flipside it makes those who put money down for the other two variants rather pleased.

The most apparent difference is that the Executive+ gets a chrome garnish near the front fog lights and side mirror incorporated with signal lights. Inside, the steering wheel gets audio controls, a pair of tweeters for the sound system and chrome inner door handles.

For the first drive I get the Executive variant with auto box. Open the driver’s door and then it hits you – the beige-coloured velour wrapped seats. Very not-this-era. Don’t get me wrong, the material is high quality but considering that the target segment for the Ertiga are small families, any fabric – in a light colour, no less – is not very appropriate. Difficult to blame Proton though as just like the Perdana (where Honda disallowed any changes to the car except for the glasshouse shape), Suzuki’s Ertiga came with a ‘no touch’ rule.

Proton may come up with a workaround in the form of seat covers. It’s still under planning, which means that it will not be available at launch time though.

The Ertiga was designed to be a conservatively priced vehicle so there are no bells and whistles. It’s most valued quality is practicality – a 7-seater with second and third row seats that fold flat for serious cargo hauling duties when needed. Good thing that practicality sometimes mean more than how people first perceive it; take the rear air-cond blower for instance. It’s a practical feature, but being a tropical country – with the vehicle itself capable of carrying seven – it easily jumps over the thin line where it becomes a necessity.

Power delivery is surprisingly sharp, flowing out from the flywheel to the front wheels in a predictable manner. I only had four adults in the car rather than the maximum of seven, yet I am sure the Ertiga can take a full load sensibly. Somehow, the 1.4’s output of 91bhp is not a big issue here.

The variant with 5-speed manual is expectedly nice to drive with its light clutch and even livelier response, although perhaps not as big an advantage over the 4-speed auto in terms of raw performance. What it does bring is more efficiency: a claimed 5.7 litre/100km against the auto variant’s 6.0 litre/100km. In any case it is EEV certified. The top-spec variant is 1185kg, the Executive 4AT is 1185kg while the manual is 1175kg.

The major concern is what it offers to passengers. First off, the seats are comfortable. The second row ones slide for 240mm, split 60:40 and can recline quite a bit. It’s 7-seater capability is not a gimmick; just that most likely you’ll have to find the needed space. There’s little chance of accommodating adults at the final row seats with the one in front (second row) slid all the way back.

Driving on the oval track reveals a hushed cabin with low NVH. It’s also comfortable, as we found out when on the part of the track that demonstrates different road surfaces.

At corners, you still have to manage the Ertiga’s height. Go in too fast and the body lean is noticeable. That’s not a difficult ask, the Ertiga being what it is (an MPV, if you’re wondering).

With the official launch just a few hours away, we do have to mention that the ultimate point when discussing the Ertiga is its price. Get it wrong by going high and it’ll make very little inroad into the Perodua Alza market share. Price it too low and  of course the company will lose money. So what do you think the Ertiga should be priced at?