Suzuki Swift Sport continues to evade India

Ever since its launch in 2005, the Swift has been a phenomenal success for Maruti-Suzuki in India. With over 2 million sold in the country across three generations and fifteen years of the car’s existence, India is the Swift’s single largest market globally. Not even the Japanese buy as many Swifts as we do! And sales figures of the Swift-based Dzire and Ertiga aren’t even brought into the equation. 

It’s quite an irony then we Indians don’t get to lay our hands on the sweetest-looking and fastest-going variant of the car there is – the Swift Sport! 

The first Swift Sport made its debut in 2006, about a year after the regular variants of the car were launched. Offering an affordable combination of power, speed and handling to go with it’s chic 'Mini-inspired' styling and Japanese reliability, the Swift Sport instantly gained a fan following. Suzuki followed it up with the second-generation model in 2011, building on the success of its predecessor. Maruti-Suzuki – being the prudent, profit-driven car-maker that it is – didn’t bother with bringing these models to India. Even as outsiders, the reasons were clear to see. Both the 2006 and 2011 iterations were 3-door hatchbacks with limited practicality and therefore limited appeal in a country like ours. Moreover, the Indian market wasn't mature enough to accept expensive and fast hatchbacks.

When the third-generation Swift Sport took over the reigns in 2017, things weren't the same. The car itself grew to become a 5-door model, just like the run-of-the-mill Swifts out there. Exposure to performance-oriented cars like the Abarth Punto, Octavia vRS, Polo GTI, Tiago JTP and Tigor JTP meant the automotive landscape was a lot different and accommodating than it was a decade back. This time, Maruti-Suzuki had no excuses to not bring the Swift Sport here. 

Yet, here we are, still sulking and waiting for the car!

The rest of the world, though, is getting ready to welcome the 2020 Swift Sport that gets a subtle face-lift and standard mild-hybrid tech. Built on the 'Heartect' platform, the Swift Sport tips the scale at just 1,025 kg. This, together with the 127 horsepower and 235 Nm of torque from the 1.4-liter 'BoosterJet' engine, the sporty 6-speed manual gearbox with shorter throws and suspension hardware tuned for greater stability and reduced roll, makes the Swift Sport a thoroughly-enjoyable hatchback. Apart from reducing emissions and fuel consumption, the 48-volt 'Hybrid' system on-board assists the internal combustion engine with additional torque from the electric motor when needed.

Contrary to popular perception, the Swift Sport is no slouch when it comes to occupant's safety with Suzuki equipping the car with an array of active and passive safety features. 

Overall, here's a car that looks good, can seat five, goes reasonably fast, makes you smile behind the wheel, is safe enough, scores high on reliability, gets a ton of features and, above all, can be had with the back-up of India's largest and most-trusted car-maker. That's almost every single box ticked! Yes, there are flip sides too. The Swift Sport isn't going to top the fuel-efficiency stakes and the price tag will sure raise many eyebrows. 

But, are you telling me the folks at Maruti-Suzuki - with all their might - can't work around those and succeed? They obviously can, if they want to! 

Question is, do they want to? 

If 1,023,443 Heartect-based cars Indians bought just in 2019 aren't able to convince those at the helm, nothing else can. That's over a million off the same platform the Swift Sport is built on!

Are you reading this, Maruti-Suzuki?

'Heartect' could be Maruti-Suzuki's next growth engine

Come rain or shine, Maruti-Suzuki - India's largest car-maker - has always defied logic and gone from strength to strength. Be it the liberalization in the nineties that saw global auto majors making a beeline into India, the advent of stricter emission norms and safety regulations over the years, the economic depression that gripped the world in 2007-08 forcing many car-makers into bankruptcy, the continued onslaught of rivals or the rare decline the Indian market experienced in 2019, Maruti-Suzuki had somehow used every one of these as an opportunity to emerge stronger.

What is it they do that the rest of the industry aren't able to? Are they churning out aspirational cars we can't say no to when we're out car-shopping? Absolutely not. Are cars wearing the 'S' badge more stylish and safer than their rivals? Hardly. Are they the last word in performance and handling that enthusiasts crave for? That's a joke, don't fume!

So, what's the driving force behind this juggernaut that, in 2020, still sells every second car in the Indian market? The magic words are - and have always been - 'economies of scale'.

In microeconomics parlance, economies of scale are the cost advantages that enterprises obtain due to their scale of operation, with the cost per unit of output decreasing with increasing scale. In other words, as the volume over which investments are spread out increases, the cost to manufacture the product decreases.

