SMALL WONDER
Maruti's new India-spec Swift is handsome, modern, highly refined and drives well. Maruti’s future is looking brighter than ever.
STORY VARDHAN KONDVIKAR PHOTOGRAPHY HORMAZD SORABJEE

‘The Swift doesn’t dart into corners, but eases into them with a touch of body roll. It’s predictable, and rides well.’

Coming events cast their shadows before." — William Shake-speare. And when the event is as big as Maruti's new blockbuster, the shadows are very large indeed. Anyone thinking of buying a car around the Rs 4-5-lakh mark (around 225,000 did last year) are likely to have put their decision on hold until they get a taste of the new Maruti Swift. Single-car families, urban hipsters and seekers of a city car to complement a bigger sedan are all waiting. And finally, it's here.
Has it been worth the wait? Has Maruti's most important launch in 20 years brought with it a worthy car? First impressions say it has, and say it quite emphatically.
We drove the car last month in Singapore, which gave us a good idea of what to expect, but the Indian version is different in a lot of important ways — is it as good as the European/Japanese
version? It's not as loaded with equipment but the Indian-made Swift has been honed for local conditions and is certainly cheaper, which is what really matters.

One of the Swift's major strengths is its styling and, crucially, that hasn't changed. It looks absolutely incredible, all the more so when you take it out of the sophisticated environs of Singapore, and plonk it into the industrial estates of Manesar, in Haryana. Frankly, it's probably the best-looking mainstream car in India today and this will be a big advantage in the showroom battles.
You just can't miss the Swift's aggressive styling, which makes other cars in this class with look wimpish. Unlike the now-traditional ‘cab-forward’ designs of similar-sized rivals like the Getz and the Indica, the Swift's silhouette is distinctly two-box and that along with the muscular fenders and the broad, sharply chiselled shoulders and flanks gives it on-road presence that is far beyond its size.
We love the huge vertical headlamps, which echo the sharply curved tail-lamps and the wraparound glasshouse effect, thanks to the blackened, A-pillar. The one difference between the Indian model and the international one is that we get a dull matte-black finish for the A-pillar instead of a nicer glass finish. Maruti says the matte black is more practical and lasts longer. We say it's cheaper.
Thankfully, Maruti hasn't made the 'Indica mistake,' sticking tiny, skinny wheels into flared wheel arches. The 14-inch wheels fill the wells nicely (15-inchers would be even better, but you can't have everything), and you get either 165/80 R14s on steel wheels or 185/70 R14s on alloys, depending on the model you choose.
For an in-house effort from Suzuki (and with a little help from Italian design houses), the Swift looks sensational. It marks the beginning of Suzuki's global approach to car design with which the Japanese company hopes to change its identity from a carmaker known for its tinny, dull-as-ditchwater styling to something that would have widespread appeal. It's hard to believe that the Swift is in fact, the grandson of the Esteem, which is the booted version of the Suzuki Swift two generations past. Suzuki officials say this car is actually two design steps ahead of the last Swift, which makes it theoretically three whole steps ahead of our Esteem. This says quite a lot about Maruti's model line-up, that it had to go so far ahead to get a car that keeps with the times.
In fact, the Swift's launch in India comes just a few months after its release in Europe. You can't have it more new than this. For a car born in the mid-1990s, the Swift has plenty of tech. Maruti engineers boast of six computers that each control the engine management system (with a 32-bit processor), electric power steering system (EPS), central locking, auto climate control system, the ABS brake system and airbag deployment.
To meet the latest global safety standards, the Swift comes with a beefed-up chassis to make it crashworthy. With a solid frame, safety is a strength and there is generous safety equipment offered on the top-of-the-line ZXi model. Fit and finish is good, the doors shut with a thunk you wouldn't imagine from a Suzuki, but the panel gaps especially, around the tail-lights and tailgate, are gaping. Suzuki engineers admit that to accommodate the complex surfaces of the design, a tolerance of 1.5mm had to built into the dies which stamp out the body panels. Also, we couldn't overlook the uneven panel gaps, the ‘pushed-by-thumb’ look to the window beading — the quality of rubber parts has been a long-standing weakness with the Indian auto industry. The beadings are locally produced as is 85 per cent of the car which should allow it to be priced very competitively.
