• Grip and body control are great but the lifeless steering...
    Grip and body control are great but the lifeless steering is a killjoy.
  • Just like its predecessors, the latest Swift has a youthf...
    Just like its predecessors, the latest Swift has a youthful air about it.
  • Despite its light weight, the Swift feels confident at hi...
    Despite its light weight, the Swift feels confident at high speeds and stability is good.
  • Swift is attractive but top-spec versions' jazzier wheels...
    Swift is attractive but top-spec versions' jazzier wheels and LED headlights make a big difference.
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Rating 8 8

2018 Maruti Suzuki Swift review, road test

29th Mar 2018 6:00 am

The Swift has long been India’s most-loved hatchback. Does the bond deepen with the new third-generation model?

  • Make : Maruti Suzuki
  • Model : Swift
We Like
Spacious for a Swift
Peppy petrol engine
Excellent efficiency
We Don't Like
Lifeless steering
Slow gearshifts (diesel-AMT)
Top versions are pricey

Replacing a bestseller is always a tough balancing act for a carmaker. Radical changes don’t always sit well with a loyal fan following, but, at the same time, sticking closely to a formula, generation after generation, can take the sheen away from an established nameplate. On the face of things, Maruti Suzuki seems to have got it just right with the third-generation Swift. The car is new, yet undoubtedly Swift in its look, and – as your friendly Maruti Arena sales rep will tell you – also more efficient, more spacious, more practical and better equipped than the model it replaces. There’s more. Maruti has also finally addressed the long-standing demand for an automatic Swift, with options on both petrol and diesel versions. All engines, gearboxes, and trim levels accounted for, there are a total of 12 versions of the Swift on sale, with prices ranging from Rs 4.99 lakh (ex-showroom, Delhi) for the base petrol-manual to Rs 8.29 lakh for the fully loaded diesel-manual car.

We’ve brought together all four engine-gearbox options and put them through our rigorous road test regimen to determine if the new Swift is all that it’s made out to be.

The latest Swift can appear slightly larger than its predecessor but the changes in overall dimensions are minimal. The new car is 40mm wider and actually 10mm shorter in length. There’s a 20mm longer wheelbase too, but the numbers that really stand out are those for kerb weight. The new Swift is up to 110kg lighter than the old model, with the heaviest of the petrols tipping the scales at just 880kg! The diesel Swifts also commendably duck under the one-tonne mark.

At the core of the Swift’s remarkable weight loss lies its new platform – ‘Heartect’, as Suzuki calls it – that also forms the basis for the Baleno, Ignis and Dzire. By carefully constructing elements of the basic frame in smooth shapes that provide strength, Suzuki says it has managed to minimise the need for structural reinforcements that would otherwise greatly add to the weight. The smooth, curving form of the frame is also said to help better disperse impact energy in a collision. The use of a significant proportion (around 40 percent) of high-tensile steel in the Swift’s monocoque construction also brings with it gains in weight and rigidity. Maruti says the Swift meets the upcoming norms for front offset and side impact, as well as pedestrian safety regulations.

What’s clear about its looks is that the Swift-typical youthful and sporty vibe is intact. There are obvious similarities with the Dzire sedan at the front – the two are identical in design until the B-pillar – but the Swift’s sleeker bumper, multi-slat grille and make-up free look (read no chrome) are more in keeping with its personality. Swept-back headlamps, a rising window line, and tail-lamps that flow on to the haunches are clear links to the Swifts of old but the treatment of the individual elements is refreshingly different. Blackened A- and B-pillars make it to this Swift too, and there’s also the addition of a black element on the C-pillar that only enhances the ‘floating roof’ effect. Smooth contours on the body and the pronounced ridge on the tailgate do their bit to add volume to the design. A detail, however, that does take time getting used to is the position of the rear door handle that sits just aft the window, rather than on the door. We inevitably found ourselves reaching out to the traditional position every time we wanted to open the door.

Unfortunately, not all versions of the Swift are quite as eye-catching as the one you see in the pictures. LED tail-lamps are common across the board, but the attractive LED headlights (with daytime running LEDs) and the precision-cut alloy wheels that do so much for the look are only part of the package on top-spec petrol- and diesel-manual cars. Lesser variants with halogen headlights and silver alloys or steel wheels appear just that – lesser variants.

