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Maruti Suzuki recently launched the new fourth-generation Dzire with prices ranging between Rs 6.79 lakh and Rs 10.14 lakh (ex-showroom, Delhi). It continues to be based on the Swift hatchback, shares the same platform and engine but sports a differentiated look. It even goes one up on the equipment front. The new Dzire is available in four trims – LXi, VXi, ZXi and ZXi+ – and we take a close look at all the features you get in each trim.

2024 Maruti Suzuki Dzire trims, variants explained

The Dzire is powered by the same Z12E engine as the Swift: 82hp, 112Nm, 3-cylinder naturally aspirated. It’s available with a 5-speed manual gearbox as standard on all four trims; the AMT is available on all but the base trim. The new Dzire also gets a CNG powertrain right from launch, available on the mid-spec VXi and ZXi trims. Coupled with a 5-speed manual gearbox, the Dzire produces 69.75hp and 101.8Nm in CNG spec.

The new Dzire’s ARAI-rated fuel efficiency figure is 24.79kpl in manual form and 25.71kpl in AMT guise. Meanwhile, in CNG spec, the Dzire returns a claimed efficiency of 33.73km/kg.

New Maruti Dzire variant-wise features

Maruti Dzire LXi: Rs 6.79 lakh

Powertrain: petrol-MT

• Projector halogen headlights
• LED tail-lights
• 14-inch steel wheels without covers
• Shark fin antenna
• Black and beige dual-tone interior
• Fabric seat upholstery
• Adjustable front seat headrests
• Analogue instrument cluster with MID (multi-information display)
• All four power windows
• Auto up/down for the driver-side window
• Keyless entry
• Manual AC
• Tilt-adjustable steering wheel
• Six airbags
• Rear defogger
• 3-point seat belts with reminders for all seats
• Electronic stability program (ESP)
• Hill-hold assist
• ABS with EBD
• Reverse parking sensors

Maruti Dzire VXi: Rs 7.79 lakh–8.74 lakh

Powertrain: petrol-MT, petrol-AMT, CNG-MT

• 14-inch steel wheels with covers
• Chrome finish on the front grille
• Turn indicators on wing mirrors
• Body-coloured door handles and wing mirrors
• Electrically adjustable and foldable wing mirrors
• Silver insert on dashboard
• 7-inch touchscreen
• Wireless Android Auto and Apple CarPlay
• 4 speakers
• Steering-mounted controls
• OTA updates
• Voice assistant
• USB and Bluetooth connectivity
• Height-adjustable driver’s seat
• Adjustable rear headrests
• Day/night inside rearview mirror (IRVM)
• Front roof lamp
• Rear centre armrest with cupholders
• Rear AC vents

Maruti Dzire ZXi: Rs 8.89 lakh–9.84 lakh

Powertrain: petrol-MT, petrol-AMT, CNG-MT

• Auto LED headlights
• LED daytime running lamps
• 15-inch single-tone alloy wheels
• Chrome window garnish
• Silver trim and faux wood insert on dashboard
• Push button start/stop
• Wireless phone charger
• Key-operated boot opening
• Auto AC
• 6 speakers (including 2 tweeters)
• Connected car tech
• Reverse parking camera
• TPMS

Maruti Dzire ZXi+: Rs 9.69 lakh–10.14 lakh

Powertrain: petrol-MT, petrol-AMT

• 15-inch dual-tone alloys
• LED front fog lamps
• Front footwell illumination
• Leatherette-wrapped steering wheel
• 9-inch touchscreen
• Arkamys-tuned sound system
• Single-pane sunroof
• Coloured MID on instrument console
• Cruise control
• Auto-fold wing mirrors on locking the car
• 360-degree camera

Bookings for the new Dzire are ongoing for a token amount of Rs 11,000, and the introductory prices will be applicable till December 31, 2024. The Dzire rivals the Hyundai Aura, the Tata Tigor and the Honda Amaze, with the Amaze also due to receive an all-new generation next month.

Also See:

Maruti Dzire new vs old: price, engine, features comparison

2024 Maruti Suzuki Dzire review: India's favourite sedan massively updated

The fourth-gen Maruti Dzire is quite a departure from its predecessors in a lot of ways. Through the generations, this compact sedan has been based on the Swift hatchback, sharing the same chassis and powertrain options, among many other bits. However, with the latest-gen, there are quite a few differences between the two models, which is why this is going to be an in-depth comparison, on paper, between the new Dzire and Swift.

New Maruti Dzire vs Swift design

As mentioned above, the new Dzire has a distinct design when compared to the Swift, sharing almost nothing with the hatchback. The compact sedan looks more premium with its Audi-esque styling in the front, a smoother roofline, and the notchy boot.

In terms of size, the new Dzire is 5mm taller and 135mm longer, with the latter explaining the compact sedan's ability to carry an additional 117 litres worth of luggage in the boot. Interestingly, the base versions of both models weigh the same 920kg, while the higher versions of the Dzire, especially the CNG-equipped variants, weigh up to 35kg more.

It should be noted that the Swift comes with three dual-tone exterior colours – Sizzling Red with Midnight Black, Luster Blue with Midnight Black and Pearl Arctic White with Midnight Black – and six monotone options. Meanwhile, the Dzire gets a total of seven exterior finishes with no dual-tone options.

New Maruti Dzire vs Swift interior

On the inside, the new Dzire and Swift are far more closely linked. In fact, they have nearly identical dash layouts, from the size and shape of the side AC vents to the centrally mounted floating touchscreen. However, the compact sedan’s cabin gets a brighter beige and grey finish compared to the hatchback’s all-black one. In addition, the chrome strip that runs the length of the Dzire’s dashboard gets a kink near the central AC vents, which also has a marginally different trapezoidal design.

