Maruti Swift is the most popular hatchback in Kerala it comes in both Petrol and Diesel variants. Kottayamcars provides Maruti Swift for rent without driver allover Kerala. NRI’s love to rent Swift as it is easy to maneuver in busy traffic in Kerala, main features of both variants are given below. We have around 10 brand new Maruti Swift Cars in both variants, NRI’s please call us on +919447077049 / +919847077049 for Maruti Swift for rent in Kerala during your visit to Kerala.
Crank the diesel Swift and the first thing you’ll notice is the substantially improved refinement level. The engine settles into a nice idle. Maruti engineers have clearly worked hard at improving overall refinement levels which are, honestly, better (all through the revv range) than some diesel C segment sedans. While engine noise is well controlled within the city, even on the highway, you would be hard-pressed to tell that it’s a diesel when cruising at a 100 – 120 kph.
This 1.3L diesel engine is rated at 74 BHP (@ 4,000 rpm) and 190 Nm of torque (@ 2,000 rpm). There is definite lag under 2,000 rpm, just like in other applications of the same engine, but it’s lesser than in the outgoing Swift. The turbo seems to be running a milder state of tune, and power delivery is a lot more progressive. Still, the lag will affect city driveability and cars like the Figo & Micra diesels are in a different league altogether with their zero-lag power plants. While turbo-lag is reduced, the punch of the older Swift past 2,000 rpm is gone. The new Swift has power delivery that’s a lot more linear. Boost can be felt at 2,100 rpm, but it’s far tamer. Even as you work your way up the revv counter, the motor just doesn’t feel as aggressive as before. In terms of outright performance, the Swift is about as quick as the model it replaces. 0 – 100 kph is rated @ 14.8 seconds. The engine feels immensely tractable once you are in turbo zone, and can be quite a lot of fun on the open road. For a diesel, the 1.3L is reasonably revv-happy too. It’s well suited to long distance cruising; at 100 kph, the motor is spinning over at 2,300 odd rpm, with engine noise superbly controlled. And the best part is, at a 100 kph, you are right in “turbo zone”. For expressway kinda overtaking, a gentle nudge on the accelerator is all that’s required (no downshift).
Yes, the lack of the sudden turbo surge has taken away a part of the fun factor. Nevertheless, the mass market might prefer this state of tune. Where the same engine in the older car felt aggressive, it feels more mature in the new Swift. The gearshift quality is butter smooth. It’s slick to use, the gears slot nicely and the gates are well defined. This isn’t a box I’d call a short-throw though, what with its medium-length shifts. The i10 Kappa2 & Polo still have the best boxes amongst hatchbacks.
The 1.2L Petrol:
Maruti’s 1.2L K-series has always been considered a jewel. With variable valve tech on the intake (Maruti says this was necessary to improve fuel efficiency), the power output has been bumped up to 86 BHP (@ 6,000 rpm) and 114 Nm of torque (@ 4,000 rpm). That’s 2 BHP more than in the older Swift, and about the same torque made at 500 rpm less. Should make the motor even better, right? Wrong. Maruti insists that the engine has been tuned for fuel-efficiency, and the tamer nature is immediately evident at the bottom end. The engine feels weaker at lower rpms, where the older car felt distinctly sprightlier. The low rpm behaviour of the engine is completely different from what the specs sheet would have you believe. And yes, you will need to downshift more often than in the Ritz / outgoing Swift, or a car like the i10 Kappa2. On the positive side, the engine remains very revv-happy & refined throughout the rpm range. The feel above 4,000 rpm is just awesome. Plus, the engine & exhaust note at high rpm sound great. The 1.2L revvs clean right up to its 6,400 rpm redline, and feels at home on the limit. Still, due to the detuned nature, don’t expect the outright pace of the older Swift 1.2. Other petrol hatchbacks like the Brio / i10 Kappa2 will leave you in the dust in a drag. The clutch is even lighter (than the diesel), as is the gearshift operation. The enhanced insulation shows here as well, right from the superbly refined idle.