Look no further than 'Heartect', the car-maker's new-generation platform that underpins a host of their recent models, to understand this. Maruti-Suzuki says the combination of advanced high-strength steel used and the smooth, continuous frame makes this platform lighter, stronger and safer than ever before. While those attributes are always disputable, what's not is the money that goes into developing platforms like these. We're talking about millions of dollars here.

Already, eight models in the brand's line-up - S-Presso, WagonR, Ignis, Swift, Baleno, Dzire, Ertiga and Vitara Brezza - are built on the Heartect platform. Bring in the badge-engineered XL6 (restyled Ertiga) and Toyota Glanza (rebadged Baleno) and the count goes up to ten. A slew of future models from Maruti-Suzuki and its new partner Toyota are going to be built on the same platform too, giving them enormous scale that could potentially drive rivals out of business.

By getting to amortize investments worth millions over such a wide spread of models that sell in tens of thousands every month, the cost incurred per unit by Maruti-Suzuki is significantly lesser. In contrast, imagine Volkswagen or Ford coming out with an all-new platform. They neither have the model spread nor the sales volume to make such investments financially viable for India.

In the last six months until February 2020, Maruti-Suzuki sold an average of 95,664 cars built on the Heartect platform every month. That's more than what brands like Renault, Ford, Volkswagen, Skoda, MG and Jeep sold the whole of 2019. Not even Hyundai and it's platform-sharing sibling Kia can boast of numbers like that. Lest we forget, the two Korean brands are second and third on the sales charts right now. 

This isn't the first instance economies of scale favour India's largest car-maker big-time. They made a killing out of the 1.3-liter DDiS diesel engine for over a decade and half while Fiat - the brand that designed and developed it - couldn't make it work and had to be content with the royalty Maruti-Suzuki paid for every engine. 

With the Heartect, they don't even have royalties to worry about. In short, this new platform could just be the catalyst Maruti-Suzuki needed to grow in the Indian market over the next few years. By growth, we mean more of revenue and profits and less of absolute volumes. In other words, it could turn out to be the runaway leader's ruthless weapon of dominance rivals ought to be afraid of.

All-new Maruti-Suzuki WagonR launched

Merely months after Hyundai launched the new Santro in a bid to gain supremacy in the entry-level hatchback segment, Maruti-Suzuki has hit back by launching the third-generation WagonR in India. Consistently a best-seller, WagonR has been a huge success story for Maruti-Suzuki with a loyal fan following. The launch of this new model - priced between INR 4.19 Lakhs and 5.69 Lakhs - is a move by the leader to not let Hyundai invade it's turf.

WagonR has never been a style statement on wheels. It was - and still is - boxy with a design that gives precedence to function over form. The new model is no different. The squar-ish headlights that WagonR has always been synonymous with are retained, albeit stretched at the edges and swept back on to the sides. A new grille with a chrome insert in the middle and an updated bumper housing a large air dam and trapezoidal fog lamp pods complete the changes in the fascia. In profile, the ‘tall boy’ look and proportions are left intact. To add drama, a floating roof effect has been brought in the C-pillars and the character lines along the doors and wheel arches are more pronounced. At the rear, the WagonR now gets vertical taillights that extend till the roof.

Interiors have gone through a thorough update as well with a bright dual-tone dashboard replacing the dull grey interiors of the outgoing model. A 7.0-inch touchscreen infotainment system with Smartphone connectivity, Android Auto and Apple CarPlay takes prime place in the center console with manual air-conditioning controls placed beneath it. A 3-spoke multi-functional steering wheel and a digital tachometer greet the driver while the bigger cabin would help keep the occupants happy by offering more space and practicality.

Standard features on the new WagonR include driver airbag, Anti-lock Braking System with Electronic Brake-force Distribution, rear parking sensors, central locking and front power windows. The top-end variant, apart from the touchscreen infotainment system mentioned above, gets additional goodies like a passenger airbag, steering-mounted voice control, electrically-retractable rear view mirrors, rear wiper, washer and defogger and a storage tray under the co-driver's seat. It's sad Maruti-Suzuki isn't forcing Hyundai to follow suit by offering passenger airbags as standard in the WagonR. Thankfully, it's atleast an optional feature on all variants.

The biggest surprise element in the new WagonR rests under the hood. While the 3-cylinder K10B engine has been carried over from the outgoing model, Maruti-Suzuki has pulled off a master stroke by adding the more powerful K12M 4-cylinder engine to the WagonR lineup. While the former delivers 67 horsepower and 90 Nm of torque, the latter delivers 82 horsepower and 113 Nm of torque. Both the engines come with the option of a 5-speed manual or an automated manual transmission (AGS). Suspension duties are handled by MacPherson struts with coil springs at the front and torsion beam at the rear.