Coming to the features on offer in their respective range-topping forms, the Dzire comes with a longer list. Kit available on the Dzire that's not available on the Swift is a powered sunroof and a 360-degree camera. The rest of the features are identical, from the rear AC vents and climate control system to the 9-inch touchscreen, analogue dials and coloured MID.

New Maruti Dzire vs Swift engine

True to form, the new Dzire and Swift share the same Z12E three-cylinder petrol engine. The 1.2-litre unit produces the same 82hp and 112Nm of torque on petrol, 69.75hp and 101.8Nm of CNG, and comes with 5-speed manual and AMT options. Interestingly, while the heavier Dzire in petrol form is marginally less frugal than the Swift, the Dzire CNG goes 0.88km further on a kilo of gas than its hatchback counterpart.

New Maruti Dzire vs Swift price

For now, prices of the Dzire start Rs 30,000 higher than the Swift, which isn’t too much of a difference. Dzire AMT variants cost about Rs 50,000 more than the equivalent Swift variant, with the range-topping compact sedan being priced Rs 69,000 higher. Meanwhile, prices for the Dzire CNG are about Rs 54,000-64,000 higher than the Swift CNG’s.

Do note that prices for the Dzire are introductory, and will increase from January 2025. On paper then, the new Dzire seems to be quite a proposition when compared to the Swift. For not too much more money, the Dzire offers a more mature aesthetic and a longer list of features, along with being the more frugal model in CNG form.

Also see:

New Maruti Dzire variant-wise features, trims and prices explained

Maruti Dzire new vs old: price, engine, features comparison

Maruti Swift long term review, 1,200km report

“What do you mean we can’t leave?” Not that it’s a complaint, given our current location – the gorgeous Vivanta Dal Lake View hotel atop a hill overlooking Srinagar in Kashmir. But right off the bat, this was the first of a mercifully precious few hiccups in an otherwise meticulously planned journey. It turns out severe landslides have all but wiped out a section of the highway to Jammu, and it will be closed for a day while the authorities clear things up. Luckily, we’d budgeted some buffer days on this journey, which we would need to pull off something like this.

They say the two types of cars you simply cannot take on a road trip across India are a sportscar and an EV. We’re attempting to do just that in a car that is both – the Porsche Taycan. And it’s not some casual jaunt to a hill station over a weekend; this is the mighty K2K or Kashmir to Kanyakumari – over 4,000km from the northern to the southern tip of India. And before you ask, no, this is not a race against time or a test of range. In the real world, you do road trips comfortably, and that’s how we planned this.

So one extra day in Kashmir, huh? I’ve only so much as laid eyes on this Frozenblue Metallic Porsche Taycan once, at its launch in November 2021, so this is a good chance to get to know it better, I think. And what I get to test right off the bat is how good it is at being a Porsche. Twisty mountain roads, narrow, but decently surfaced, and since we don’t have any vast distance to cover today, I’m allowing myself a bit of fun.

Taycan Drive Kashmir to Kanyakumari: Srinagar to Jaipur

– Gavin D’Souza

Straight into Sport Plus mode and off we go. What gets me first is the steering – a hallmark of every Porsche. In Sport Plus, it makes no concessions to lightness in the quest for the ultimate feedback. The whole car feels just so tightly wound in a way that no EV I’ve driven before has, and this is not even the mighty Turbo S. There’s a purity to how this base, rear-wheel-drive model drives, and its 326hp is ample without feeling over the top. Some breathtaking views and a fair few hairpins later, it’s time to put the car back on charge and head off in search of a Kashmiri dinner.

The following morning, a proud 100 percent and 370km of indicated range showing on the screen, we’ve got the all-clear from the highway authorities and we’re ready to flag off. But first, a little matter of packaging. The 84-litre frunk can hold a surprising amount, but as we’re going on a long trip, we’ve packed some extra charging gear – including a custom-made 15A extension cord, just in case. It’s the 407-litre rear boot that, impressively, swallows up two week-long bags and then some, despite also housing the space-saver spare tyre.

Our exit from Srinagar is far more subdued than my little jaunt from the day prior, as we settle down nicely with the ‘Normal’ drive mode. I make sure to turn brake regeneration on, however, as it’s all downhill from here. As the kilometres tumble, the indicated range stays more or less the same, which means we’re driving this car more efficiently than the last person – me, yesterday.

The roads up here are heavily militarised, and it’s not unusual to be stopped for long spells to allow convoys to pass through. It happens on more than a few occasions, which gives the local sellers of apples, shawls and cricket bats enough opportunities to accost us with their best possible deals. It’s not long before they turn their attention to the blue bolt, however, and the conversation changes from bargaining to wild curiosity.

The road to Jammu takes us through the 8.45km long Qazigund-Banihal tunnel, among several others, and before long, we’re in Ramban district, where those devastating landslides took place. The authorities have done a tremendous job of clearing the road, but it’s still something of a mucky minefield, and the first real test of the Taycan’s go-anywhere ability. Thankfully, air suspension is standard for India, and raising it a few times lets us navigate the watery ruts left behind by the heavy truck traffic. That slowdown and the many traffic stops meant it’s after dark as we roll into Jammu for the night.

An uneventful driving day suddenly turns tense as we encounter heavy water-logging in Zirakpur, Punjab.

