Can Suzuki’s Every live up to the legacy of Bolan?

KARACHI: “I wanted an Every three decades ago,” Kashif muses. In his memory, Suzuki’s Every was an automatic with a moonroof. Fast forward to the present day, and the recently launched 660cc Every doesn’t quite match up to that reverie.
Suzuki clearly pulled out all the stops for this launch. At dealerships, sales staff were eager to offer tea, chips, patties, and sandwiches, with Coke Studio tunes playing in the background. Yet despite the hospitality, the salespeople vastly outnumbered prospective customers, 3:1, at the three dealerships
visited by the Dawn team on Sunday when the vehicle was officially unveiled to the public.
The Every isn’t entirely new to our roads, though. It’s long been a staple as a reconditioned import. But now, with local assembly, it has some big shoes to fill — the all-purpose, long-running Bolan has finally been discontinued, and the Every is poised to take over.
The Bolan, that familiar “dabba,” was a quintessential part of our past — whether packed with families heading to the beach or used as the trusty school van. Even Edhi’s ambulances, always on the front lines of emergency care, were kitted out in Bolans, once known as the Hi-Roof.
The new 660cc manual-transmission Every, with a price tag exceeding Rs2.7 million, looks more like a microwave on wheels than its predecessor. It’s often compared to Changan’s Karavan, which boasts a 1200cc engine, automatic transmission, and a price tag of Rs3 million.
Despite its unassuming appearance, the Every is a vast leap forward from the Bolan. Airbags, cup holders, overhead shelves, keyless entry, rear seat belts — features that seem basic by modern standards but are revolutionary if your reference point is the ‘dabba’, which hadn’t seen significant updates in three decades.
True to its reputation as a cargo vehicle, the Every’s back seat can be flattened to increase space. It’s also loaded with safety features, including anti-pinching technology in the windows to prevent small fingers from getting caught, a good thing for school vans. However, those same windows might need to stay down, as our test drive revealed that without rear air vents, the back gets hot even with the AC working overtime.
But it’s not just the conveniences that have improved, according to Mubashir Niyaz, the used car and exchange manager at Margalla Motors in Karachi. He says that while an Alto needs its spark plugs changed every 25,000 to 30,000km, the Every’s spark plugs last up to 60,000km. And when it comes to ground clearance, the Every sits 10mm higher than the Bolan — a blessing for anyone who has driven on Karachi’s pothole-riddled roads.
Riding in the Bolan often felt like being jostled by a particularly temperamental donkey, with hot air seeping up from the floor. Thanks to its improved suspension system, the Every offers a noticeably smoother ride — though it’s worth noting that this was a zero-meter car, so only time will tell how well it holds up in local conditions.
One test driver, a Suzuki veteran, commented that the Every’s ‘pick’ was significantly better than the old variant. The gearshift inside the dashboard made driving more convenient, and the steering was ‘softer’. The Every also edges out the Bolan with its 43 horsepower compared to the Bolan’s 37 BHP, making it a more capable vehicle for heavier loads.
Mr Niyaz also highlighted Every’s fuel efficiency, clocking in at 14-15km per liter in intercity driving with the AC on. This is consistent with figures on Suzuki’s Japan website, and while it’s mostly on par with the Bolan’s fuel efficiency, it may offer a slight edge.
Some salespeople at the dealerships claimed that the Every launched in Pakistan is the same model available in Japan, but a quick check of Suzuki Japan’s website reveals some differences. While many features are similar, the Pakistani version lacks certain options, like a rearview camera and an AV screen. However, Pakistan’s Every does come with USB connectivity. The pricing, too, is distinct — Every in Japan starts at 1,838,100 yen, which converts to around Rs3.4 million, without factoring in logistics and other costs.
But the real stumbling block for buyers is the price. Though the exact details weren’t released until launch day, the price tag of the Every had been floating around in the market. Sales staff admitted that many potential buyers were deterred by the high price, especially when the final locally manufactured Bolan sold for Rs1.9m — a significant difference.
At its peak, the Bolan sold about 30,000 units in FY16, according to statistics by Pakistan Automotive Manufacturers Association. By FY24, that number had plummeted to 2,800, partly thanks to Pakistan’s challenging macroeconomic environment and rising interest rates.
As a successor to the beloved Bolan, the Every has a lot to prove. Whether it will live up to the legacy remains to be seen.
Published in Dawn, October 16th, 2024