Maruti launched all new Zen Estilo. Zen Estilo has got Wagon R’s engine and chassis and Suzuki MR Wagon’s shape. Whatever remains is taken from Zen, well does anything remains actually? Yes, Name! Name is taken from Zen, ‘Zen Estilo’. In essence it’s stylish Wagon R, Japan’s MR Wagon, combination of the two or anything but Zen. It seems Maruti wants to exploit Zen brand-image hence named this car after Zen.

Maruti has put the new Zen through rigorous testing program me to tailor this model, which was originally derived only for the Japanese market, to suit Indian conditions. A past master at this game, the ride height of this car has also been increased for increased ground clearance and the suspension beefed up as well to more easily tackle Indian roads.

With this car, Maruti plans to re-launch the Zen brand which, according to its internal studies, is as strong a nameplate as Maruti itself. The company hopes to fill the vacuum created by the discontinuation of production of the earlier Zen in March 2006 and expects to sell over 6,000 units every month. Pricing will be key to sales and company sources have it that the new Zen could be even cheaper than the model it replaces. The fireworks are about to begin!

Zen Estilo has the same engine (1061cc, 64.8ps, 84Nm, 4-cylinder, 16-valve, MPFI F10D Petrol) under the hood that is found in Maruti Wagon R. Absolutely nothing has been changed except for the fact that this engine is much refined and is slightly better at responsiveness and fuel economy. This simply translate into ‘Zen Estilo is a bit faster and more fuel economic than Wagon R’. Due to highly good drivability, driving in city would be more fun with Zen Estilo. Electronic Power Steering (not available in LX version) really helps in crowded traffic. Owning and maintaining Zen Estilo won’t be a problem, engine is proven reliable and virtually maintenance-proof.

The biggest difference I noticed was interiors of Zen Estilo. You can still accept this car as Zen from outside but you will not accept it from inside. The first note I made was while I was entering the car. Going in and out of Zen had never been this easy. This was the biggest reason people used to hate Zen (Yes, most of the people used to hate Zen and Esteem for just this reason!). If you have a Zen and are of an average built, getting inside your car is a project in itself, no? Thank god it’s not the case here; you find Wagon R effect here too.

Wheelbase is 25mm larger (2360mm) than old Zen which is adequate but not very good, it could have still been a bit larger. Car is taller by approx. 200mm (1595mm) than old Zen and shorter by 65mm than Wagon R, a good move in terms of headroom. Space inside is enough and is utilized better. Dash-board gives contemporary feel, especially VXi version with dual-tone interiors. Seats are mounted high and are overall comfortable enough. Air-conditioning is simply fantastic.

Replacing it is this, the new Zen Estilo. Adding that Estilo tag to the hallowed Zen brand name might have just saved Maruti Suzuki’s skin. I can imagine hordes of Zen lovers banging on the gates of MUL’s Gurgaon plant demanding that the Zen tag be removed from the new car - How can you call this the new Zen - it’s just a funky Wagon R! The original Zen was a snappy, honest, fun-to-drive number, but this looks like one of those preening, self-conscious kind of cars that are indifferent to drive.
The car sports the same engine as the Wagon R which is a 1.1 liter 32X4 hypertech engine. The specs for the engine are as follows:
1061cc
64.8ps
84Nm,
4-cylinder
16-valve
MPFI F10D Petrol

The engine has not been refined much except for the fact that it has been tweaked a bit for responsiveness and fuel economy which certainly have given it a better mileage and better pick up time. Also the engineers have worked on the aerodynamics of this car. The biggest difference where Zen Estilo scores the most is its interiors which are at par with some of the higher end cars and give you a feel of luxury. Maruti has increased the interior space by extending the dashboard area of the car over the engine thus leaving little space in the engine compartment but certainly no complaints from me as you spend most of the time inside! This make the car look a lot more spacey.

The wheelbase is a bit larger than the good old Zen at 2360 mm. Zen Estilo has a look of miniaturized family van because of its smooth flowing, simple lines and the monoform design. Maruti Zen Estilo is a blend of the jellybean and tallboy designs, which gives it a unique stance and looks. Zen Estilo comes with plush, premium interiors. It has a two-tone colour theme and its seats have been redesigned for providing better support and sport fresh new upholstery to match the dual tone colour theme of the interior.