The interior is not as stylish as the exterior but it's still quite attractive. The sporty three-spoke steering wheel (there is no leather option) with the prominent Suzuki logo takes centrestage and the amber-lit dials look super. The central air-con vents feel great to operate and look like they belong in a bigger saloon but they don't match the circular side vents, which are also superbly finished.
Maruti has also deleted the cool integrated stereo found in the international model, and there's now a double-DIN-sized hole in the dash for aftermarket music systems. There's some logic in this decision. Indian buyers like to choose their own audio units and this gives them the choice. However, what is disappointing is that the dash-top display is now also an aftermarket option.
Plastic quality is quite a plus though: it is millennia ahead of anything else from Maruti (including the Baleno) and decidedly better than the Getz, less shiny and with a far nicer grain. The switchgear is the best yet we've seen on a Suzuki with that right tactile feel. The smooth dash, however, isn't as practical as in the Getz. There is not as much storage and the absence of a storage shelf is conspicuous.
The front seats are quite generous for a car in this class and have huge travel, which allows even the tallest drivers to get comfy. Seat-height adjustment is standard on the ZXi but there's no steering wheel adjustment. It's not all good news at the rear either, where with the front seat fully extended, legroom is seriously impinged. With an average driver or passenger up front, legroom at the rear is adequate at best. The rear seat itself is quite comfortable but sadly not as nicely cushioned as the car we drove in Singapore. There's decent under-thigh support and width but in terms of overall comfort, we found the Getz to be more spacious for rear passengers. Also, the dark interiors, sloping roof, fat C-pillar and high waistline reduce the glass area around the rear passengers, which gives a sort of cooped-up feeling. Maruti has deleted the curtain airbag for the Indian model and this has freed up an extra inch of headroom.
The boot is a major drawback: it's tiny, the loading aperture is narrow and the suspension intrudes. Plus, the rear seat-back isn't split, and only folds down once without tumbling forward. Inside too, there are some cubbyholes cup-holders, but not nearly enough, and the sloping dash means you can't keep much on top. Hence, practicality is very much an issue.
The first shock came when we got into the driver's seat, ready to fire the engine. It took a startled look at the tacho to realise the engine was on. Refinement is unbelievable: at idle, there isn't a trace of engine noise or vibration inside the cabin, not even through the gearshift or pedals. What makes the refinement all the more impressive is the engine under the hood: it's an adapted version of the Esteem's G13d engine (now dubbed the AL Tec 32 engine), instead of the more advanced M-series motor in the Singapore car. We've always loved the free-revving nature and low-thirst performance of the G-series engine, but with its 16 valves and aluminium alloy head and block, it's never been the quietest. In the Swift though, it is incredibly so.
The Swift's extremely stiff body structure, lined with layers of sound-deadening material, has made it very refined. A subframe in the front is also responsible for isolating passengers from noise and vibration. The engine mounts too have been optimised and this too has helped keep NVH levels low.
The engine feels completely unobtrusive through most of its rev band. It's only when you near the 6700rpm rev limit that it gets boomy and loses out to the better balanced and more rigid M15 engine we drove in Singapore. But Indian owners will never know and won't care either.
While the Swift and Esteem share the same engine block and head, the camshaft, intake and exhaust manifolds and cooling system are completely different, aimed at improving bottom-end performance and breathing. This has an impact on power and torque which is a little higher in the Swift. The gear ratios too are completely different and the Swift gets a cable-operated shift, which isolates vibrations even further.
Though the Swift has marginally more power than the Esteem (87bhp as compared to 85bhp) and a jot more torque, we didn't think that would be enough to counter its kerb weight of 1010kg, which is 135kg more than the Esteem. The Esteem has a slight edge at the top end but the Swift has a far more linear power delivery and is eminently more driveable. We would have preferred more low-end grunt and in traffic you would need to use the gearbox fairly frequently. We just about managed to strap on our timing gear in the short test drive Maruti allowed on deserted roads near in Manesar, to get some idea of the Swift's performance.