Bookings for the new WagonR opened just a week back and Maruti-Suzuki claimed over 12,000 bookings at the launch event. Clearly, India's largest car-maker has another blockbuster in the making.

New Suzuki Jimny is all the car you'll ever need

Every second car sold in India might be wearing the omnipresent ‘S’ badge but you will be hard-pressed to slot a car wearing one in the ‘aspirational’ category. The S-Cross – variants with that Fiat-sourced stonker of a 1.6-liter diesel engine – came close but it still didn’t look the part to be truly aspirational. Even globally, Swift Sport is the only model in Suzuki’s lineup that could pull at your heart strings, thanks to its suave styling, sporty handling and the peppy 1.4-liter turbo petrol power inside. That’s no longer the case.

When Suzuki unveiled the all-new Jimny - the first in twenty years - in Japan earlier this month, the brand’s new flag-bearer was born. 

A lot of you might know the Jimny and what it did for 'Brand Suzuki'. But for those of you that don’t, here is a brief background of the model and the legacy it carries. 

With over 285 million units sold across 194 countries, the Jimny is one of Suzuki’s long-serving and best-selling nameplates. That it happens to be a mini SUV with spot-on styling, perfect proportions and unchallenged off-roading capabilities is just an added bonus.

The first-generation Jimny debuted in 1970 as Japan’s only four wheel drive minicar meeting the market’s unique ‘kei’ specifications. With Suzuki getting serious about the export prospects, the second-generation model was launched in 1977 and continued in production until 1998. We know this as the Gypsy in India. The Jimny entered its third generation in 1998 and you could buy one of these until earlier this year. Yes, as incredible as it sounds, this model was on sale for twenty long years. 

This long gap partly explains the enthusiasm surrounding the new Jimny’s global unveiling. In addition to satisfying the demand amongst hardcore fans and loyalists – which we understand run into tens of thousands globally – the new Jimny arrives at a time when the global preferences are shifting towards SUVs and crossovers. Add to that the fact Jimny has no mainstream competitors to speak of anywhere in the globe, the stage is all set for a dream run!

Don’t believe us? Get this. The Jimny went on sale in Japan soon after the official unveiling on 05th of July. And now, less than a month later, waiting lists to own one of these is said to be between 8 and 24 months depending on the variant chosen. Admittedly, the production capacity is limited but it’s still no mean feat!

At first glance, the Jimny might come across as a wannabe off-roader trying to imitate the Mercedes-Benz G-Class and the Land Rover Defender, two legends of the trade. But, look beyond that and you’ll realize the new Jimny is just a modern interpretation of how its predecessors always looked like. Be it the simple circular headlights, the grille with five vertical slats, the boxy shape and the 3-door layout, every element that defined the Jimny for decades have neatly found their way into the all-new model. The standard Jimny is exclusive to Japan and designed to meet the country’s kei car regulations. The Jimny Sierra that gets chunkier bumpers and flared wheel arches is the one slated for exports and the model that looks much nicer. 

The interiors have come of age and looks like any other new Suzuki. The multi-function steering wheel follows the brand’s latest design theme while the 7.0-inch touchscreen infotainment system is the same that’s seen in other Suzuki models. The instrument cluster, the central air-conditioning vents and the array of buttons and switches in the center console are designed to look tough and they do that exceedingly well. Kit on offer includes modern day niceties like integrated satellite navigation, Android Auto and Apple Car Play and safety features like dual front, side and curtain airbags, Autonomous Emergency Braking and Electronic Stability Control.

In all markets outside of Japan, the Jimny would be powered by a 1.5-liter naturally aspirated petrol engine that drives the rear wheels and generates 100 horsepower. Peak torque is rated at 130 Nm. That’s not much but then Jimny is not made to go fast on expressways. It is designed to prevail over roads less taken and comes properly equipped for that.  

Built on a robust ladder-frame chassis with a 3-link rigid axle suspension and equipped with Suzuki’s famous AllGrip Pro 4WD with a low range transfer gear, the Jimny is not a poser off-road like most other compact crossovers and wannabe SUVs. This is a car you don’t have to think twice before venturing off-road. In fact, with a 37° approach, 49° departure and 28° ramp breakover angles aided by a 210 mm ground clearance and a very short wheelbase, the Jimny begs to be taken down the dirty path.  

If you are so smitten by the new Jimny, just know you aren’t alone. As a matter of fact, there is nothing not to like in it. Yes, 3 doors might be two too short for India but with the kind of revenue and profit Maruti-Suzuki sends back to the coffers in Japan, it wouldn’t be a tough act to get their nod to develop a longer 5-door model specifically for India.