Suzuki made this little runabout for the Japanese market between 2001 and 2005, but that had a smaller 660cc power plant and differed in a few details. Now that it’s stopped production in Japan, MUL got the dyes and the rest of the aggregates of the car (hopefully for cheap) from Suzuki, fitted it with the Wagon R power train, gave it a few design changes, and bingo! there you have it, the new Zen Estilo. Of course I have oversimplified it here, as the development process of the Zen Estilo took 18 months till it was signed off for production. During that period Maruti engineers and designers worked with those from Suzuki, giving it that smiling, chrome-trimmed visage and sporty grille/air-dam treatment, completely reworking the interiors, shoehorning the bigger drive train and making it suitable for driving in India (you know, LOUD horn, EXTRA ground clearance, STRONGER suspension components…). Which begs the bigger question: is it as much fun as the original? Sitting inside the Zen Estilo, you know that this is not the Zen.

In the first place, it’s a not-so-tall tall-boy, fitting neatly between the Alto and the Wagon R. Which means that there is tremendous headroom? The thick A-pillar and the quarter glass means that this is a modern, contemporary car, all-right. Getting inside also is easy, no bended knees/folded hands, etc. And the interior dash treatment is modern. It has that trendy dual-tone treatment, and while the instrumentation is familiar to anybody who’s driven a Maruti, it is better laid-out. There are useful nooks and crannies to store stuff too. The shoulder room is just about adequate, but tough if you’re generous with your helpings at the dining table. And don’t blame me if you feel your co-passenger’s knee every time you’re in first gear.

Fire up the engine and its deja vu all over. The 1061cc 16-valve four-cylinder motor that develops 64 bhp at 6200 revs and 8.5 kgm of torque at 3500 rpm is to me the best small displacement engine around. It develops adequate power, but the way it delivers it is great fun. The motor is rev happy; in fact, it’s like a Suzuki motorcycle, effortlessly going beyond 6000 revs. And it’s a proven motor too, having done sterling service for quite some time now, under the Wagon R’s bonnet, and once upon a time, even under the Alto’s hood. Best of all, its fuel efficient too. The five-speed manual gearbox that’s paired with this engine does a great job of making the car drivable, but the long throws plus rubbery shifts mar the overall package.

Hey, but it’s not unique to the Zen Estilo – it’s an issue with the Wagon R as well. The gearshift quality also does not go well with the sporty Zen image or the smooth exterior design of the Estilo. But the gearing is spot-on, which is why Maruti had kept the whole drive train unchanged. Second gear takes you to 80 kph, while third tops out at 120 kph. What that allows you is an easy flexibility between second and third which is what you’ll end up doing on our city streets. The Zen Estilo manages a 0 to 60 kph timing of 6.16 seconds and manages to hit 100 kph in 16.26 seconds.

The Alto, Wagon R and the Zen Estilo are spun off the same platform. Which again means a proven underpinnings package that has done sterling service in the country? The suspension package on offer – McPherson struts at front and three-link rigid and isolated trailing arm at the rear – can surprisingly take a great amount of abuse, so expecting the Zen Estilo to take the rough with the smooth won’t be asking too much. The Estilo’s ride is pretty good for a car of its class and is not unduly harsh. Handling is also well-sorted and surefooted, but it’s the tall-boy structure that does not allow you to corner the way the Zen used to do. And here is where the biggest issue between the predecessor and successor is: the Zen was a brilliant corner carver, while you are isolated from the experience in the Estilo – the new car is perfectly capable, it’s just that understandably, the thrills are missing. The electronic power steering once again takes away any semblance of feedback.

So to answer the question: it’s not as much fun as the original. Still, since all things must come to pass, we have to accept that the Zen Estilo is the car for here and now. And taken by itself, it’s quite a good machine too – a clever little car that marries the convenience of the Wagon R with funky styling and contemporary architecture. Expect its pricing to be between the Alto and the Wagon R, somewhere around the Rs 3.5 laky range, when it’s launched any time now. The only issue that rankles is the Zen tag – if it’s being positioned as a trendy, young person’s car, just the Estilo brand should have been fine. But the Zen brand, as a survey once pointed out, was stronger than Maruti – too much of a good thing to let go, I guess. Still, to me, it’s not the Zen for the 21st century.

