The Drive Report: 2024 Maruti Suzuki Swift

Swift feels like an improved version of its former self, just not a dramatically improved version.

The Maruti Suzuki Swift continues to thrive despite the onslaught of subcompact SUVs. It was the bestselling passenger vehicle in 2023, the second-best in 2022 and despite being trumped by the Tata Punch in recent months, it remains a mainstay on the annual bestseller chart, swapping places with the Wagon-R on occasion.

Why? Partly due to the design, partly due to efficiency and a certain “premium” aspect that sets it apart from the rest. So is the new one a marked improvement over the former one?

You wouldn’t think so by looking at the spec sheet. The new Swift with its K-series 1.2-litre, naturally aspirated engine is actually down on power (81 hp) by a good 7 hp and torque (112 Nm). It’s also a tad heavier and shorter while retaining the same wheelbase despite being longer in profile.

And yet, the Swift feels like an improved version of its former self, just not a dramatically improved version.

Efficiency game

With petrol prices surpassing the Rs 100 mark in several states, Maruti Suzuki has decided to focus on efficiency since no one is buying the Swift for its sprightly performance anyway. As a result, the highlight of the new K12N engine is a claimed fuel economy of roughly 24 km per litre for the 5-speed manual and 25 km per litre for the AMT version.

Although rumours are circulating about Maruti Suzuki working on a small hybrid, the Swift is clearly not likely to be the beneficiary of such a powertrain as it aims to offer hybrid-like efficiency, without the premium pricing.

So does the new Swift have the performance and accoutrements befitting a modern-day premium hatchback? From the looks of it, yes.

But before we get into the new features – the most crucial of which are six airbags now sold as standard features – let’s look at the new engine.
Performance

Despite the drop in power levels, Maruti Suzuki claims to have improved power and torque delivery at lower revs, resulting in quicker 0-60 kmph acceleration. Upon hard acceleration, the Swift immediately feels more nimble despite being heavier than its predecessor by about 15-20 kg (depending on the variant).

The 5-speed manual gearbox and the 5-speed AMT have been carried forward unchanged from the previous iteration, but the clutch now feels noticeably lighter and the steering wheel more communicative. The Swift is also a tad more stable around the corners.

None of these are things that most Swift buyers consider, but it is positioned as a premium hatch and so must pass the standard battery of tests. The cockpit is more driver-oriented now, so there’s no reason the performance shouldn’t be.

In the top-end AMT version, it’s a slightly different story. Sure, this AMT has come a long way from the one fitted to the Celerio more than a decade ago. But if it’s spirited driving you want, you almost reflexively slot it into manual mode where you can hold the revs for as long as you want.

In both instances, you get up to 6000 rpm to access peak power, but in the AMT, the ascent is noticeably louder. Still, with a steady foot, this is about as good as AMT performance gets.

It’s a far cry better than the AMT found on the likes of the Nissan Magnite, but a scorcher it isn’t. Heavy acceleration has the gearbox overwhelmed, as it sluggishly works its way to 2nd gear. This isn’t going to be a problem in heavy traffic, and given that the AMT sells the most in Tier 1 cities, that’s where the Swift AMT will find itself predominantly.

On the highway, it’s better to work your way up to 3rd or 4th in manual mode, and then switch to automatic mode. The lower cylinder count means the engine has a few more vibrations than the outgoing four-cylinder unit, but at least till you reach higher revs, typical three-cylinder vibrations are sufficiently managed.

Design and accessories

This is where the new Swift wins a lot of points. This is a noticeably fresher looking machine with a clamshell bonnet, swept-back headlamps and a much cleaner, arrow-straight shoulder line.

The rear is also much neater, while the rear door handles have found their way back on to the body from the C-pillar, where they were previously housed. A completely blacked-out C-pillar gives the greenhouse a wraparound look, making the car seem more compact.

Despite being longer by a few mm, there’s no change in overall legroom as the wheelbase stays the same. As does the ground clearance and the boot space.

It’s the interiors that have been freshened-up with a larger 9-inch floating touchscreen. The screen is actually a good deal smaller than the cavity that houses it, designed to make it more prominent than it needs to be.
Wireless charging, wireless Apple CarPlay and Android Auto are now part of the optional package, but thankfully six airbags and ESC (electronic stability control) now come as standard.

All-new or mild update?

The biggest thing working for the new Swift is the added safety quotient, followed closely by how refreshingly new it looks. The clamshell bonnet, the neat proportions and clean lines do add to its appeal.

Yes, the car is a bit more efficient (by 2.45 km per litre) but it’s also a tad more expensive. With prices ranging from Rs 6.50 lakh to Rs 9.50 lakh, the base version is now costlier by Rs 25,000 while the top-end version is more expensive by Rs 36,000.

However, it is a missed opportunity in many respects. The new Swift could have breathed some life and more importantly some youth into Maruti Suzuki’s hatchbacks. Alas, it does the bare minimum to qualify as new.

Many will see it as a lesser version of its former self, and they won’t be entirely wrong. It isn’t higher on utility and it isn’t more fun.

What it is, is a bit more plush and tech-laden. As a car that has consistently been one of the bestselling hatches in the country for years now, it has a certain cache with the consumers. The safety features do make it a tad more formidable an opponent to the Punch, but it had an opportunity to be much more.