We thought the most eventful part of this journey was behind us, but we’re in for a surprise. For the most part, the journey to Chandigarh comprised superb, wide highways and superb road surfaces. But as we enter Zirakpur, the sky breaks open with some of the most intense rainfall I’ve seen all year. Visibility is non-existent, other road users are in a panic, and huge ponds of standing water begin to emerge out of nowhere. And then, after a long traffic jam crawls us towards a blind junction, the penny drops. A huge water-logged stretch spreads out before us and we have no choice but to wade through. It’s already taken a few vehicular victims, abandoned in the middle or to the side, but we push on. I’m quickly reminded that with this being an EV, there’s actually less chance of internal powertrain damage, as there are no intakes or exhausts for water to enter through. Still, it doesn’t stop my heart from being lodged firmly in my mouth, and once we’re finally clear and into Chandigarh, we inspect the car, and all is well.

It’s an absolute breeze getting to the Capital the next day, and although quite uneventful, the long, smooth highway gives me a fun game to play. The Taycan, unlike most EVs, actually has two gears in its transmission, the second being an overdrive for better efficiency on the highway. Putting the car in Eco mode actually lowers the suspension for better aero, and it’s here that I start chasing my new favourite number on the screen – the km/kWh reading. Much like kpl, a higher number is better, and in my experience with EVs so far, anything above 5km/kWh is good. Coming down from Kashmir meant we were already doing a pretty good 6.2, but by the time we roll into Delhi, I manage to take it up to 7.1km/kWh!

As we dock into a fast-charging bay at a large fuel station in the heart of the Capital, the unexpected happens. Car enthusiasts, two, three, four at a time, start to pull in and fill up; they serve 100-octane here. As it turns out, they’re all on their way to a Cars and Coffee New Delhi meet-up. It’d be silly not to go and check it out, and when we do, we’re treated to an incredibly warm welcome from scores of enthusiastic car owners. The Taycan is the only EV there, of course, and parked amongst internal combustion’s finest, it’s a great way for all of us to unwind.

My brilliant 7.1km/kWh figure is quickly eroded the next morning as progress is brought to its knees by Delhi traffic. An EV is technically more efficient in traffic than an ICE car, but nothing could be efficient here. After a quick spin around India Gate, it’s time to make our way to Jaipur. While Rajasthan’s highways are generally some of the best around, the monsoon seems to have taken its toll, and we’re regularly engaged in a game of dodge the surprise pothole. It’s back up to Comfort mode and mid-height suspension, I think. The final stretch to our hotel – thanks to some of Google Maps’ finest botchery – is on a tiny village road, replete with traffic snags and annoyed locals. But now that I’m so well acquainted with the Taycan, it’s as easy as driving a family hatchback.

Taycan Drive Kashmir to Kanyakumari: Jaipur to Mumbai 

– Jay Patil

Starting the second leg of the Taycan K2K drive was pretty much like being the second runner in a 4x100m relay: vastly underrated and little in terms of excitement. The flag dropped and in true relay fashion, Gavin started off in the twisties of the north that straightened out as he passed me the baton. It was bittersweet, to be honest, considering the Jaipur to Mumbai leg is mostly flat with only a handful of bends thrown in to break the monotony. And going by Shapur’s review, the Taycan, despite being an all-electric Porsche, was one that offered the full experience.

 It’s mostly big highways and open roads, but we often have to go off the beaten path on this journey.

My straight jaunt to Mumbai started off from the quaint Devi Ratn Resort in the beautiful city of Jaipur. Beautiful it was, right until the clock struck 9am and traffic clogged the picturesque but narrow streets. Nursing the Taycan out of the city amidst the parking  sensors’ greatest hits was nerve-racking and a gentle reminder that it wasn’t going to be a road trip like in the movies with just long looping highways.

What most of the Jaipur-Mumbai stretch looks like. An arrow straight ribbon of tarmac.

As we got out on the highway, I could relax and stretch the Taycan’s legs to get a feel of the zero-emissions Porsche. My first thought was of disappointment, because there was no exhaust purring away as I squeezed the accelerator. What was surprising, though, was how adept the Taycan was at cruising speeds. It exudes a feeling of a superb long-distance tourer that makes light work of hundreds of kilometres. As it munched on the miles and kept washing them down with lithium-ion juice, my range anxiety too was tapering slowly. The Taycan’s battery management is superbly calibrated and it gently sips on charge as you trudge along. But, of course, on long, straight highways, there would be a change in drive mode every once in a while. While Comfort is the ideal setting for a drive like this, Sport Plus is where the drowsiness of a lengthy road is eradicated. However, while the instant torque does make for cheap thrills, there are only so many times you can enjoy a shove to the body.

With my eyes peering out in the distance for some corners, we entered Udaipur, and my hunger for a few twisties was temporarily satisfied by some spicy Laal Maas.

An extremely comfy night at the wonderful Taj Aravali Resort and Spa made sure I was fresh for the next day when we would be leaving behind Rajasthan and entering Gujarat.

Long charging times, especially without fast charging allow you to have a relaxed meal.

The start to each day was methodical and started by filling out a log for each day’s trip and charge reading. Udaipur was yet another breezy drive, until we needed to recharge. You see, when you are on long drives like these, even the most diligent planning can go for a toss. And so it did when we reached the charging location at a remote, under-construction hotel. Now, recharging isn’t as effortless as parking your car and plugging it in. There can be some rough patches there too. We found out the hard way as we plugged the car in and realised we were out of network. This rendered online payment impossible, and just as we were about to lose all hope, Rahul decided to walk around and managed to find one bar the traditional way – one arm in the air. If that wasn’t enough, there was a power cut at the hotel, which halted the charging. As ironic as it was, a diesel generator was used to power the charging station, but the entire process of rebooting the charging software, with the weak network and fluctuating power supply, cost us a good chunk of time. Fingers crossed, we hoped the car charged as fast as possible and started prepping for a night drive into Gujarat.