Engine Performance:

The Zen currently uses WagonR’s F10D engine. Suzuki has decided to upgrade Zen’s engine to a newer model within a “few” months. This will affect resale values of the current models.

MILEAGE: I’m getting around 14kmpl in the city without the A/c on. Note that this is in Mysore where there is not much stop and go traffic. The car returned around 15kmpl on the highway without A/c.

PERFORMANCE: I was quite disappointed with the engine performance. When the car is fully loaded or when the A/c is running, the car begins to crawl and overtaking becomes a pain. Although I dont have the figures, I was not at all impressed with pick-up. Of course, I might be a little biased in this case because my other car is an Accent. I might have been expecting too much from this little car.

Comfort: The front seats are quite comfortable. However, the rear seats are “bench-like” and become uncomfortable during journeys exceeding an hour.

Transmission: The gear shift is annoyingly “rubbery” - It doesn’t slot into gear solidly and has an irritating “play”. I’m never sure that the gear has engaged fully. It’s close to impossible to find 5th gear on the first try because of this. As I mentioned earlier, the gear throws are long and you will end up grazing the co-passenger’s knee when you shift to 1st or 2nd.

Interior

Despite attempts at severe low cost manufacturing and localization, the Wagon R continues to have an edge on the interior front thanks to superior overall design. On the contrary, the Zen Estilo interior looks as if it was made in a hurry to meet the Tokyo Motor Show deadline way back in 2002 – and got approved for production. While the Wagon R emphasizes on practicality, the Zen Estilo has toy grade plastic written all over it. Sure, everything falls into place and you cannot argue on ergonomics terms – but then the car is so small, so everything better be within reach.

The Wagon R interior may be tight but the Zen Estilo beats it when it comes to its ability to ensure physical proximity between driver and the passenger. I kept on apologizing to a pretty lady who took a ride with me for accidentally (trust me) feeling up her thighs in my attempt to change gears. It becomes even more unfortunate when 99 per cent of the time you have hairy men rather than pretty ladies asking for a lift. Sigh. If you are going to use the rear seat to ferry three people, then the Wagon R is better off space-wise. The Estilo has a tall-set rear seat and you really don’t want to catch up on caustic gossip that happens at your ear level when you are trying to drive.

Suspension/Ride quality: The suspension is the biggest drawback of the Zen. Even when you go over a small bump that other cars would have handled well, the Zen comes down with a sickening thud. I think this is due to insufficient travel for the suspension. The suspension is softies - good enough for the city, but not confidence inspiring on the highway. The car’s height and soft suspension mean that corners better are taken at low speeds. The 5-door locking feature is quite nice - When you unlock the doors, the hatch is also unlocked automatically. I see that I’m using the hatch more frequently now because of the convenience.

There is no rear parcel tray available and rear passengers will have to make-do with zippered pouches on the front seats for stowing stuff. The A/c is powerful and cools the car surprisingly fast. There is no provision for fitting a clock. The car doesn’t come with built-in speakers. However, speaker grilles have been provided on all doors and also in the luggage area. The thick ’A’ pillars tend to restrict visibility. Maruti has cheaply tried to cut corners with this car - there is neither cigarette lighter nor a vanity mirror in the co-passenger’s sun visor. These are small things but tend to irritate customers if missing.

Ride and handling

The Wagon R feels like a mini SUV on bad to terrible roads and can handle a great deal of abuse. The Zen Estilo offers an equally good ride on bad roads but it loses poise easily as speed increases. If you have to hit a series of potholes at close to three digit speeds and still end up laughing, then you better be driving the Wagon R. I get this feeling that Suzuki did over-engineer the Wagon R so as to compensate its overall tall stance. These are not cars you buy to attack corners in, but if cutting lanes is your thing, then they are very good at it. Both cars are nervous wrecks when you attempt high-speed cornering. I personally would root for the lower Zen Estilo to the taller Wagon R, but I have had a good time driving the Wagon R on mountain roads to not dismiss it easily. Let us put it this way, both these cars are way more capable handlers than what they look like.