Under the Swift’s bonnet, you’ll find familiar engines. There’s Suzuki’s K12 1.2-litre petrol engine and the Fiat-developed, Maruti-branded DDiS 190 1.3-litre diesel, both of which are carryovers from the first-gen Swift. The new Swift also continues in its use of an electric power steering, a front MacPherson strut and rear torsion beam suspension setup, and a front discs and rear drums brake arrangement.

We just expect light cars to have that tinny feeling about them, don’t we? Thankfully that’s not a criticism you can level against the Swift. There’s a reasonably satisfying sound upon door shut and it’s quite impressive how much of the outside noise is kept at bay.

It’s a familiar environment on the inside; at no point do you feel like you are in anything but a Maruti. Of course, part of the familiarity is down to the fact that the Swift shares its dashboard with the Dzire, albeit with detail differences such as the incorporation of round central air con vents in place of the sedan’s angular ones. An all-black theme also sets the Swift’s cabin apart but we were divided on its impact. Some of us found it sporty, while others found the monotone look a bit drab. What does add colour and spice to the cabin are the hooded instruments that make great use of red detailing. Just wish Maruti went the extra step and drafted in the Baleno’s coloured multi-info display too. Other bits of note are the sporty flat-bottomed steering and also the climate control interface that looks really cool, with a digital temperature readout inset in its middle ‘dial’. 

But, as with the exteriors, the trim level you opt for has a pretty substantial bearing on the look of things in the Swift’s cabin too. Low- and mid-spec versions, with their rotary air con controls and simple button-operated audio systems, don’t look as contemporary on the inside as the top-spec versions
that come with auto climate control and a 7.0-inch touchscreen infotainment system.

Irrespective of which variant you go for, you’ll find quality levels to be good but not great. Though individual elements like the gloss silver detailing on the dash and steering look good, overall quality is just a marginal step up from the old Swift. The plastics are hard and don’t feel premium enough. Frankly, Maruti could learn a thing or two from Tata Motors, which uses upmarket knitted roof lining and textured plastics for the dash on the significantly cheaper Tiago. And it’s about time Suzuki bids farewell to those power window switches from the original Swift.

On the move, drivers will like their seating position, as well as the good frontal visibility afforded by the low dash and upright A-pillars. The front seats are large and well contoured, but cushioning is a touch too soft. The rear seat isn’t exactly perfect either, with a backrest that is a tad upright and limited shoulder support for taller occupants. Further, the rear windows aren’t the largest, and the housing for the outside door handles also cuts visibility. In effect, the Swift doesn’t feel particularly airy at the back. Still, your passengers will be more comfortable at the rear here than in any Swift before, thanks to the huge improvement in kneeroom and headroom; space is better than the Grand i10’s. There is marginally more shoulder room too (seating three abreast remains a bit of a squeeze), making this third-gen model a much better family car.

Enhanced passenger room aside, there’s also more space for smaller items. The glovebox is of an average size, but the front door pockets are large, there’s a recess for your phone at the base of the centre console (in the vicinity of the USB, aux and 12V charging points) and there are two cupholders for the front occupants too. The rear doors also get 0.5-litre bottle holders and there’s a slot for larger bottles between the front seats.

You’ll also experience the added practicality of the new Swift on airport runs. The 268-litre boot is a substantial 64 litres larger than the old Swift’s and there’s also the option to fold the 60:40 split rear-seat backrest forward to make more room. Do note, the loading lip is quite high and the boot floor is low, so you’ll have to load/unload items with care.

So how much of a difference can a 100kg drop in weight make to a small car’s performance? If you see the new Swift petrol-manual’s numbers in light of the old car’s, the answer is ‘a lot’. Where the old Swift did the 0-100kph dash in 14.24sec, the new one does it in a brisk 11.96sec. The more pertinent gains, though, are in city driving scenarios. Be it from 10-30kph in second gear, 30-50kph in third, or 50-70kph in fourth, the new Swift is quicker by a considerable margin. And that’s despite the new Swift’s slightly taller gearing in third, fourth and fifth. The variable valve timing-equipped 1.2-litre, four-cylinder petrol engine makes about the same power as it did on the older model (83hp and 113Nm versus 84hp and 115Nm on the last Swift), but with considerably less mass to haul, it just feels a lot more alive in this application. It’s peppy at low speeds, more responsive than your average 1.2 petrol at middle revs, and gets better and better the more you wind it. The semi-throaty note also goes with the engine’s character, and refinement levels, in general, are excellent; just wish the engine was allowed to rev more than 6,200rpm – it always feels like it’s got more to give. Easy-to-use, and allied to a light clutch, this version’s five-speed manual gearbox also gets a thumbs-up. Suffice to say, this is the engine-gearbox to go for if you enjoy driving.