As we set off, I made good use of the Taycan’s straight-line prowess and as the sun bid adieu, we crossed into Ahmedabad.

Taycan Drive Kashmir to Kanyakumari: Mumbai to Satara

– Hormazd Sorabjee

With the Taycan’s 79.2kWh battery topped up to 100 percent charge via our wall box charger in office, the first stop of the day was Pune. After a ceremonial flag off of the southern leg of our K2K drive at our office by Manolito Vujicic, head of Porsche India (also my co-driver), we eased the Taycan into Mumbai’s rush hour traffic towards the expressway. Two nasty speed breakers just outside office saw the Taycan pass the ground clearance test with flying colours. The Mumbai-Pune Expressway was where the Taycan came into its own, silently and swiftly slicing past traffic. That Mano and I were engaged in animated conversation throughout was evidence of the Taycan’s ability to gobble miles without any drama. Truth is, though it was a quick drive to our lunch stop, deliberately chosen not far from a Tata Power 25kW charger, I wasn’t driving this Porsche like a Porsche. That would be saved for the Khambatki ghat after Pune. We arrived in Pune covering 165km and with a 63 percent charge.

The Chhatrapati Shivaji Terminus was part of Taycan’s Mumbai darshan.

Lunch at Sayaji hotel took a little more than an hour, enough time for the Taycan’s battery to get upto 99 percent. Driver and car nicely fed, we made brisk progress on NH48 and reached the bottom of Khambatki, where the fun would begin in earnest. Camera team in position, Sport Plus mode selected, a pause for a gap in the road and wham. Acceleration is quick but not super quick (this is not the Turbo S but the base model), but the handling is just next level. The wide, smooth and curvy uphill one-way section of Khambatki was the ideal playground for the Taycan. The way it dives in and out of corners, the purity of the steering, the flat and composed ride was just incredible. In fact, it was so much fun, that we did the Khambatki loop twice.

The car and the journey got a thumbs up from everyone.

Twenty kilometres later, we were stopped by the police, not for speeding but because they wanted to have a look at the car. The blue Taycan was making all sorts of friends wherever it went!

Exciting Taycan came into its element on ghats en route Satara.

Flat-out uphill driving did take its toll on the battery, but when we reached Satara, a good 140km after our last top up, we still had 54 percent charge. I left the inconvenient job of finding a charger in Satara before calling it a day. Any regrets? I just wish I had more time to have driven it all the way to Kanyakumari, I was just getting warmed up.

Taycan Drive Kashmir to Kanyakumari: Satara to Kanyakumari 

– Nikhil Bhatia

I’d been following the Taycan’s adventure through India via Instagram thus far and had been itching to be part of the proceedings myself. Satara is where I gleefully joined car and crew. I’m no stranger to the highway we are on (it’s part of the route to Goa!), but I was a stranger to the Taycan. I’d not driven one before and there really wasn’t any time for an ice-breaking session with it either. A quick run through of the Taycan’s four screens and some of its quirks like the unusual position of the light switches beside the instrument screen was pretty much it. Thing is, as I find out almost instantly, the Taycan is a car that puts you at immediate ease. It’s very 911 in that sense. Frontal visibility is excellent, the beautiful bonnet ‘buttresses’ are a great reference point, and the driving position is spot on. I think I’m going to enjoy my time in the Taycan!

The Gogte Plaza charging station at Belagavi supplied cleanest energy.

The drive to Belagavi is smooth and ends with a charge at the Gogte Plaza charging station. Set up beside a solar field that powers it, with windmills churning away in the distance, it’s the ‘cleanest’ and greenest of our charging stops. I hope it’s a model we see replicated over the larger journey to electrification. The roads improve as we charge on deeper into Karnataka. Our average speed is up, travel time is reduced and what that means is a lot more can be packed into the day. Our stop at Davanagere is well spent in the quest for the best Benne Dosa – butter dosa with butter level Pro Max! Ahem, some of us may have packed in a kilo or two over the drive.

Resplendent Vidhana Soudha in Bengaluru is a must-see.

It’s on the way to Bengaluru that it hits me – range anxiety hasn’t hit me yet! Save for a range check at the start of each day, I’ve not paid much attention to the number over the course of three days of driving. EVs minus their most notorious stress point are a win in my books. A charger in easy reach just sweetens the deal. Luckily for us, Taj Yeshwantpur in Bengaluru, our halt for the night, is home to EV chargers.

There was just no getting around Bengaluru traffic.

Our plan of a late exit out of Bengaluru to avoid the early morning rush is met with partial success. We get a good run to the resplendent Vidhana Soudha, a must see, but it’s a crawl for the rest of the way out. The Taycan’s natural silence has a calming influence in the madness, I can tell you that.

The day’s driving has us enter Tamil Nadu, the final state on our journey. My devious plans to beat Gavin’s efficiency record are quickly aborted. The road is super-smooth and there are some wide, sweeping corners too. It’d be rude not to enjoy it to the fullest. Sport Plus dialled, the Taycan quickly (quickly being the operative word) reminds me it’s a Porsche first and then an EV. That gorgeous balance to the handling is just so, so rewarding. It’s only later that I realise we weren’t all that far from Kolli Hills, the 70-hairpin hill climb. Talk of a missed opportunity!

Zeon Charging’s RFID-enabled interface was really user-friendly.