Sitting inside the Zen Estilo, you know that this is not the Zen. In the first place, it’s a not-so-tall tall-boy, fitting neatly between the Alto and the Wagon R. Which means that there is tremendous headroom? The thick A-pillar and the quarter glass means that this is a modern, contemporary car, all-right. Getting inside also is easy, no bended knees/folded hands, etc. And the interior dash treatment is modern. It has that trendy dual-tone treatment, and while the instrumentation is familiar to anybody who’s driven a Maruti, it is better laid-out. There are useful nooks and crannies to store stuff too. The shoulder room is just about adequate, but tough if you’re generous with your helpings at the dining table.

And don’t blame me if you feel your co-passenger’s knee every time you’re in first gear. If you want a small car that looks good, there’s nothing that comes close to the Maruti Suzuki Swift today. The Swift features contemporary styling, wears all colors very well and it fits into your buget too. However, if you want more bang for your buck, the other good looking car which will be seen on our roads soon is also from Maruti Suzuki – it’s the new Zen Estilo. This new hatchback has neat lines and is cheerful to look at. If you are keen on the Estilo, do opt for the aero kit, which adds a sporty touch to the overall styling package.

Technical Specifications

MARUTI Udyog Ltd launched the 1.3-litre `Versa’, a multi-purpose vehicle (MPV) on Wednesday. Sporting a price of over Rs 5 lakh, the car is targeted at families and corporate buyers. The Versa is being launched in three variants, including two deluxe eight seater versions and a super deluxe 7-seater version. While the entry model Versa will be priced at Rs 5.15 lakh in Delhi showrooms, the other two variants will carry a price tag of Rs 5.45 lakh (DX2 model) and Rs 5.80 lakh (SDX) respectively. Maruti Versa is a multi utility vehicle and combines features of both the car and van. Maruti versa comes in three variants-Maruti Versa, Maruti Versa DX, and Maruti Versa DX2.

Versa has a most powerful and responsive 16 valves, 1298 cc engine generating 82 bhp at 6000 rpm, and controlled by a 16-bit Engine Management System. Versa has a higher Power to Weight ratio than any MUV, resulting in superior pick up and acceleration. Maruti Versa has several innovative features. Its flexi seating option enables you to adjust space as per your requirement. The Maruti Versa DX2 variant comes with twin AC. The Twin AC is 2 independent cooling units, one in front and one at the rear, for uniform all round cooling. The rear AC has independent controls and overhead ducts.

This utility car has a 1298cc petrol engine, with dimensions of 3675(L) X 1475(W) X 1905(H) mm and weights 930kg. It has wheelbase and turning radius of 2350mm and 4.5 meters respectively. It takes 6.26secs to reach from 0-60kph and has a fuel economy of 11kpl/12kpl on urban and highway. It also comes with factory fitted heater and has additional features like electronic multi trip meter molded floor and trunk carpets, cabin lamp, and is available in 6 colors. It has safety features like front and rear seat belts, collapsible steering column, side and front impact beams and childproof rear door and window locks. Variants available are 1.3 DX, 1.3DX2 and 1.3 SDX.

The Versa, at first glance conjures up a memory of the high-roof version of the Omni, but the picture vanishes as soon as it appears. The Versa is a universe apart, and as one takes in its looks, the evolution of ‘people mover’ is all too apparent to the eye. For one, the pout of a bonnet ahead instantly ensures better occupant safety during a frontal collision, while in terms of styling and fit and finish, the difference is perceptible too.

And, no, you haven’t been short-changed if you pop the bonnet and find only a radiator, a few essential-fluids flaps and the car jack inside – the Versa’s Esteem-derived, four cylinder, 1298 CC, fuel injected mill cosies itself beneath driver and co-passenger front seats. With 82 peak horses and 10.4 kgm of maximum hauling power, that’s liberal juice for lugging up to eight passengers, or about 600 kg, in payload terms.

Style and substance

The Versa is not going to win any beauty pageants. It’s not at all bad-looking from up front or side-on, it could even be termed as handsome, but a look at its derriere, and you know there’s something missing in the packaging here. A skirt below the rear bumper would help matters a lot by lending the vehicle a better-grounded appearance. Helped by the fact that the rubber is mounted on smart alloys, the SDX version looks a lot more purposeful than its other two siblings, though its roof-mounted spoiler with an integrated stop lamp doesn’t still lend that essential and missing character to the rear-end.

