Upside down and down side of the Nissan Magnite 1.0-Litre Naturally Aspirated Petrol

The entry of the Nissan Magnite into our market, which was launched in India a year ago, rocked the compact SUV segment. While we had earlier reviewed the rather impressive turbo-petrol variant, we now experience the more affordable, naturally aspirated variant. Is it as easy to recommend as its more expensive turbocharged counterpart? Read on to find out.

Let’s start with the engine, which is the biggest change in this variation of Magnite. Under the hood is a 1.0-litre, three-cylinder naturally aspirated (NA) petrol engine codenamed B4D. As expected, at 72hp and 96Nm, it falls significantly short on both power and torque from the turbo-petrol engine (up to 28hp and 64Nm). However, the Magnite 1.0 feels smooth when you step away from a standstill and power is distributed in a linear manner.

The engine isn’t the most punchy unit out there, especially considering that peak power and torque come in pretty high in the rev range. This results in the Magnite feeling quite sluggish when caught in the mid-range, and you’ll have to work the gearbox a bit to get the best out of the engine. Rotating it too high also has little effect, resulting in noise without a lot of stride. At highway speeds, the Magnite 1.0 NA feels tense and a little out of its element.

Talking about the gearbox, we used a 5-speed manual version. This unit isn’t the slickest in operation and what doesn’t help is the biting point of the clutch, which takes some time to get used to. Additionally, while the Magnite shares its powertrain with its sibling – the Renault Keeger – it misses out on the AMT automatic gearbox that is offered with the 1.0-litre NA in the Keeger. This hampers its appeal as a city car to an extent, as more buyers opt for the convenience of an automatic in urban environments.

In the ride department, this iteration of the Magnite is identical to the turbo-petrol version. There’s a firm edge to the ride, which works well when traveling at speed as it smooths out almost all the flaws in its path and feels stable. Ride at low speeds is a touch on the choppy side, thanks to this built-in firmness, and the big potholes filter through. Cabin insulation isn’t great either, and on a bad patch of road, in addition to the roar of the tires, you can hear the suspension working away. This gives a sense that the suspension is not as strong as it really is.

There’s one more positive to the slightly firmer set-up, and that’s the handling. The body roll of the Magnite is quite well contained and it handles the winding roads well. The steering doesn’t respond much, nor is it fast, although it feels nice and light at low speeds.

In terms of design, Nissan has kept both the variants of the Magnite identical, with their badging being the only way to make sense of them visually. Magnite looks smart and well proportioned. Its sleek headlight, hexagonal grille and ‘L’ shaped DRLs give it a unique and recognizable identity. In profile, you can also see sharp creases around the wheel arches and clear cladding that add character to the Magnite. The rear looks neat and we like the sculpted tail-lights and the clean lines of the boot lid.

Step inside the cabin and you are greeted by a streamlined dashboard with a modern look. There are some neat design touches like hexagonal AC vents that look like they could be in a Lamborghini, climate control screen with well-designed rotary adjustment dial, 7.0-inch digital instrument cluster and free-standing 8.0-inch infotainment are included in. (which is quite responsive and easy to use).

There are also some nice features on offer like keyless entry and exit, automatic climate control, 360-degree camera (which isn’t the most obvious), and wireless Android Auto and Apple CarPlay connectivity (which is a bit temperamental to use). There are also several convenient storage spaces around the cabin, including a spacious glovebox and large cup holders, though the fixed front center armrest feels like a missed opportunity for another storage space. The way the dash has been recessed and the central console is kept low, it also gives a great space for a car of this size.

The area where magnetite lacks is the quality of the material. Even things like the exposed steering rack in the driver’s footwell don’t help the perceived quality. The one big exception here is the denim-like fabric that Nissan has used on various elbows around the cabin – it’s a premium touch to an otherwise dull and discolored cabin.

The front seats offer a good view of the outdoors and are well cushioned, providing a decent amount of comfort. The rear seats are also quite comfortable, offering plenty of space (even for tall passengers) and a good level of under-thigh support.

One of the biggest appeals of the Magnite 1.0 NA is its price. Starting at ₹5.71 Lakh for the base XE trim and up to ₹7.85 Lakh for the top-spec XV Premium trim (ex-showroom, Delhi), this iteration of Magnite offers some real bang for your buck. There are few hatchbacks that can offer this level of kit and space for the same price, let alone compact SUVs. However, this naturally aspirated engine struggles to offer strong performance. It may not matter much when looking for a daily commuter to use in the city, however, as an SUV to use for long distance travel, it has a limitation. The lack of an automatic gearbox option with this engine also hurts its potential as an urban runabout, but if that’s the sheer value you’re after, the Magnite B4D is hard to beat.