The diesel Swift, on the other hand, is clearly the version for those more interested in kpl than kph. Its 1.3-litre, four-cylinder, turbo-diesel engine makes the same power and torque as on the old car (75hp and 190Nm), but with gearing being significantly taller here (the final drive is different) in the interest of efficiency, there are no performance gains borne out of the weight reduction. In fact, forget the quicker Ford Figo and Hyundai Grand i10 diesels, the new Swift diesel is actually slower than its predecessor in the higher gears.

If you are familiar with the old Swift diesel, you’ll notice how the engine feels a bit laid-back here. At low engine speeds, performance is adequate to keep up with the flow of traffic; but you’ll probably need a downshift to pull off a quick overtake. The engine gets into its stride at 2,000rpm, but even so, there’s no sudden surge in power as we’ve come to expect from this unit, just readier access to power. Keep the engine spinning around this mark and you’ll find performance more than agreeable. Mid-range performance is good but the tall gearing means the motor doesn’t rev quite as quickly as we know it to. On the positive side, the taller gearing has endowed the Swift diesel with the long legs suited for relaxed highway cruising – something which high-mileage users are sure to appreciate. The new Swift’s diesel engine spins at a relatively relaxed 2,300rpm at 100kph in fifth gear as opposed to a busier 2,600rpm in the old Swift. Notably, you hear less of the engine in the new Swift diesel, but the Fiat engine’s characteristic clatter is still audible at most times.

Like the petrol Swift, the diesel’s five-speed manual gearbox is light and the clutch also doesn’t require much effort either. But what of the automatics? The good news is that the Swift automatics are highly efficient. The not-so-good news is that they use automated manual transmissions, which are the least sophisticated of automatic transmission types.

If you can make your peace with the fact that there are smoother automatic options out there, you actually won’t mind the Swift petrol-AMT. The gearbox is quite in tune with driving style, and actually does a good job of swapping cogs in typical city conditions. Creep mode works well enough too, so you really can enjoy the convenience of clutch-free travel. It’s only when you press down harder on the throttle pedal that the system gets caught out, taking some time to shift to the right gear. The easy way to work around this issue is to use the tiptronic function and shift gears manually via the gear lever.

The diesel-AMT is far less impressive. For starters, the car doesn’t gently roll forward but rather leaps forward in creep mode which becomes an issue when negotiating bumper-to-bumper traffic. The diesel’s gearbox also has a tendency to mistime shifts. So, you often get a gearshift when you don’t expect it, and what follows is that head nod from the long pause between shifts, which is far more prominent here than on the petrol. Manual mode helps, but, frankly, for an auto, the diesel’s AMT doesn’t feel as responsive as it ought to. 

Being fun to drive has always been part of the Swift experience, so it pains us to say this but that fun
factor is missing on the latest car. And it’s solely down to the steering which just feels lifeless. The electric steering is devoid of feedback and that lack of connect with the front wheels just sucks the joy out of the driving experience. Still, show commitment and throw the Swift into a corner and you can tell all the other ingredients are in place. It’s grippy, quick to turn in and exhibits excellent body control. Even the brakes are on point. You can almost hear the chassis crying out for a better steering.

But it’s not only through the corners and twisties that the steering disappoints. At town speeds, there’s inadequate return to centre, so you have to have a firm hand on the steering wheel at all times to keep the Swift going in the direction you intend it to.

Where the Swift has made the right kind of progress is in ride quality. There is some pitter-patter at low speeds (more pronounced in the petrols), and the suspension can’t completely iron out tiny imperfections, but bump absorption is impressive and the suspension does its job quietly. The ride quality gets better, with speed and body movements being well contained; even the diesel Swift with its heavier engine doesn’t unduly bob or pitch, and actually feels the more sorted in its setup. High-speed stability is good for such a small and light car (the wider front and rear track come into play), and what helps the experience on long intra-city journeys is that road and wind noise are pretty well contained too.