The Versa chattered into quiet life as the ignition key was cranked. Looking around, there was this inimitable Suzuki quality to the interiors; in fact one could draw almost direct comparisons with the Wagon R. Although those numerous cubby-holes and cup holders that liberally dot the original tall boy’s interiors were missing. The view of the road ahead was slightly more commanding though, thanks to the vehicle’s taller stance while the front two seats were comfortable enough – firm, supportive and ensuring complete support for the back. Overall ergonomics are above average too, with all controls falling to hand easily, especially that gear knob that slotted so effortlessly.

Six footer will feel quite at home behind the wheel, while the well endowed will welcome the tilt steering system in the top two versions. If you are in the rear seat, ride quality falls in the Wagon R/ Santro league and that means it’s not going to be too comfortable over long highways. There’s plenty of leg room to compensate however, while shoulder room is adequate enough to seat three weight-conscious adults side by side. Bigger built people will find it a bit of a squeeze for the shoulders; this is no Qualis or Sumo, remember? Seat up to eight people (seven in the SDX) from the office car pool and barely have enough room for overnight luggage, or keep reducing the passenger manifest until you have just the two of you and a month-load of camping luggage… the Versa will switch from business to pleasure and people to goods magically.

So what else is special to the Versa? While air-con is standard across trim levels, the top-end SDX and the one-rung-lower DX2 sport separate side-mounted air-con vents for rear passengers; the basic DX gets the usual facia blowers instead. The rear air-con vents are positioned directly above the windows, and this does a very efficient job of cancelling out the heat that comes through the wind-down glass in the first place. Electric power steering is common to all versions as is the digital trip meter and electronic tachometer. While you are at it Maruti, could you bung an air con unit into the poor old Omni too?

Fast forward

Driving the Versa is an enjoyable experience. With four passengers on board, the Versa pulls away rapidly, while the short ratio gearing adopted for its load-hauling applications makes it more drive able than the Esteem. Gearshifts can be executed snappily, and while the shifter doesn’t have the light crispness of the Esteem, it’s a lot less rubbery in quality when contrasted with other contemporary cars from the Maruti Suzuki bunch like the Wagon R.

The light clutch allows for slipping and repeated harassment of this robust unit even in a blazing, 38° Celsius ambient temperature doesn’t evince even the slightest hint of stickiness or burning. For those inclined towards high-revving take-offs, the Versa is quite game, though because of its rear wheel drive configuration, it is nearly impossible to spin up the tyres while launching the vehicle on a sand-free stretch of tarmac. Incidentally, over the silky smooth and newly laid stretches of road in and around Manesar, the Versa clocked all of 140 kph quite easily when spurred, but hang on till we do a road test for those performance numbers.

The power-assisted steering system makes light work of hauling the Versa around corners and combined with its 4.5 meter turning radius, is a boon while parking. The downside of this over-served system is that road feedback progressively gives out past 80 kph, combined with a degree of steering play that eases into the equation. So don’t expect responsive crispness of steering when you hustle this MPV towards and into three-digit speeds. The vehicle feels very stable at straight-line speeds, and this is aided to quite an extent by the matte-black air dam incorporated under the front bumper.

Reducing the airflow below, and therefore the resultant lift that occurs at high speed, makes the vehicle ’sit’ close to the road. With the windows up, crosswinds do not do much to affect straight-line, high speed dynamics. Drop a window at over 100 kph though, and the resulting turbulence will make the Versa meander gently from its designated line – nothing unusual or alarming. In fact it’s actually surprising that overall dynamics have been fine-tuned this well, considering the large surface profile this MPV presents.

The Versa, if provoked into the act, is tail-happy (and can be fun, as I found out) when it comes to taking fast corners. A special mention must be made of its lack of pitching while braking hard and no perceptible body roll when tackling faster turns. The quality of ride is good when the going is rough and at higher speeds, but with a complement of four passengers, the Versa tends to pitch a bit over the small undulations that might occur over a stretch of smooth road.