It’s smooth sailing from Salem to Madurai. Again, it’s the road that impresses and what’s also reassuring to know is that we are never too far from a fast charger. The EV charging network is denser in the south. We use Zeon Charging’s 50kW charger, and it’s a joy to see the car ‘tank up’ so quickly, relatively speaking. The Taycan can accept charge at up to 225kW, which, infrastructure supporting, can give 100km of range within 5 min of plugging in.

I’d have loved to stay on to explore the temple city of Madurai and the historic Taj Gateway hotel we were staying at, but there’s a futuristic car waiting for me and a journey to complete. Today is the day we drive to Kanyakumari.

Gorgeous final run was almost ceremoniously lined with windmills.

I do feel for poor Gavin and Jay, but I think I’ve lucked out with the best roads of the entire trip. The surface is brilliant and the icing on the cake is that the traffic has thinned out the further south we’ve come. This is my last dance with the Taycan and I sure as hell make the most of it. Gorgeous skies and a forest, and I mean it, a forest of windmills on either side of the road lead us into Kanyakumari.

It’s a busy Sunday evening at the southernmost point of mainland India, but we politely creep our way forward till we make it to Sunrise Point (incidentally down the road from Sunset Point) and have the iconic Vivekananda Rock and Thiruvalluvar statue in view. This is it! Job done! Manolito Vujicic, who is donning two hats – of Porsche India head and a wide-eyed tourist – joyfully flags us in. Curious bystanders, and there are hordes of them, can’t comprehend our drive all the way from Kashmir, let alone one in an EV.

To us, the 4,467km journey has been epic in so many ways, but one of many learnings too.

Our Taycan lived an entire life in those 4466.5km.

For one, isn’t it gratifying to know we have the roads, at least many, to really enjoy a Porsche on? Then there’s the EV infrastructure. There’s no arguing here because there’s still a long way to go, but the fact that the Taycan did the trip from Kashmir to Kanyakumari without burning a drop of petrol or diesel, or needing any form of external assistance should tell you we’re surely headed in the right direction. And it cost us ‘only’ Rs 15,422 in charging. Fast charging isn’t cheap, but you’d be spending in multiples on fuel with a similar powered petrol car.

Bustling Kanyakumari was a place of quiet reflection of one epic journey.

As for the car. What a machine. We put it through everything. Rain. Shine. Good roads. Bad roads. No roads. The Porsche Taycan took everything like a champ. We knew it’d be fast and exciting, but what we’ve come to appreciate is how India-friendly the car is. Ironically enough, the Taycan’s impressive real-world range meant the whole journey wasn’t as much of an adventure as we anticipated it to be. And that is no bad thing.

Who said you can’t road trip in a sportscar or an EV?

Also see: 

Porsche Taycan India review: The best driving EV in the world

SUVs are all the rage today, but no one told the Dzire that. It continues to be a strong seller. Last year, the compact sedan found 1.57 lakh buyers – that’s more than all its competitors combined. Even more impressive is that this figure puts it ahead of compact SUVs like the Hyundai Venue, Kia Sonet and Maruti Fronx.

So, unlike the Ciaz, Maruti has lavished plenty of attention on this sedan, with regular updates since the original was launched in 2008. As with all predecessors, the Dzire is based on the Swift, and this new model shares its underpinnings with the latest Swift, which was introduced earlier this year. While it’s based on the previous car and shares its ‘Heartect’ platform, there are massive changes to technical bits, such as the suspension and the structural elements of the body. There are aesthetic changes too, and thus, Maruti classifies this as the 4th generation.

Except for the height, where the new Dzire is 10mm taller at 1,525mm, the new car is identical to the outgoing model in length (3,995mm), width (1,735mm), and wheelbase (2,450mm). The width and wheelbase are also identical to those of the new Swift.

Maruti Suzuki Dzire exterior style

With each generation, Maruti has further distanced the Dzire from the Swift, and this one sees the maximum separation. One look, or even a good long stare at the two cars outside, will not clue you into their shared genes. The Dzire looks very different, and the styling is very sedan-like with a horizontal orientation, unlike the previous car, which carried vertically styled elements. That’s clearly seen with the LED headlights, which are narrow, horizontally shaped units housing thin DRLs and crystal-like cube elements laid out horizontally. The grille has an Audi-esque familiarity to it, thanks to the large trapezoidal shape. That said, though, the Dzire’s front end has its own style and looks very smart and elegant, topped by a flatter bonnet compared to the previous car.

On the side, the curves on the doors look similar to the model before, but with the reshaped front and rear fenders, the new car does stand apart. Alloys are newly designed units, 15 inches in diameter, and carry 185/65 sized tyres. Atop, there’s a shark fin antenna instead of a regular one.

The tail-lights are squarish but carry a tri-arrow-shaped LED light signature laid horizontally, and that lends more visual width to the car. The boot has an added lip spoiler, and the lower edge of the bumper has a sporty-looking chamfered strip moulded into it. It helps widen the car visually and will make for a sporty touch with some contrasting shade. Dzire RS coming up, Suzuki?

Maruti Suzuki Dzire interior style, space and comfort

While the exterior bears no resemblance to the Swift, the interior is nearly identical. The dashboard, centre console, steering wheel, and instrument panel are all carried over but have a different colour scheme that uses beige on the dash, door pads and seats, and wood trim across the dash. It looks smart and neat, and all controls are well laid out and easy to use. While some might have preferred a fully digital instrument panel with a graphics-heavy design, the twin dials look neat, sporty, and very easy to read at a glance.