If that happens, the all-new Jimny might be all the car we will ever need with its compact footprint, modern feature-rich interiors, go-anywhere capabilities, Maruti-Suzuki's extensive after-sales support and Japanese reliability. Dear Maruti-Suzuki, are you listening?

The new Ertiga is bigger, looks sleeker and goes quicker. Are we looking at Maruti-Suzuki's next big-seller?

Would you believe if we tell you that Maruti-Suzuki, a force to reckon with in the Indian automotive industry, was a fringe player in MPVs and Utility Vehicles as recent as 2012? Yes, that's right and it was the Ertiga that changed the status quo. Based on the R3 Concept that debuted as a design study at the 2010 Auto Expo, Maruti-Suzuki launched the Ertiga in 2012 to a fantastic response in the market. As many as 11,000 of these were booked in India within the first five days of launch.

After a successful 6-year run that saw the Ertiga being the only successful MPV in India apart from the all-conquering Toyota Innova, it's time for an all-new model to take over. The second-generation Ertiga recently made its debut at the 2018 Jakarta Motor Show in Indonesia, another country where Suzuki's monocoque MPV is quite popular. While Maruti-Suzuki has not unveiled the new Ertiga in India yet, it is expected to be launched here before the end of the year. 

Unlike the current Ertiga whose sweptback headlamps and sloping hood are clear references to its origins from the Swift, the new Ertiga takes a distinct approach and looks mature. The more upright hood, the horizontal headlights that connect to the slender grille and the wide contours in the bumper are a clear departure from what we have seen in the new Swift and makes the Ertiga look more upmarket. The profile is characterized by a prominent shoulder line that runs fender to fender housing the door handles and the floating roof design effect aft of the C-pillar. At the rear, Suzuki's designers seem to have drawn inspiration from Volvo while sketching the taillights. It looks so close that it could make the Swedish car-maker's fans frown. That said, the new Ertiga's derriere looks far more appealing than the existing model.

Based on the 'Heartect' platform that also underpins the Baleno, Dzire and the new Swift, the Ertiga benefits from the safer and lighter monocoque. Measuring 99 mm longer, 40 mm wider and 5 mm taller, the new Ertiga is bigger in every dimension compared to the current model. While the wheelbase remains same at 2,740 mm, interior passenger space and luggage space appear to have improved considerably. Expect the third row to be more usable in the upcoming Ertiga! 

The interiors have been completely revamped with a dashboard that mixes retro styling touches with modern-day amenities and conveniences. The wooden pattern running across the width of the dashboard in the higher variants are from an era gone by while the flat-bottom steering wheel and tablet-like touchscreen in the center console are popular trends these days. Feature list is expected to be strengthened as well, given how well-kitted the new launches from Maruti-Suzuki are.

A scan of the new Ertiga's brochure detailing the complete specifications and feature list for the Indonesian market is shown below. 

Considering the all-round improvement, it would be great if Maruti-Suzuki refrains from carrying over the existing 1.4-liter K-series petrol and the 1.3-liter MultiJet-derived diesel engines in the new Ertiga. The car deserves and needs (with all three rows occupied and the boot loaded to the hilt!) more power. This is where the K15B 1.5-liter petrol engine under the hood of the Indonesian Ertiga could help. Developing 103 horsepower and 138 Nmof torque, this mill could suit Ertiga's requirements better. 

So, all said and done, the upcoming new Ertiga is bigger, looks sleeker and possibly goes quicker. Are we looking at Maruti-Suzuki's next big-seller? We've no doubts on that given Toyota has positioned the Innova Crysta far higher in the chain and the competition is pretty much dead.

Toyota and Suzuki inks deal for sharing cars in India

Toyota and Suzuki concluded an agreement yesterday to mutually supply hybrid and other vehicle models in India, a move that could decimate the competition if executed properly.

From signing a memorandum to explore business partnership early 2017 to announcing their co-operation for introduction of battery electric vehicles late last year to this agreement, Toyota and Suzuki have come a long way in a short time, aiming to play to their strenghts and bolster their respective positions in the Indian market.

Per the deal inked yesterday, Maruti-Suzuki would supply it's popular Baleno and Vitara Brezza to Toyota for sale through the latter's dealerships while Toyota would supply it's Corolla to be sold through Maruti-Suzuki's premium Nexa network. Let's not forget each of these three cars are top-sellers in their segments already and a deal like this is only going to increase their dominance further.

What makes this agreement even more significant is the sheer dominance of these two players in the Indian automotive industry. Maruti-Suzuki has been decimating competition in the A- and B-segments forever while Toyota has been competition's envy in the premium segments. Coming together of these two biggies, from exchanging popular models to introducing battery electric vehicles, promises to make things even better.