In general, lower the kerb weight, the less load there is on the engine, which results in greater efficiency. Just as expected, then, the new lightweight Swift shines in this section of the test. The petrol- manual Swift delivered 12.6kpl in town and a superb 19.3kpl out on the highway. Impressively, the petrol-auto was not too far  behind with figures of 11.4kpl and 18.5kpl in the city and highway, respectively. The diesels proved shockingly frugal. The manual car registered an efficiency of 16.5kpl in town and 22kpl on the highway, while the automatic stretched each litre of diesel 16.2km in the city and 21.8km on the highway! The Swift’s tank is quite small at 37 litres, but you can go quite a long way on a single tank.

Top-spec Swifts get the SmartPlay touchscreen infotainment system you’ll find on other Maruti models too. The 7.0-inch unit has a high-contrast display but you’ll have to precisely touch the ‘buttons’ for the system to respond; and we aren’t fans of the touch-operated volume control. That said, the system is fairly loaded with in-built voice commands (accuracy is average), SD-card-based navigation and even a video player. The system usefully also comes bundled with Apple CarPlay, Android Auto and MirrorLink. Sound quality from the 4-speaker and 2-tweeter setup is decent. Lower trims feature a simpler 2 DIN audio player with CD, USB, aux-in and Bluetooth streaming and telephone functions. 

Manual Swifts are available in four variants each, but, much to the chagrin of many buyers, the autos are only offered in the middle two trims. Then again, Maruti did eventually add a top-spec version to the Baleno automatic line-up, so you can’t rule out fully loaded Swift autos going on sale in the future. 

What’s noteworthy is that all versions of the Swift come with safety essentials like anti-lock
brakes, dual airbags, and Isofix child seat mounts on the rear seat as standard. However, the base LXi/LDi trims’ list of creature comforts is limited to power steering and manual air conditioning. The VXi/VDi trims bring in power windows, central locking, keyless entry, electrically adjustable outside mirrors, a height-adjustable driver’s seat and an audio system with Bluetooth connectivity, along with exterior and interior upgrades. ZXi/ZDi versions add auto climate control, push-button start, rear parking sensors, rear defogger and wash/wipe among other goodies. These versions also get alloy wheels. Range-topping ZXi+/ ZDi+ Swifts, identifiable by their LED headlights (that provide excellent illumination) and precision-cut alloy wheels, are easily the most tempting of the pack. They are also the only ones to feature the SmartPlay touchscreen infotainment system, a reverse camera, and auto headlights.
By segment standards, the top versions of the Swift are as loaded as they come.

The thing is, the new Swift is pricey for its size and segment, and, in fact, if you study the pricing, you’ll find a considerable overlap with Maruti’s larger hatchback, the Baleno. The option to buy a larger hatchback for not much more money is sure to have a lot of potential Swift buyers scratching their heads.

Until now, buying a Swift implied your acceptance to live with some compromises like a tight cabin and a small boot. The welcome news is that the stylish new Swift addresses these shortcomings rather well. In essence, there’s a newfound practicality to the Swift that was missing earlier. Buyers will also be taken by the lighter Swift’s efficiency, and the fact that it gets all the features they’d want. Other things being the same, the Swift would have been an absolute knock-out. Unfortunately, they aren’t.

The dull steering, for one, has robbed the Swift of its fun-to-drive character that has been integral to the car’s appeal from day one. While this is not a deal breaker for the majority of buyers, there’s less for those who previously opted for the Swift purely for the thrills it offered. There’s also the not-so-small matter of pricing. Sure, the entry point is inviting, but prices swell up quite dramatically for better-equipped versions and put the Swift on par with cars from a class above. And that begs the question: is the Swift the best car for the money? We’re afraid not.