Front seats are comfy with soft cushioning, and overall space is just fine; at the rear, however, headroom is tight. Despite the 5mm increase in height over the Swift, headroom feels compromised, largely due to the sunroof, which has resulted in a lower headliner. The liner is scooped out towards the rear, but I had just about a three-finger space to the top, and the roof does feel close to your head. Comfort-wise, the seat is fine, softly cushioned like the front, and there’s a rear armrest, twin AC vents, and two USB ports for rear passengers. Boot space is just about adequate, at 382 litres – the lowest in the class – and the rear seat back is fixed (cannot be folded down).  

Maruti Suzuki Dzire features and safety

Big new features on the Dzire are a sunroof and a 360-degree camera; while the sunroof is small and has a more feel-good factor, the 360-degree camera offers a clear view with a 3D display and dynamic rear parking lines. Other features are a 9-inch touchscreen unit with wireless Android Auto and Apple CarPlay, wireless phone charging, connected car tech, and cruise control. Given what’s on offer today in this price segment, Maruti Suzuki should have had a few more features, such as premium audio hardware, cooled seats, and ambient lighting. 

While these features go amiss, it’s nice to see that the safety kit is elaborate and standard across variants. Six airbags, 3-point seatbelts for all occupants, ISO-FIX child seat mounts, ABS, ESP, and Hill Hold Assist will feature in every Dzire sold. What’s even nicer to see, and will be a big surprise for many, is the 5-star adult occupant and 4-star child occupant protection rating the Dzire has scored under the GNCAP safety protocol. The performance in these new enhanced safety protocols is commendable, and while it may not be a 360-degree assessment of everything that can go wrong, it covers a significant portion of road accidents and is a good barometer for the safety potential of a car.

Maruti Suzuki Dzire engine and performance

The new Dzire is powered by the recently introduced Z12E engine that debuted with the new Swift. Like in the Swift, the 3-cylinder unit puts out an identical 82hp at 5700rpm and 112Nm of torque at 4300rpm. It feels identical in nature too. There are some vibrations at low rpms, but these fade away as you drive on. The engine is quite audible, but at low and mid speeds, it has a likeable audio note with it, only sounding strained at the top end.

82hp may not sound like much, and indeed, it is 8hp lower than the outgoing K12M engine. However, at low engine speeds, the response is good and the car moves off the line cleanly and crisply.

Power then builds up in a gentle and linear fashion, and keeps coming in even above 5,000rpm, so there is some merit in revving it further. Those who like a spirited drive will end up doing so, as the engine isn’t peppy and lively. It even red lines at 6,000rpm, which is about 400rpm lower than the previous unit. In a quick test, it took over 13 seconds to 100kph from zero, which is slower than the previous car. However, we’ll soon put it through our standard instrument tests to measure all the figures. Don’t hold your breath, though, as the Dzire will be slower than the Swift, which itself wasn’t very impressive.

Going through the gears isn't a chore; the 5-speed gearbox has been tweaked and features a new hydraulic clutch. It's very smooth and light in effort, and the gear throws are also light and easy. Shifts on the AMT are smooth and at a moderate pace, and there's a minimal gap between shifts; it also downshifts a gear or two readily, but put your foot down and the pause gets very pronounced, and this does slow down the car during hard acceleration. There is a tip function to the gear lever that enables you to manually control shifts. 

The main calling card for the new powerplant is efficiency, with the Dzire now claiming a figure of 24.79kpl for the 5-speed manual, which is up from the earlier cars' 23.26kpl claim. The AMT version claims a figure of 25.71kpl. There's also a CNG version, which we are yet to drive, and that promises 33.73kms/kg from its 70ps and 102Nm power unit.

Maruti Suzuki Dzire ride and handling

Like the powertrain, the Dzire’s suspension hardware is also carried over from the Swift, with McPherson struts at the front and a torsion beam setup at the rear. Small tweaks have been made to the spring and dampers; however, these are only to compensate for the increase in kerb weight, which, at 960 kg, is 40 kilos more than the Swift. The character thus remains the same, and that’s a very good thing. Like the hatch, the sedan also rides very well; bump absorption is good, and regular potholes and ruts are smoothed out well.

On the handling front, too, it impresses like the Swift. The electric power steering is smooth and fluid, and it returns to the centre in a very natural manner. Push it hard, and there is some body roll, but for everyday and even some spirited driving, it corners well with a progressive and controlled lean, offering good road grip.  

Maruti Suzuki Dzire price and verdict

Maruti Suzuki has clearly put in significant effort with the new Dzire. The car looks and feels very different from before; it’s elegant and more sedan-like, and that’s commendable given the tight confines of its sub-4-meter footprint. It rides very well, the handling is good and sporty, and the engine is more than adequate for everyday driving. It’s well equipped, too, and features like the sunroof and 360-degree camera will be appreciated, as will the fact that this is Maruti Suzuki’s first 5-star GNCAP car. It’s priced between Rs 6.79 lakh and Rs 10.14 lakh (ex-showroom, Delhi).

So is it perfect, then? No, rear headroom is tight, and it should have offered a few more of today’s must-have features, but this won’t be enough to deter buyers, especially not when you weigh it against its impressive breadth of abilities. So, like its predecessor, the new Dzire will continue to ring the cash register for Maruti and is all set to carry on being the flagbearer for sedans in an increasingly dominant SUV world.

Also see:

New Maruti Dzire video review 

Even in the rarefied space of super-luxury and high-performance cars, it’s only so often a new Aston Martin comes along, but boy, is it an occasion when one does. Boutique in the context of giants like Ferrari and Bentley, the British marque makes only a handful of ultra-high-end models, and with ownership and management in a state of flux over the last many years, things have been inconsistent, to say the least. But with new boss Lawrence Stroll at the helm, things appear to be charging forward with renewed vigour and focus, and you need not look any further than the DB12 as evidence of this.