The competition should be scared, really scared!

Suzuki's all-new Swift Sport looks yummy. Will we get to taste it in India?

India might be the biggest market in terms of volumes for the Suzuki Swift but there is one hot variant of the car we unfortunately can’t lay our hands on here. Yeah, Swift Sport is what we are talking about. 

Whilst we have all along been denied a chance to experience one here in our country, the Swift Sport has been enthralling enthusiasts in Europe and Japan without burning deep holes in their pockets. With the third-generation Swift going on sale recently in major global markets, it was time for the Sport variant to get its third iteration too. Suzuki did just that by unveiling the car at the recently-concluded 2017 Frankfurt Motor Show.

Powering this ‘warm’ hatch is Suzuki’s 1.4-liter 'BOOSTERJET' engine that churns out 138 horsepower at 5,500 rpm and a good 230 Nm of torque from 2,500 to 3,500 rpm. The turbocharger is equipped with waste-gate valve control which remains closed under normal circumstances for a seamless throttle response. It opens when cruising to minimize fuel consumption. The direct injection system features seven hole injector nozzles enabling increased fuel pressure and highly atomized fuel injection. Paired with the engine is a 6-speed manual transmission, enhanced to deliver short strokes, better feedback and an improved shift feel.

Based on Suzuki's new-generation and light-weight 'HEARTECT' platform, the Swift Sport tips the scales at just 970 kg. That gives the car a torque-to-weight ratio of 4.2 kg/Nm, making it one of the most competitive hot hatches around. Swift Sport rose to fame through its sweet handling. Be it the usage of high-performance Monroe shocks at the front and rear, thicker stabilizer joint bars, increased camber and toe rigidity for better cornering capabilities or an exclusive trailing arm designed to minimize deformation, Suzuki's engineers have made sure the Swift Sport loses none of that in its latest iteration.  

Swift’s Mini-inspired styling was such a smash hit worldwide that Suzuki decided to settle with just evolutionary changes for the third-generation model. The Swift Sport, therefore, follows the same principle. That said, there are enough visual clues to differentiate it from the regular Swifts. 

First up is the exclusive ‘Champion Yellow’ paint job. Inspired by the colour scheme followed by Suzuki in the Junior World Rally Championship, the bright shade of yellow is an instant attention-grabber. The hexagonal grille at the front runs deeper down the front bumper, imparting an aggressive look. There are other usual add-ons we normally see on cars with sporty aspirations like under-spoilers at the front and rear, side skirts, rear roof spoiler and a muscular rear bumper complete with a diffuser and dual exhaust tips. Sexy 17-inch alloy wheels accentuate the sporty look. Being 40 mm wider and 15 mm lower than its predecessor, the new Swift Sport has an improved stance.

Equipped with a flat-bottom steering wheel, driver-oriented instrument panel with boost and oil temperature gauges, red accents, alloy pedals and semi-bucket seats, the interiors provide an adequately-sporty look and feel. Advanced safety features including Forward Detection System, Dual Sensor Brake Support and Lane Departure Warning, all of which uses a monocular camera and laser sensor to detect potential dangers and protect the occupants.

The more we know about it, the more we want to drive it! Question is, are we even getting the Swift Sport here in India? If the Baleno RS is any indication, Swift Sport should at least be in consideration for an Indian launch. Come on, Maruti-Suzuki, don't disappoint us. After all, no other country buys as many Swifts (and Dzires and Ertigas) as much as we do!

Maruti-Suzuki launches the new Dzire in India, prices start at ₹5.45 Lakhs

One of the most-important and hugely-anticipated new cars of 2017, the all-new Maruti-Suzuki Dzire, was launched yesterday. Currently in it's third-generation, the Dzire has now ditched the Swift prefix and grown into an independent nameplate.

The petrol variants are priced between INR 5.45 Lakhs and 7.94 Lakhs for the manual and INR 6.76 Lakhs and 8.41 Lakhs for the automatic variants. Prices for the diesel range between INR 6.45 Lakhs and 8.94 Lakhs for the manual and INR 7.76 Lakhs and 9.41 Lakhs for the automatic variants.

Unlike the two previous iterations in which the Dzire was just a Swift with an ungainly boot added on, the third-generation model has been designed and developed as a sedan from scratch. That has worked out very well as the integration of the boot and the overall proportions have improved considerably, making the new Dzire a good-looking car. That's a statement we do not make often for compact sedans. 