PRICE Petrol Petrol AT Diesel Diesel AT
Ex-showroom - Delhi Rs 7.29 lakh Rs 6.96 lakh Rs 8.29 lakh Rs 7.96 lakh
ENGINE Petrol Petrol AT Diesel Diesel AT
Fuel Type / Propulsion Petrol Petrol Diesel Diesel
Engine Installation Front, transverse Front, transverse Front, transverse Front, transverse
Type 4cyls 4cyls 4cyls 4cyls
Cubic Capacity (cc) 1197cc 1197cc 1248cc 1248cc
Bore/Stroke (mm) 73/71.5mm 73/71.5mm 69.6/82mm 69.6/82mm
Compression Ratio 11:1 11:1 17.6:1 17.6:1
Valve Train 4 valves per cyl, DOHC 4 valves per cyl, DOHC 4 valves per cyl, DOHC 4 valves per cyl, DOHC
Max Power (hp @ rpm) 83hp at 6000rpm 83hp at 6000rpm 75hp at 4000rpm 75hp at 4000rpm
Max Torque (Nm @ rpm) 113Nm at 4200rpm 113Nm at 4200rpm 190Nm at 2000rpm 190Nm at 2000rpm
Power to Weight Ratio (hp/tonne) 94.31hp per tonne 94.31hp per tonne 76.53hp per tonne 76.14hp per tonne
Torque to Weight Ratio (Nm/tonne) 128.4Nm per tonne 128.4Nm per tonne 193.8Nm per tonne 192.89Nm per tonne
Specific Output (hp/litre) 69.34hp per litre 69.34hp per litre 57.78hp per litre 57.78hp per litre
TRANSMISSION Petrol Petrol AT Diesel Diesel AT
Drive Layout Front-wheel drive Front-wheel drive Front-wheel drive Front-wheel drive
Gearbox Type Manual AMT Manual AMT
No of Gears 5 5 5 5
1st Ratio/kph per 1000 rpm 3.545/7.303 3.545/6.811 3.545/8.578 3.545/8.127
2nd Ratio/kph per 1000 rpm 1.905/13.59 1.905/12.67 1.905/15.96 1.905/15.12
3rd Ratio/kph per 1000 rpm 1.240/20.88 1.240/19.47 1.233/24.66 1.207/23.87
4th Ratio/kph per 1000 rpm 0.886/29.22 0.906/26.65, 0.886/34.32 0.844/34.13
5th Ratio/kph per 1000 rpm 0.690/37.52 0.697/34.64 0.690/44.07 0.659/43.72
Final Drive Ratio 4.389:1 4.706:1 3.737:1 3.944:1
BRAKING Petrol Petrol AT Diesel Diesel AT
80 - 0 kph (mts, sec) 27.08m, 2.33s 27.08m, 2.33s 26.67m, 2.40s 26.67m, 2.40s
EFFICIENCY Petrol Petrol AT Diesel Diesel AT
City (kpl) 12.6kpl 11.4kpl 16.5kpl 16.2kpl
Highway (kpl) 19.3kpl 18.6kpl 22.1kpl 21.9kpl
Tank size (lts) 37 litres 37 litres 37 litres 37 litres
ACCELERATION Petrol Petrol AT Diesel Diesel AT
0 - 10 kph (sec) 0.19s 0.55s 0.52s 0.32s
0 - 20 kph (sec) 0.77s 1.15s 1.04s 0.86s
0 - 30 kph (sec) 1.57s 1.88s 1.75s 1.45s
0 - 40 kph (sec) 2.37s 2.66s 2.64s 2.87s
0 - 50 kph (sec) 3.37s 4.51s 3.88s 3.96s
0 - 60 kph (sec) 4.85s 5.71s 5.12s 5.16s
0 - 70 kph (sec) 6.17s 6.97s 6.61s 7.18s
0 - 80 kph (sec) 7.60s 9.23s 8.93s 8.92s
0 - 90 kph (sec) 9.73s 11.15s 10.97s 10.88s
0 - 100 kph (sec) 11.96s 13.20s 13.32s 13.82s
0 - 110 kph (sec) 14.42s 15.39s 16.53s 16.72s
0 - 120 kph (sec) 17.03s 19.35s 21.36s 20.24s
0 - 130 kph (sec) 20.34s 23.68s 26.35s 24.46s
0 - 140 kph (sec) 25.20s 28.20s 32.32s 31.06s
1/4 mile (sec) 17.53s 18.40s 18.31s 18.37s
20-80kph (in third gear) (sec) 13.48s 8.33s 12.36s 8.24s
40-100kph (in fourth gear) (sec) 19.91s 10.26s 15.16s 10.84s
MAX SPEED IN GEAR Petrol Petrol AT Diesel Diesel AT
1st (kph @rpm) 47kph at 6300rpm 43kph at 6300rpm 45kph at 5200rpm 43kph at 5300rpm
2nd (kph @rpm) 85kph at 6300rpm 80kph at 6300rpm 84kph at 5300rpm 79kph at 5200rpm