Design Engineering and interiors

The Versa was expected to provide an alternative to the long running but highly compromised Omni, offering more comfort, better safety and an all-round, more modern feel. To provide seven-passenger seating in a tiny footprint, the Versa has had to go vertical and melt into a one-and-a-quarter box shape, which clearly marks it out as an MPV. It is by no means a sharp-looking design, and in fact the narrow, tall proportions are a turn-off for many. It tries not to look offensive, but ends up being simply bland; details like the wraparound headlamps are quite nice, but overall, the slab-like surfacing, tiny wheels and van-like shape make it one of the less successful styling exercises.

Mechanically, it follows a traditional, simple van layout, with the engine placed longitudinally under the front seats, driving the rear wheels. The front suspension is independent, with Macpherson struts, with modifications to control body roll; the rear uses a non-independent, three-link set-up with a live axle and coil springs. The Versa is largely designed around the interior, which Maruti has tried to make as car-like as possible; it looks rather like the Wagon R’s dashboard, but there’s no getting away from the unfamiliar, high seating position. Visibility is great, and the short bonnet gives you a far greater sense of security than the bonnet-less Omni. The front seats are fairly comfy, but could have done with lower back support; ergonomics are fine, with all controls logically laid out and falling easily to hand. The steering wheel and driver’s seat are also height-adjustable.

The Versa comes in a few different versions, from the stripped-out five-seater DX standard, through the eight-seater DX and DX2 to the seven-seater SDX; these seats flip and fold in a number of combinations, making for a pretty flexible cabin. The middle seat in the SDX is comfy, but passengers in the two, third-row seats would be stuck for legroom. Although headroom is plentiful, width is mingy, and passengers will have to be good friends to survive a long journey sitting three abreast. The high floor also makes for a knees-up position, which is quite uncomfortable. Luggage space isn’t great with all three rows in place, but is adequate if the last row is flipped forward.

The Versa employs the same 1.3-litre engine and gearbox that do duty in the Esteem, albeit with a few changes to accommodate for the different purpose. The gearbox ratios are different, and the engine has had slight modifications to its head and valve gear. Both engine and transmission are reliable and run trouble-free, provided they have been serviced at the correct intervals. Problems that could crop up are few but do check the electrical system, especially if the previous owner has fitted additional accessories like a video screen and DVD player. Stay away from a potential buy if you feel that the installation of these components has not been done by a professional.

Tracing an electrical problem can prove to be a nightmare. Also check the tyres. The Versa comes with 13-inch 155/80 size radials as standard. Many owners have shifted to wider and lower profile 175/70 size tyres that improve the handling and grip considerably. Mileage will drop but only slightly, so if the car you are looking at has these tyres, it is a good thing. Tyres on the Versa usually last for around 35,000-40,000km, but prematurely worn tyres could mean the alignment is out which, in turn, is indicates the car might have been involved in a shunt. Check the areas around the front suspension, the differential at the rear and its housing for signs of crash damage.

Also, if possible, get the car up on a ramp and check the underbody for signs of damage. Open the bonnet, and check the radiator mounting and the upper panel for evidence of a front-end collision. Also check the uneven or broken sealant lines under the bonnet for telltale signs of an accident. The Versa body is not prone to rusting, so if you do see signs of rust, walk away. It could be due to a bad repair job after an accident. On a test drive, find an open stretch of road and brake hard. The car should brake in a straight line, without pulling to either side. The brakes and brake linings last for around 35,000km after which they need attention.

The Versa interiors tend to looks scruffy after use, but this is not much of an issue as a simple shampoo job will set things right. The steering wheel and the gear lever too turn shiny after use. The Versa comes in three trim levels. The DX1 which has one air con, the DX2 with two separate compressors, a feature found only on more expensive vehicles, and the SDX, with alloy wheels, a roof spoiler and graphics pasted on the sides. The air con is generally trouble-free and requires a service around 30,000km.

Other areas to check are the steering boot, the tie rod ball joints and the wheel bearings which may need work around the same odo reading due to general wear and tear. Spare parts for the Versa are expensive due to the high content of Japanese parts in the car. This could be a problem — so buy one only if you are sure it is in good shape.

The Versa is a very driver-friendly car and is easy to drive and park in town because of its high seating position and easy controls. It can carry eight people in relative comfort, and comes with the Maruti’s mighty service backup. Also look at Maruti’s True Value second-hand car mart. As always, the car will be slightly more expensive, but will come with a six-month guarantee on engine and drive train components. Come to think of it, it doesn’t look too bad either.