The fascia is similar to the upcoming new-generation Swift that recently went on sale globally. The swept-back headlamps and the profile of the new hexagonal grille are pretty much the same as the hatchback but the bumper and the chrome detailing are unique to the Dzire. The profile is where the Dzire really makes a mark with styling cues inspired by the lines in the Baleno and the Ciaz. You would also notice that the A-pillar itself has been redesigned to suit the characteristics of a sedan and isn't upright as it was before. The short and stubby boot doesn't look forced and has a Kizashi touch to it, something we can't complain about. As is the norm these days, a thick strip of chrome running across the bootlid adds bling.

The new Dzire is built on Suzuki's safer and lighter HEARTECT platform that also underpins the Baleno and the upcoming new Swift. As a result, the car is wider by 40mm, sits lower to the ground by 7mm and has a 20mm longer wheelbase. 

Though the basic layout of the interiors are shared with the new Swift, Maruti-Suzuki has redesigned the center console and the air-conditioning vents to give the Dzire a distinct look and feel. The two-tone beige and black cabin gets shiny wooden inserts and bits of chrome for good measure. The leather-wrapped flat-bottom steering wheel is all new and looks well-designed. The rear seat appear to be significantly more spacious and comfortable than the previous generation model, thanks to the increased wheelbase and features including rear air-conditoning vents and a center armrest with cup-holders.

The new Dzire has a standard safety pack with all variants coming with a driver and passenger airbag, Antilock Braking System (ABS) with Electronic Brakeforce Distribution (EBD) and Brake Assist, ISOFIX child seat anchorages and seat belt pretensioners with force limiter.

Other features across the lineup include LED projector headlamps and Daytime Running Lamps (DRL), precision-cut alloy wheels, automatic climate control, push Start/Stop button with smart keyless entry, automatic headlamps, one-touch up/down power window for the driver, electronic trunk opening and electrically-adjustable and retractable rear view mirrors. Like all recent Maruti-Suzukis, the new Dzire also gets the SmartPlay infotainment system with inbuilt Navigation and Voice Command. The touchscreen unit is compatible with Apple CarPlay, Android Auto and Mirror Link, offering a host of connectivity options.

Powering the new Dzire are the same pair of engines as the previous generation model - the 1.2-liter, 4-cylinder K-series petrol and the 1.3-liter, 4-cylinder DDiS diesel. While the former generates 82 horsepower and 113 Nm of torque, the latter churns out 74 horsepower and 190 Nm of torque. Both the engines are mated to a 5-speed manual transmission while some variants are also offered with the option of a 5-speed Automated Manual Transmission (AMT).

When Maruti-Suzuki teased the all-new Dzire a month back, we wrapped up the post stating it's time for competition to run for cover. We couldn't have been more truer. Even before it's prices were announced, the new Dzire has apparently amassed 33,000 bookings across the length and breath of the country. That's about ten times the monthly sales of the next best-selling compact sedan. Expect the new Dzire to shatter sales records and command a long waiting period.

Competition Alert: Maruti-Suzuki has teased the all-new Dzire and it's looking good

As if to spice things up this weekend, Maruti-Suzuki released Friday a sketch of the upcoming, third-generation Dzire sedan. Yes, this time, the car might not get the 'Swift' prefix given the fact that the Dzire nameplate has clearly established itself as a force to reckon with in the industry.

For the folks at Maruti-Suzuki, the teaser might just be a part of the pre-launch build-up leading to the actual launch in May. For the competition though, this is nothing but an official warning urging them to be prepared for an impending assault in the compact sedan segment.

Here's why.

Few cars have dominated their segments the way Swift Dzire has. Ever since it's launch in 2008, the Swift Dzire has been India's largest-selling car that's not a hatchback. Maruti-Suzuki have been selling more Swift Dzires than all it's competitors combined every month over the last few years. Rivals tried every trick in the trade to snatch sales and market share - Honda shoe-horned a more powerful diesel engine in the Amaze, Hyundai offered more features and a comfortable rear seat in the Xcent, Tata redefined space and value for money with the Zest, Ford brought in safety features unheard of in the segment with the Figo Aspire and Volkswagen joined the party with the famed 'German' build and solidity in the Ameo, but the Swift Dzire continued unabated. In fact, since 2014, only the Alto sells more than the Swift Dzire if you look at the annual sales charts.

Interestingly, the Swift Dzire accomplished the feat despite being butt-ugly. The Swift was such a good-looking car but it was designed to be a hatchback. Maruti-Suzuki's idea of forcing a boot on to the Swift's butt didn't look like a good idea when the car's pictures were first released. The Dzire wasn't looking desirable! But then, the car launched and silenced nay-sayers by becoming a massive hit with the masses. Sales zoomed past 100,000 units within two years of launch and kept increasing year over year. 