3rd (kph @rpm) 133kph at 6300rpm 123kph at 6300rpm 128kph at 5200rpm 124kph at 5200rpm
4th (kph @rpm) 175kph at 6000rpm 160kph at 6000rpm 159kph at 4600rpm kph at 4700rpm
5th (kph @rpm) 178kph at 4500rpm 165kph at 4800rpm 168kph at 3800rpm 170kph at 3900rpm
NOISE LEVEL Petrol Petrol AT Diesel Diesel AT
Idle (dB) 42.1dB 40.2dB 48.4dB 46.4dB
Idle with AC blower at half (dB) 54.8dB 54.2dB 53.9dB 54.4dB
Full Revs, AC off (dB) 64.8dB 65.5dB 77.6dB 78.7dB
50 kph in 4th gear AC off (dB) 62.4dB 62.3dB 65.3dB 65.6dB
80 kph in top gear AC off (dB) 68.3dB 69.2dB 69.9dB 70.4dB
BODY Petrol Petrol AT Diesel Diesel AT
Construction Four-door hatchback, monocoque Four-door hatchback, monocoque Four-door hatchback, monocoque Four-door hatchback, monocoque
Weight (kg) 880kg 880kg 980kg 985kg
Front Tyre 185/65 R15 185/65 R15 185/65 R15 185/65 R15
Rear Tyre 185/65 R15 185/65 R15 185/65 R15 185/65 R15
Spare Tyre 165/80 R14 (space saver) 165/80 R14 (space saver) 165/80 R14 (space saver) 165/80 R14 (space saver)
SUSPENSION Petrol Petrol AT Diesel Diesel AT
Front Independent, MacPherson struts, coil springs Independent, MacPherson struts, coil springs Independent, MacPherson struts, coil springs Independent, MacPherson struts, coil springs
Rear Non-independent, torsion beam, coil springs Non-independent, torsion beam, coil springs Non-independent, torsion beam, coil springs Non-independent, torsion beam, coil springs
STEERING Petrol Petrol AT Diesel Diesel AT
Type Rack and pinion Rack and pinion Rack and pinion Rack and pinion
Type of power assist Electric Electric Electric Electric
Turning Circle Diameter (mts) 9.6m 9.6m 9.6m 9.6m
BRAKES Petrol Petrol AT Diesel Diesel AT
Front Disc Disc Disc Disc
Rear Drum Drum Drum Drum
Dimensions Petrol Petrol AT Diesel Diesel AT
Length 3840mm 3840mm 3840mm 3840mm
Width (mm) 1735mm 1735mm 1735mm 1735mm
Height 1530mm 1530mm 1530mm 1530mm
Wheel base 2450mm 2450mm 2450mm 2450mm
Front Track (mm) 1520mm 1520mm 1520mm 1520mm
Rear Track (mm) 1520mm 1520mm 1520mm 1520mm
Rear Interior Width (mm) 1280mm 1280mm 1280mm 1280mm
Ground Clerance (mm) 163mm 163mm 163mm
Boot Capacity (Lts) 268 litres 268 litres 268 litres 268 litres
INTERIOR Petrol Petrol AT Diesel Diesel AT
Steering adjust Tilt only Tilt only Tilt only Tilt only
HVAC type Climate control Climate control Climate control Climate control
Rear AC vents No No No No
Power Windows Yes Yes Yes Yes
CD player No No No No
Touchscreen Yes Yes Yes Yes
USB Yes Yes Yes Yes
AUX Yes Yes Yes Yes
Bluetooth Yes Yes Yes Yes
Navigation Yes Yes Yes Yes
Android Auto Yes Yes Yes Yes
Apple Car Play Yes Yes Yes Yes
Keyless go Yes Yes Yes Yes
Auto dimming inner rear view mirror Yes Yes Yes Yes
EXTERIOR Petrol Petrol AT Diesel Diesel AT
Headlamp type LED NA LED NA
Automatic headlamps Yes No Yes No
SAFETY FEATURES Petrol Petrol AT Diesel Diesel AT
Airbags 2 2 2 2
ISOFIX Seating Yes Yes Yes Yes
2018 Maruti Suzuki Swift review, road test
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