Technical Specifications

Maruti Swift is the most smart and handsome looking hatchback at present in India, offers very good equipment leveles and safety like airbags and ABS in top models, overall its very good option for zen and wagon R owners to upgrade to swift but it lacks boot space and also interiors are not comfortable. Suzuki’s popular small car, the Suzuki Swift has been awarded “Most Fun to Drive” at the annual Japanese Car Of The Year awards for 2005-2006.

The awards, run and sponsored by the Car of the Year Executive Committee, recognised the stylish European design, dynamic performance and high levels of standard equipment and features as contributing factors to the overall driveability of the Suzuki Swift.

First Impression

Maruti Suzuki Swift comes with a number of safety features such as collapsible steering column, front seatbelt pre-tensioners with load limiters, and energy absorbing trim all around. Active safety technologies include dual front airbags, and antilock braking system together with electronic brake-force-distribution. As first impressions go, I came away with a mixed feeling about the Swift. It looks fabulous and drives really well. The power steering gave pin-point control (and this is inspite of the fact that I’m a very ocassional driver). Power delivery seemed to be bit lacking, but I can’t be sure, if this is because of the car or because I was tentative and needed to be careful in the Delhi traffic.

What really turned me off is the shockingly poor quality of the interiors. Cheap plastic and upholstery just gave a tacky feeling. The inside door handle (molded into the interior of the door) when used to pull the rear door shut gives a feeling that the whole assembly would come off. Similar tacky materials, if you saw the lining near the hatch door. The facia for the music system is a far cry from the Swift one sees in Europe. Leave alone integrated CD player and steering controls, one sees a gaping hole where the Casette Player needs to go in.

Surprisingly enough, the outside finish was excellent. It’s almost as if different companies were manufacturing the two parts of the car. Last but very important from my perspective, the drivers seat and footwell is not big enough to accomodate me. In the VXi model (which I sat in while being stationary), the thighs keep threatenign to touch the steering wheel. I have this problem with the Wagon R as well, but not with the Santro. Though while driving the Swift ZXi model, I didn’t notice this. I will probably have to start looking outside the Maruti stable for a suitable car. All things said and done, maybe pricing the car about 10K more for better interiors would still make the car a good deal (Of course I’m betting on the car being available in CSD). Also, I’m just itching to now go and try out the Getz.

Swift Comes in Three Models

LXi - 4.2 L
VXi - 4.4 L
ZXi - 5.4 L

Engineering

The dashboard houses the instrument cluster, the glove box and central console, with slots for the music system, aircon controls, and so on. The centrally-located instrumentation display includes a tachometer, speedometer and digital odometer, as well as a clearly visible digital clock. The climate control system has an easily-operable large circular dial. The material and textures used for the dashboard and car interior are of good quality and make the ride feel opulent. The door trims and other consoles, too, are nicely designed. The driving posture is excellent as the driver’s seat has a height adjuster and a slide range that ensures driving comfort. Leg room is sufficient at the back too. Relax in the back seat: the bench-like seat allows three passengers to sit together comfortably. Or else, it can be folded down to create additional boot space (total luggage storage capacity: 368 hires). Shifting gears is quite quick in the Swift, due to Maruti’s newly-designed short stroke shift linkage.

Fuel efficiency

All Maruti vehicles are economicallypriced vehicles that are certainly fuel efficient, and the Swift is no exception. After clocking almost 500km through both highway and inner city traffic, we figured 11.3kpl in start-stop city traffic, and 13.4kpl on the expressway. In mixed conditions, we logged 12.4. Not bad for a car this swift!.

On the road

There’s a choice of three engines: a 65bhp 1.3-litre four-cylinder petrol, a 75bhp 1.5-litre petrol with variable valve timing, and a 1.3-litre turbodiesel with common-rail injection. There are also three gearboxes on offer, with a five-speed manual, robotised five-speed manual and four-speed automatic gearboxes available on selected engines. Our Japanese-spec test car was a 1.3 petrol model with the four-speed auto transmission, and it had no problem in keeping pace with busy town traffic.