The second-generation came in 2012. This time, the car was designed to accommodate a boot grounds up, which meant it wasn't as shock-inducing as it's predecessor. Still, the 4-meter length restriction meant that the Swift Dzire still looked as if it was rear-ended when rolling off the line at Manesar. The car was still not as feature-loaded as it's rivals and Maruti-Suzuki were still depending on Fiat for the 1.3-liter diesel engine. But the car-buying public cared the least. Sales hit through the roof and the Swift Dzire massacred competition with cumulative sales crossing 1 million units in 2015.

The teaser pic and the spy-shots floating around in the internet has all but confirmed that the third-generation Dzire is a genuinely good-looking car. For the first time ever, the car's boot looks well-integrated and doesn't look like an afterthought. The profile is well-designed with lines inspired by the more-expensive Baleno and Ciaz. That's half the battle won already. If the recent launches from Maruti-Suzuki are any indication, expect the all-new Dzire to be fully loaded as well with an assortment of engine and transmission options being offered.

A good-looking Dzire with segment-leading features and technology isn't exactly what the competition wants right now. But, that's precisely what is on the way from Maruti-Suzuki. It's time for Honda, Hyundai, Tata, Ford and Volkswagen to run for cover. The undisputed king of compact sedans is back, this time with no potential chink in it's armour!

Maruti-Suzuki.. and the tale of three 'RS' cars..

After two unsuccessful attempts at a swanky Nexa outlet in the city, I managed to test-drive the recently-launched Baleno RS in Chennai. Though the drive was too short to form a definitive verdict, what was evident were Maruti-Suzuki's efforts to justify the RS suffix (Read that as 'Road Sport', not Rally Sport).

While I do understand this is hardly something to write about, we are talking about a car-maker whose previous attempts at launching RS-badged versions were laughable to put it at best.

2013 is when the first RS from Maruti-Suzuki debuted. Based on the Swift, the Sport variant of which received rave reviews abroad, the expectations were naturally high when the news of a Limited Edition RS came out. What we got though was a 'wannabe racer' hatch with so-called racy graphics and a few cosmetic add-ons that were collectively worth nothing. How about black wheel covers (not even alloys!) and mirrors painted blue? The mechanicals were left untouched from the regular variants, which was a shame considering the potential the Swift's chassis had.

With all the flak they received for their efforts, or lack thereof, on the Swift RS, you would expect them to not repeat the act. 

But they did and came out with yet another RS, this time based on the Ciaz. In what was a recap of the Swift episode, the mechanicals of the Ciaz RS were carried over from the regular variants, thereby dashing our hopes of seeing that stonker of a diesel engine - the 1.6 DDiS from Fiat - under the hood. Skirts, spoiler and all-black interiors don't make a RS but Maruti-Suzuki were either too naïve or over confident to realize that. I was happy though. Why, you wonder? My eyes weren't subjected to the torture of looking at gaudy graphics. For that alone, I can't thank the folks at Maruti-Suzuki enough.

Times have changed and so has Maruti-Suzuki. They are no longer focussed at the budget end of the automotive spectrum (Ciaz leads it's segment over the all-conquering Honda City), aren't averse to bringing in new technologies to the Indian market (pioneered introduction of AMT and SHVS) and are very well prepared than ever before to defend their turf, if the need arises. You couldn't have said any of these about Maruti-Suzuki five years back.

Coming back to the Baleno RS, it is clear Maruti-Suzuki has cleverly thought this over. For the first time ever, genuine​ efforts have gone in to live up to the RS tag. The car gets Suzuki's all-new 'Booster Jet' engine that's force fed through a turbocharger, the springs are stiffened up ever so slightly over the standard variants and there are discs all round boosting the braking performance. Even in my short drive, I felt the Baleno RS to be fast, agile and surprisingly fun to drive.

Of course, I expected more. A snazzier set of alloys, tastefully done two-tone colour options, sporty interior visual differentiation and Electronic Stability Program (ESP) would have made it a complete package but that's for another day.

I am glad India's largest car-maker has made a welcome start. And that doesn't augur well for it's rivals.

Maruti-Suzuki launches Ignis, goes after the millennials

Maruti-Suzuki's latest salvo in the hatchback space, the Ignis, was launched in India earlier today. Aimed at the young and the young-at-heart, the funky and compact Ignis would be the third product after the S-Cross and the Baleno to be sold exclusively through the premium Nexa sales channel.

