While not the first compact SUV to hit the market, the Maruti Suzuki Vitara Brezza didn’t take long to zoom past its peers and rise to the top of its segment. It wasn’t the best looking, most exciting, most powerful or best equipped, but instead, and in true Maruti fashion, it locked in perfectly to what the average Indian wanted more. It was well priced, it was spacious and practical, it was reliable and it had incredibly good fuel economy.
That was almost a decade ago, and now in its second generation, with the ‘Vitara’ dropped from its name, the Brezza has retained those same safe and stable qualities. The compact SUV customer, however, has evolved and in 2026, perhaps playing it safe isn’t the silver bullet it once was. It’s no surprise then, that the brand has tried to introduce some excitement in the form of the 1.0-litre Boosterjet turbo-petrol, an engine it has been very selective in its use of.
With the engine has come some mild cosmetic updates and a few feature additions, and we’ve spent a day with the car to see if they all add up to make for a more compelling package.
2026 Maruti Brezza Exterior Design and Engineering –
Boxy shape that hints at big interior space; red Turbo accents feel a bit forced.
In typical Maruti fashion, this is a very mild facelift, and only if you’ve regularly lived with the outgoing model might you be able to spot the changes. Up front, the grille trim has been revised slightly, the front bumper looks cleaner and less like a bull bar, and there are triangular housings for the fog lamps. There are almost no changes to the sides or rear, save for a bit more garnish on the side cladding, a new four-spoke dual-tone design for the 16-inch alloy wheels and some vertical slats in the base of the rear bumper, unique to the turbo model.
Also unique to turbo-petrol models are smatterings of red trim everywhere, from the grille, to the side skirts, to the bumpers and even on the wheel arches. While the idea is to give the turbo models a sporty identity, the execution feels lazy – more like aftermarket accessories than a special body kit, like what was offered on the old Baleno RS.
There are no other changes to the outside, and you get the same square and boxy shape as before, pointing to the space on the inside. As before, the body appears a bit too large for the chassis, with the wheels looking disproportionately small and inset compared to the bodywork.
Boot volume remains the same at 328 litres, and as always, its square shape offers up more practicality than the number suggests. A big change, however, is that there is no longer a spare tyre on offer; just a puncture repair kit and tyre inflator. This is because CNG models have moved to an underfloor tank design to free up more luggage space, and like in the Victoris, that’s resulted in the removal of the spare tyre in all models.
2026 Maruti Brezza Interior Space and Comfort –
Remains one of the most spacious in the segment; decent quality levels all around.
The tall, unabashedly boxy shape has meant that interior space is good, and the Brezza remains one of the few compact SUVs that can seat five adults in true comfort. Seat comfort is adequate, erring more on the firm than the outright soft side, but the design is accommodating for even large adults. The seats are trimmed, on this top ZXi+ variant, in a new bronze and black leatherette upholstery, which looks classier than before.
In fact, bronze and black is the theme for this interior, replacing the maroon and brushed silver of before, and you can see that mainly in the dashboard trim and door cards. The other subtle visual difference is that the once single-colour ambient lighting can now be set to one of 64 colours selectable from the touchscreen.
And finally, the touchscreen on the top variants is the 10.1-inch unit from the Victoris, though the large, free-standing housing it sits in hasn’t changed and still feels like a visual distraction while driving. While the cabin doesn’t immediately scream ‘quality’ like some newer entrants to the segment, in true Japanese car fashion, it feels hardy and well put together in an understated way.
2026 Maruti Brezza Features and Safety –
Gets some key feature enhancements, but still not up there with the segment best.
With the new touchscreen hardware comes the updated ‘Smartplay Pro X’ software we saw on the Victoris as well. It’s smoother and looks more up-to-date, and features a host of connectivity features, including wireless Apple CarPlay and Android Auto. There is still no digital driver’s display, but the analogue dials are clear and easy to read, and there’s always the flip-open HUD to look at as well.
Other additions include a ventilation function for the wireless charger, and ventilated front seats, but sought-after features rivals offer that aren’t found here include powered front seats, rear window blinds and a panoramic sunroof – the Brezza continues with a single-pane unit.
On the safety front, there have been a few additions too, most notable of which are front parking sensors. This has enabled a few more advanced driver assists, such as blind-spot warning and rear cross-traffic alert, though it’s not the full ADAS system that you get in the Victoris, or which rivals offer. Still, the Brezza now holds a 5-star Bharat NCAP crash test rating, which should reassure some buyers who were on the fence about the SUV.
2026 Maruti Brezza Performance and Refinement –
Turbo-petrol engine lacks outright punch but instead aces driveability.
The Brezza was thus far unique in the segment for having a 1.5-litre naturally aspirated petrol engine. While this larger-displacement engine prevented it from availing of compact-car tax benefits, Maruti still managed to price it quite competitively. The engine itself was brilliant, feeling far more effortless than the 1.2-litre naturally aspirated engines of rivals, while being incredibly fuel efficient. This engine continues in the updated Brezza, and remains the only way to have an automatic gearbox.