In a flat-out race it hangs on gamely to the Esteem, the dash to 100kph coming up in 11.60 seconds, only 0.89sec shy of the much lighter saloon. Where the Swift really marches ahead is in the slog from 20-80kph in third gear and 40-100 kph in fourth and this underscores the engine's flexibility enhanced by cleverly chosen gear ratios and fine-tuning of all the engine parameters. The Getz? It's not in the same race.
Maruti's presentations make a big deal of the Swift's ‘sporty dynamics’, and we were suitably impressed with the car in Singapore, but here, it's a bit misleading. Maruti had to adapt the car for Indian conditions, giving it higher ground clearance, high-profile tyres and concentrating more on ride than handling, and the result is a car that's very competent and very predictable, but not the Mini we'd expected.
The steering, for one, is well-weighted and quite linear but not particularly direct or quick, and has a slightly wooden feel; this is despite the new, constantly-monitored electric power steering (EPS) system, which is mounted directly on the steering rack rather than on the column, which improves feel.
The Swift doesn't dart into corners but eases into them with a touch of body roll. The overall body control is great and the Swift feels reassuring and predictable at speeds in excess of 140kph. The ride is really good and the beefed-up suspension soaks up potholes with a muted thud. The short wheelbase does make the ride jiggly on an uneven surface but never to the point of being uncomfortable.
What impressed us is how quiet the suspension and tyres are for a small car. Special mention must be made of the JK Vectras which have been specifically developed for the Swift. There was very little tyre noise and, according to Maruti, these JK boots have very low rolling resistance, which has helped improve fuel efficiency.
Tuning the suspension was one of the biggest challenges for Maruti. The Swift had to sail over the biggest speedbreakers without hitting the underbody. Ride comfort was of paramount importance, especially on rough roads. Many of these requirements were often conflicting and hence Maruti engineers had to strike a fine balance. The ground clearance was raised by 10mm using taller tyres and springs while the dampers were tuned to control the suspension travel and offer a flat and consistent ride.
The reduced sportiness may not really be a bad thing, though. Of course, enthusiasts will be disappointed, but the vast majority of commuters and harassed housewives couldn't care less about cornering ability and blade-sharp feel, and will appreciate the vice-free handling and decent ride. Think about it. A racy-looking car with a good, homely driving feel sounds pretty much perfect for India.
Getting to the model ranges, Maruti offers plenty of choice. There are eight colour options (but no white), and three trim levels: LXi, VXi and ZXi. Prices were not released at the time of going to press but we expect the LXi at Rs 4 lakh or less — it'd have to be, seeing how totally Maruti has stripped it, though it has left power steering and air-conditioning standard on all models. There are no power windows, no tacho, none of the silvered dash accents of the other models, no rear head restraints, no left-side mirror, no central locking, and no cigarette lighter or plug-in sockets. Worse, the LXi and VXi don't even have a parcel shelf, which is unacceptable, and looks really cheap. The ZXi on the other hand, is incredibly well equipped, with standard ABS and EBD, optional twin airbags, electronic climate control (something found only from top-end Corollas and Optras onward, not even on the Baleno), a touch-release tailgate and height-adjustable seatbelts.
When it is launched, the Swift will only be available with a 1.3-litre petrol engine, and for a year at the least. On our test drive, a Maruti engineer pointed out something in the dawn haze — Maruti's all-new diesel engine plant that's being built in Manesar. This will produce the 1.25-litre Multijet diesel that's going to go under the Swift's hood, and which will be absolutely critical to the car's long-term future.
But for now, the Swift has rewritten the game for Maruti. It's like Aishwarya Rai in an old woman's home and has made the rest of Maruti's range look terribly dated. Maruti insists cars like the Esteem and Wagon R have a different clientele, and that the Swift won't cannibalise sales from its siblings, but how could it not? It's far too good, far too handsome and far too modern not to pull in customers under the Rs 4-5 lakh umbrella.
This is the car that could bring sophistication to the bottom end of the Indian market, getting people to switch from outdated sedans to modern hatchbacks. The Getz used to have large-hatch-town to itself — now it has a very unfriendly neighbour, and we can't wait for them to face off. Now, if someone could only explain what the Swift's ad-campaign's catch-line ‘You're the fuel!’ means…