There are more pedestrian offerings like the Vantage and DBX, as well as more exotic stuff like the Valkyrie and upcoming Valhalla, but the DB coupe is always the heart of the brand’s range and arguably its most important model. You might look at its stunning but familiar form and think it’s a facelift of the DB11, but trust us, it really isn’t! They’ve trimmed the fat and ditched the V12 altogether (despite what the name might suggest), and have found even more power in the V8. It’s wider and lighter, there’s new suspension and a quick-acting e-diff, but most of all, it has a brand-new interior and gizmos to match. In fact, Aston says it’s created a new type of car altogether – the super tourer – where the performance of a supercar meets the long-legged luxury of a GT car.

Aston Martin DB12 exterior design

Though there’s no hiding its visual linkage to the DB11, but that’s no bad thing, is it? It borrows some elements from the DBS Superleggera too, and overall looks like a DB11 that’s been on steroids; the same essential silhouette but bursting at the seams. It’s 22mm wider, which only enhances that wide-narrow-wide ‘Coke bottle’ shape. The grille is huge now, extending to the base of the bumper and tipping forward aggressively, with a wide air-dam squeezing out from under it. The bonnet has more contours and troughs, and interestingly opens conventionally, unlike its predecessor’s, which was hinged at the front. Another cool detail are the wing mirrors with edge-to-edge fixed glass; the whole pod moves when you adjust it, rather than just the glass.

An import from the DBS is the huge air vent behind the front wheels, and the DB12 sits on 21-inch wheels front and rear with a massive 325-section rear tyre. Fun fact: it uses specially developed Michelin Pilot Sport 5S AML (Aston Martin Lagonda) tyres, much like the DB11 used Bridgestone Potenza S 007 (named after a certain fictional spy) rubber. Not much has changed aft of the doors (the ‘swan wing’ variety that open slightly upward), but again, that’s no bad thing. You still get the slim, C-shaped LED tail-lamps and the pinched roof that flows down into the wide tail. Intakes hidden in the C Pillars channel air through the boot lid and out of a small active spoiler, eliminating the need for big aero addenda. Unfortunately, the boot itself is tiny, at just 262 litres, so your grand touring would be capped at just a weekend.

When the starting point was so good, how successful the design enhancements are is up for debate. It’s lost some of the subtlety of the DB11 to be sure, but has gained more aggression in the process, and there’s no arguing it is still a stunning piece of metal.

Aston Martin DB12 interior and space

If the outside didn’t tell you this was a new-gen car, the interior surely will. The entire dashboard is new, for a start, and the first thing you notice is that though materials are as high-grade as ever, build quality has taken a huge leap forward. Our test car is trimmed in an uninspiring black on grey, but a quick play with the online configurator reveals that you can be a lot more adventurous depending on how deep your pockets are. Several wood, metal and carbon options are available, not to mention a smorgasbord of hide and stitching options that can be mixed and matched. There are even three levels of front seats; we have the Comfort spec, but you can also get Sport or Race seats with increasingly aggressive cushioning.

But on to the new dashboard, which takes on a more user-friendly design. The ‘waterfall’ centre console is high set and extends to the rear of the cabin, bringing into easy access not just the new 10.25-inch touchscreen, but an array of welcome physical buttons. These include shortcuts for climate control, suspension, exhaust, ESC, parking cameras and sensors, and lane-keep assist. Drive modes are selected via a rotary dial, at the centre of which sits a classy start/stop button. The four-knurled roller switches for AC and volume control work with an indescribably satisfying heft, and there’s a 911-style toggle for the gear selector.

But for all the added quality and functionality, the interior has lost some of its charm. It’s all straight lines and sharp angles, with none of the quirky design that set the DB11 apart from every other super-luxury car. Yes, the toggle gear lever is easier to use, but this is the first Aston in ages without the signature five buttons on the dash. Similarly, while the new 10.25-inch digital dial screen looks modern, it’s just a rectangle propped behind the wheel, and misses the flair of the old hooded binnacle.

Though there are rear seats, as you might have guessed from the low and pinched roof, there isn’t much room. It’s strictly for young kids, while medium-sized adults could perhaps bear the squeeze for short journeys; certainly not cross-continent jaunts. 

Aston Martin DB12 features

Another significant change is the all-new E&E architecture, which was something previously borrowed from Mercedes-Benz. For a small-volume brand, outsourcing such a thing is usually the better way to go, but Aston Martin has invested in developing a new system in-house, which will be used in all upcoming models, including the upcoming new Vantage and DBX facelift. Though now free from the shackles of the last-gen Mercedes system used before, some parts remain, like the indicator/wiper stalk and the capacitive touch buttons on the steering wheel.

The investment seems to have paid off, with a UI and UX that’s modern and feature-packed, on both 10.25-inch screens. The dials are customisable and change appearance with the drive modes, while the touchscreen response is good and animations are slick. Some icons are too small, however, making them tricky to tap on the move, and we found a few glitches in our test car’s system, like menus getting stuck on screen, concealing other functions. The optional 15-speaker, 1,170W Bowers & Wilkins music system not only sounds divine but also looks good with its aluminium speaker grilles, and you also get ADAS features.

Aston Martin DB12 engine, gearbox and performance

As we’ve seen in the likes of the DBX and Vantage, this may be AMG’s familiar 4.0-litre twin-turbo V8, but Aston Martin’s engineers have given it a character all of its own. It starts with the sound, which has a lot more depth and character to it, changing its note and volume as you pile on the revs, and always sounding good. And no, this is not just a function of adding a ‘loud’ button for the exhaust – although that is also available.