The engine revs smoothly through its range and remains refined even when worked hard; pulling through the ‘box’s four gears is thankfully not a chore. The Swift strikes a pleasing balance between decent ride comfort and control, and although the power steering could use a little more feel and precision, the wide track and long wheelbase give it a sure-footed feel. The engine and suspension will be tuned differently for European-spec cars, but it feels strong and secure on the road, and while it’s not especially sporting, it does what you expect of it. The brakes are particularly noteworthy, combining good stopping power with a well-weighted action. The Swift now drives in a manner comparable with its main rivals.

In the cabin

The cabin is a roomy, distinctive place to travel in with an impressive level of quality to its construction. The layout of controls is simple and clear, although some cheap plastics hinder the impressive overall feel. The seats are comfortable and of a good size with plenty of under-thigh support, and room is generous in the back, even if headroom is a little compromised for taller passengers. Only boot space lets the Swift down: at just 213 litres with the seats up, it’s significantly smaller than a Honda Jazz’s 353 litres.

It’s been noticeable that changes have been afoot at Suzuki recently. With the Concept S and concept S2 - shown at the 2002 Paris Motor Show and the 2003 Frankfurt Motor Show respectively - and a large, successful presence in the Junior World Rally Championship with its canary-coloured Ignis rally cars, Suzuki looks like a brand trying to chisel a niche for itself rather than drown in a sea of anonymity. The new Swift proves that it’s also capable of seismic shifts in the way it produces cars.

The Swift is one of the most intriguing small new cars for some time - more so because it comes from the left-field, from a manufacturer that’s not been associated with producing competitive mainstream cars. But the Swift signals Suzuki’s intent to compete on a global level and to do so they need the right standard of product. We’ll have to wait until we can conduct a proper test on European roads to give a firmer verdict, but on this initial evidence it would appear that Suzuki has succeeded in that goal. You might not be tempted out of your Polo just yet, but there’s plenty of reasons why other supermini makers should be dreading the Swift’s arrival.

Looks

The desirability factor starts from the way an automobile looks and that is one area in which the new Suzuki excels. Suzuki could have easily built yet another brilliant small car and clothed it with regulation, boxy bodywork like, say, the Wagon R. Instead they got inspiration from the right places such as Italy, France and England, and came up with a Japanese equivalent of a Mini, with the design eccentricity of Renault and the glamour of small Fiats. The new age design had to meet new safety regulations, but Suzuki, for a change, didn’t let that come in the way of creativity. The end result is a car that pays homage to some of the very best small cars ever produced.

The front end features ‘lifted-up’, vertically stacked headlamps and a raised bonnet line that meets new pedestrian safety norms in Europe. Well-defined, muscular wheel arches, a waistline that runs the length of the car, chunky C-pillars that suggest strength and the beautiful floating-roof (an effect created by black-taping the pillars) all make the car as state-of-the-art as it gets. Add to that a wide footprint, fat rubber, a neat stance and you get the picture. This is one of those small cars that even those who can afford much bigger cars will appreciate. Seriously, it is difficult to find a flaw in the design of the Swift - I personally would have liked a base version in white with black bumpers, but then it could well be just me. And yes, the five-spoke alloys look much better than the seven-spoked ones. Round one to Suzuki.

Interior

The Swift meant for India is built to a price and it reflects in the interior. Despite following the overall international theme (Suzuki calls the Swift their first World Car), you can see where the bean counters won over designers. Still, the instrument console is clean and well textured, the three-spoke steering really sporty and there is adequate room for five passengers and their elbows. The top-end ZXi version should have been given adjustable steering, electric rear-view mirrors and a quality jukebox along with the automatic climatiser which it gets. Rear seats offer decent legroom but could have been better padded. And pray Suzuki, why cringe on headrests for base models? Isn’t that a basic safety feature? Ditto with the external rear view mirrors - the base model gets just one! Come on!

Power

At the very outset of the Swift project, it was clear that the Indian and Chinese versions would use the existing 1.3 litre engine from the Esteem - albeit revised, reworked and re-mapped. The new generation VVT (variable valve timing) engines on offer in the European Swift would have pushed up the list price by almost a lakh of rupees - hence. So was that a smart move? To begin with, there is nothing seriously wrong with the Esteem motor - it has got adequate performance and decent drinking habits - and it does a good job of propelling the slightly heavier Swift. The familiar 1298cc motor breathes through