To summarize the engine notes, the Swift still has the best application of the Fiat 1.3L diesel engine. On the other hand, I’m going to have to move the 1.2L petrol a position down, due to the timid tuning at the bottom end. I would rank the Hyundai 1.2 Kappa2 as the best petrol engine from the segment, followed by the Swift & the Brio (an equal No.2). The 1.2s from the Beat, Micra, Figo and Punto aren’t even close to this trio.
While engine noise is well-controlled in the petrol & diesel Swifts, vibrations are also well within the limit. On the other hand, thanks to the super-thin glass windows (see picture below), traffic noise filters through to the cabin at an alarmingly high rate. I could hear the clattering of a Jeep parked right behind me, even though my windows were rolled up and the air-conditioner was turned on.
The suspension has an underlying firmness that’s evident at low speeds. While it’s never uncomfortable, the ride quality isn’t plush either over broken stretches of urban tarmac. The Swift is acceptably compliant, yet you will feel the stiff edge over large bumps and ruts. As the speedometer climbs though, the ride greatly flattens in a way that the older car could never manage. Above 60 kph, and at any speed on the expressway, the Swift rides F-L-A-T. The rear end, especially, feels like that of some European cars I know. There is a complete absence of the excessive vertical movement that competitors like the i10, Ritz & Brio suffer from on undulating roads. At speed, the new Swift feels extremely mature and the flat ride greatly enhances comfort over long drives. On highway potholes, the older car’s harshness is absent too. No, it’s no Punto and large bumps will still upset it, yet overall ride quality is far better than the previous gen Swift.
The handling remains sharp with good all-round grip levels. Of special mention is the body roll that is very well controlled. The front end of the car is eager to change direction, and responds to your inputs like a faithful servant. I thoroughly enjoyed chucking the car in & out of the Aamby Valley ghat corners. One of the reasons for the poise & super grip levels is the wide footprint of the car, and how the 4 wheels are literally placed at each end of the car. The wider track also, without doubt, helps maintain the Swift’s composure. Straight line stability is satisfactory by premium hatchback standards. The Swift feels sufficiently stable at 120 kph and importantly, feels like it can do 120 all day without breaking into a sweat. She also feels safe enough during lane change manouveurs at expressway speeds. In summary, the Swift now feels grown up (which the mass market will appreciate), but lacks the edgy behaviour of the old Swift (which enthusiasts will miss).
Maruti has managed to hit the hallowed “sweet spot” in terms of ride & handling balance. Note that the ZXi / ZDi have a stiffer ride due to their larger, 15” alloy wheels (our test car was shod with 14 inch wheels). For city driving, the steering is neither too heavy nor too light. It’s somewhere in the middle, and even women drivers will be comfortable piloting the Swift around town. The steering feels direct, well-calibrated, and suits the car’s sporty intentions. That, combined to a tight chassis, makes the Swift feel incredibly agile. Agility that cars like the Punto & Vista can only dream about. I’m no fan of EPS steerings but will admit that the Swift’s gives a reasonable amount of feedback on what the front end is up to. It also weighs up satisfactorily at expressway speeds and will keep most of the mass market happy. No, it’s never heavy, but isn’t nervously light at speed either.
If there is a major letdown in the handling area, it’s the Swift’s mediocre brakes. Shockingly, the Lxi / Ldi & Vxi / Vdi don’t get brake assist (powerful brake booster) from the factory. The brakes on these variants simply fail to inspire any confidence at speed, and are completely unsuited to emergency braking conditions or an enthusiastic driving style. The only other new car I’ve driven with such mediocre brakes is the Fortuner. Toyota eventually released updates to improve the Fortuner’s braking. Will Maruti? I am actually surprised that these brakes even passed Maruti’s internal pre-launch tests. On the other hand, the ZXi I drove definitely had superior brakes and is a far safer hatchback to drive.