Armed with a fresh and bold design approach with a host of retro touches that mimic popular Suzukis of the past, the Ignis is designed to attract stares on the road. Having said that, it's a clear love-it or hate-it affair. The single frame grille that encompasses the cool LED projector headlights, for instance, looks great while the retro-styled rear end is not designed to please everyone. Nevertheless, the Ignis is an eyeball-grabber and almost passes off as a mini SUV with its negligible overhangs, slim plastic cladding and tall stance. Adding to its appeal are the tasteful application of chrome, stylish alloys and the dual-tone colour options available.

The interiors are equally funky and unlike anything you have seen in a Maruti-Suzuki. Finished in black and ivory, the dual-tone dashboard gets a refreshingly new steering wheel, a nifty infotainment screen that looks like a bolt-on addition and a cool retro-themed center console with toggle switches for the air-conditioning system. While the base variants are left wanting in terms of features, the top-end Ignis is loaded to the hilt with features like automatic climate control, keyless entry and go, SmartPlay infotainment system with Android Auto and Apple CarPlay, electrically-foldable mirrors, puddle lamps, split-folding rear seat, steering-mounted controls and rear parking sensors with camera. 

What's impressive is the standard safety kit that include dual front airbags, seat belts with pre-tensioners, Antilock Braking System with Electronic Brake-force Distribution (EBD), ISOFIX child seat anchorage system and speed-sensing door locks. 

Adding that special 'classic' touch, both externally and internally, is the Suzuki Progressive Triad, a set of three parallel stripes that you cannot miss!

Powering the Ignis are the same set of engines that power a host of other Maruti-Suzuki models - the 1.2-liter K-series petrol engine that generates 83 horsepower and 113 Nm of torque and the Fiat-sourced 1.3-liter DDiS diesel engine that churns out 75 horsepower and 190 Nm of torque. A 5-speed manual gearbox is paired with both the engines while the option of adding an Automated Manual Transmission (AMT), or 'Auto Gear Shift' in Maruti-Suzuki's terminology, is also available.

Ignis is available in four trim levels - Sigma, Delta, Zeta and Alpha. The petrol variants are priced between INR 4.59 and 6.69 Lakhs while the diesel variants retail at prices between INR 6.39 and 7.80 Lakhs. All prices are introductory and ex-showroom Delhi. 

At these prices, the Ignis doesn't play the value card that most of it's stablemates do. Instead, this car tries to appeal to the millenials who don't mind spending that little extra to stand out in the crowd. 

At these prices, the Ignis has just about enough gap to the bigger Baleno sharing the Nexa showroom space and it will be interesting to see how Maruti-Suzuki positions the new Swift when it makes it here, albeit to Maruti-Suzuki showrooms.

Maruti-Suzuki Baleno RS with 'Boosterjet' engine spotted testing in Chennai

With more than 100,000 units sold in just over a year since launch, the Baleno has been a runaway success for Maruti-Suzuki in India. In fact, production constraints at the Gurgaon plant and export commitments strictly restricted the number of units that could be sold in the domestic market. Let's not forget India is the manufacturing hub for the Baleno with Maruti-Suzuki exporting the hatchback to global markets including Japan and Europe.

The success of Volkswagen's GT twins opened up the performance hatchback segment in India with Fiat following suit with the powerful Punto Abarth. Maruti-Suzuki's intentions to offer one became apparent at the 2016 Auto Expo in New Delhi when the Baleno RS Concept made its debut. Testing on public roads started soon afterwards.

Spotted testing in Chennai yesterday, it appears Maruti-Suzuki is not done with the testing schedules of the Baleno RS yet. Slated for launch before end of the year, this car would be the launch pad for Suzuki's 'Boosterjet' engine in the Indian market. The 1.0-liter three-cylinder turbocharged direct-injection mill is already on offer in the Baleno globally where it generates 110 horsepower and 160 Nm of torque. In comparison, the existing 1.2-liter petrol engine generates 83 horsepower and 115 Nm of torque from its four cylinders. Mated to a 5-speed manual transmission and Baleno's lightweight chassis, the RS is expected to be a genuine performance hatchback unlike the decked-out limited-edition RS that was offered in the Swift sometime back.

While Maruti-Suzuki does not offer the Baleno in black now, the Baleno RS is expected to be offered in one, similar to the car being tested. Additionally, it could also get visual add-ons like a different grille pattern, more muscular front and rear bumpers and subtle skirting all around to differentiate itself from the regular Balenos. The interiors are also expected to get subtle visual embellishments along with a few additional features.

When it goes on sale, expect the Baleno RS to be priced at a premium over the regular variants. Given that Maruti-Suzuki surprised us with competitive pricing across the existing Baleno range, shall we expect the same with the Baleno RS as well? Let's wait and watch.