What we’re driving today, however, is the new addition to the range, which is the 1.0-litre ‘Boosterjet’ direct-injection turbo-petrol engine, finally letting the Brezza to join every other compact SUV in the segment in offering a turbo option. First seen briefly in the Gen 1 Baleno RS, this engine was then locally assembled and re-introduced in the Fronx (and its cousin the Toyota Taisor), and now has finally made its way into the Brezza, with an uprated power output of 110hp and torque output of 170Nm.
What strikes you immediately is refinement, and only when you absolutely wring it out will you get some hint of that three-cylinder thrum; commendably, it’s more audible outside than in the car. The next thing is driveability, which is excellent. There’s very little hesitation at low revs – something you typically find in 1.0-litre turbo-petrol compact SUVs – and the Brezza Turbo sets off smoothly, with almost no lag. In fact, you can set off in second or even third with little issue.
Some credit must go to the satisfying and progressive 6-speed manual (which replaces the 5-speed in the 1.5-litre engine as well), as well as the light and easy-to-modulate clutch, both of which are a joy to use.
Though it makes 31Nm more than the 1.5-litre naturally aspirated petrol, and does so from just 2,000rpm, it is tuned to be so smooth and linear, you don’t really feel the added punch. In our tests, the 1.0 Turbo accelerated from 0-100kph in a modest 12.36sec, just 0.3sec quicker than the old 1.5 NA petrol manual version (with the 5-speed manual). The added mid-range boost was more apparent in in-gear acceleration, where it was a few seconds quicker than the 1.5 from 20-80kph in third gear and 40-100kph in fourth.
While off-the line performance was smooth and general tractability in any gear was commendable, we did find ourselves downshifting one or two gears to overtake on the highway, and through the rev range, some flat spots and hesitation did appear. All things considered, the 1.0 Boosterjet is a welcome addition to the Brezza line-up.
2026 Maruti Brezza Mileage and Efficiency –
Bucks the downsized turbo petrol trend by being spectacularly efficient.
Though they make more power and torque than their naturally aspirated brethren, downsized direct-injection turbo petrols are often earn higher official fuel efficiency ratings due to these being tested in a lab under ideal conditions. In the real world, however, the reality proves to be different, as once the turbo comes into effect, fuel consumptions spikes.
The Brezza Turbo flips the script with an official rating slightly lower than the 1.5 NA, but still incredibly high at 19.96kpl for the higher variants and 20.47kpl for the lower variants.
The best news is that in the real world, the fuel economy seems like it will be excellent too. Despite our day of hard driving and non-stop shooting, the onboard fuel computer showed anywhere between 11 and 14kpl, while other turbo petrols have dropped into single digits with the advent of E20 petrol. Maruti’s mild-hybrid system with a bit of electric assist no doubt helps deliver these numbers, but we wish the engine stop/start was a little quicker to engage. Stay tuned, however, for the full Autocar India real world mileage test, which we will do soon.
2026 Maruti Brezza Ride Comfort and Handling –
Not the most enthusiastic handler but rides comfortably enough.
Where the pre-facelift Brezza had a light and loose steering that wouldn’t automatically return to the centre position, which was typical of Marutis of that era, this has been corrected to a great extent with the facelift. It still doesn’t have a lot of feel or feedback, but some weight has been dialled in and it returns to centre on its own now. This has robbed some low-speed ease of manoeuvrability, but a small and near-imperceptible amount.
High-speed lane changes, as a result of this added weight, feel a lot more secure to perform. For the most part, the Brezza feels planted, but its tall and boxy form on a narrow footprint make it quite susceptible to cross winds. In corners, too, it feels quite top heavy, and combined with the disconnected steering, doesn’t encourage you to push it hard around corners.
Ride quality is decent but should have been a bit better. Considering this engine is undoubtedly lighter than the 1.5 and the wheel size hasn’t gone up from 16 inches, Maruti could have taken the opportunity to relax the suspension setup a bit. It continues to err on the brittle side, but far from the point of being uncomfortable.
2026 Maruti Brezza Value for Money –
Turbo engine offered across entire model range, and priced lower than 1.5.
The biggest news is that Maruti hasn’t positioned the 1.0 Turbo above the 1.5 petrol, and has instead passed on the sub-4m tax benefits to the customer. The Boosterjet is available across all four variants – LXi, VXi, ZXi and ZXi+, while the 1.5 NA manual, auto and CNG skip one variant each. It’s a big price difference too, with a 1.5 AT costing over Rs 2 lakh more than the equivalent 1.0 MT. One can only wonder if Maruti will offer the 6-speed AT with the Boosterjet at some stage, as it does in the Fronx.
The Turbo is a welcome addition to the range, even if not necessarily from an outright performance standpoint, but simply from one of positioning. While the Boosterjet may have felt premature for Maruti in 2017, with far greater acceptance of downsized engines today, the huge tax benefits and the engine being locally assembled now, it was a no-brainer to introduce it in the Brezza. It’s a strong and confident statement, and we hope it finds its way into the hatchbacks too.
Given the aggressive pricing of Rs 7.4 lakh to Rs 13.55 lakh, the Brezza’s positioning in the segment has only improved, and you can forgive that it doesn’t have all the features of some newer rivals; the updates it has got are welcome. Similarly, you can forgive that the design hasn’t changed too much or that the turbo’s performance is not explosive, given that these fit perfectly with Maruti’s – and the Brezza’s – positioning of reliable, efficient and no-nonsense motoring.