But as you prod the accelerator, too, you’ll start to see the changes. First off, while the DBX uses AMG’s 9-speed ‘MCT’ gearbox, the DB12 uses ZF’s 8-speed torque converter, mounted at the rear, and as is characteristic of the two, the ZF unit is a little bit smoother and not as aggressive with its shifts. What’s unusual, however, is that it can be slow to respond if you ask for a sudden downshift by prodding the accelerator – even in Sport+ mode. This is not the case in some of its other high-performance applications, and certainly puts a dent in the DB12’s ‘super tourer’ credentials. Things improve considerably when you dial it back by 10 percent, but more on this later. Shifts via the paddles are fine, however, though these have moved from the steering column to the wheel.

Find a good rhythm and you can really enjoy this spectacular engine. Yes, Aston’s short-lived ‘AE31’ 5.2-litre twin-turbo V12 is no more, but you won’t miss it. The V8 is over 100kg lighter than the V12, produces 80hp and 100Nm more, and arguably sounds better too. As with the sound, the performance too feels entirely different to any of its Mercedes applications. Power delivery is progressive and swelling, rather than a sledgehammer whack in the mid-range. It’s not a high-strung, fast-revving engine, but every trip to the redline feels like a journey in its own right, thanks to the fluidity of the power delivery and, oh yes, that noise.

Ironically, this can belie the DB12’s prodigious 680hp and 800Nm figures because it doesn’t have the electrifying acceleration we’ve come to expect from such numbers. In fact, one potential Mumbai customer whose garage contains some pretty exotic stuff is said to have described it as ‘not that quick’ after a test drive. But that’s doing this powertrain a huge disservice, because it feels unique and soulful in a sea of one-note accelerative weapons. It’s not for crushing the quarter mile, but rather for cruising down the Golden Quadrilateral.

Aston Martin DB12 ride and handling

The new exterior design, cabin and tech are fairly obvious changes; the real secret sauce is in the chassis and suspension. The DB12 is 7 percent stiffer than the DB11, and while that might not sound like much, couple it with the thoroughly revised suspension and the changes jump out at you. If the DB11 was a 55-inch TV, the DB12 is still a 55-inch TV but one that’s moved from 1080p to 8k OLED. There is a much greater breadth of ability and definition, allowing it to be simultaneously more comfortable and sharper than before.

It starts with the steering that’s almost Ferrari levels of sharp and quick. It gives surprising agility to what is quite a large vehicle, but at no point does it feel overwhelming. What sets it apart, like the tune of the engine, is the oily-smooth feel you get through the wheel (which is now round, and not squarish like the DB11’s). It feels assisted and not race-car heavy – this is a luxury product, after all – but thanks to the deletion of some isolation bushes, there’s still a clear connection to the front wheels.

First instinct then is to dial it all the way up and charge into a corner at maximum speed, but you’ll soon be reminded that this is still more tourer, less super. Sharp steering notwithstanding, the chassis is still a little looser and freer than an all-out sportscar (stay tuned for the new Vantage), and pushing too hard makes it feel a little unwieldy. Even with those 325-section rear tyres, it will break traction, and you had better be on the ball when that wide rear end goes off.

So once again, dial it down a little, and the DB12 will really shine. Let it flow into corners, and you’ll find incredible composure even on a broken rural Indian back road. The new suspension takes it all in its stride, and in fact, delivers a ride quality that comes close to some of the best luxury cars. Best of all, it has sufficient ground clearance to tackle most speed breakers without the need for a nose lift function, and only on really serious ones would you have to be careful. Once again, then, it’s the touring side of the DB12 that somewhat outshines outright sportiness.

Aston Martin DB12 price and verdict

The Aston Martin DB12 is a phenomenal sports luxury car that so far improves on its predecessor, it’s genuinely hard to believe they share the same basic platform. It’s faster, sharper, more comfortable, more luxurious, techier, better sounding and arguably better looking too.

Trouble is, it has a bit of an identity problem, especially in the Indian exotic car context. In losing the V12, the DB12 has been given something of a symbolic repositioning; even though performance is greater, the perception isn’t. What doesn’t help is its price of Rs 4.59 crore (ex-showroom, before options) that puts it well north of the sharper Ferrari Roma. And without the pristine European cross-country roads a DB12 would normally find itself on, here in India, the DBX SUV is probably a more suitable grand tourer.

So what of the ‘super tourer’ rebrand, then? Though it certainly has the look and power figures, it hasn’t turned into a supercar. Instead, it’s widened its abilities as a luxury item, and would not feel out of place pulling up to an exotic boutique hotel, royal palace or industrialist’s daughter’s wedding. It mixes the contrasting qualities of the Roma and its other major rival, the Bentley Continental GT, to superb effect – equal parts sharp, plush and oh-so desirable. Aston Martins have always done things a little differently, and the DB12 does too. It remains the one that goes against the grain, but for those who choose it, there’s little it cannot do.

Also see:

Aston Martin Valkyrie LMH to race at 2025 Le Mans

With prices for the new Maruti Suzuki Dzire revealed – they start at Rs 6.79 lakh and go up to Rs 10.14 lakh – it’s time to see exactly what the new model offers over its predecessor. The generation change brings more than a few design changes outside and inside, far more equipment and an even more frugal engine. Let’s dive in.

Maruti Dzire new vs old design

While the overall silhouette is more or less the same, with the sloping roofline and almost typical three-box design, the new Dzire sports a much more mature-looking face. Unlike its predecessor, there’s almost nothing that links the new Dzire to its hatchback counterpart.

Slim, angular LED headlights have replaced the projector units (that came with LED daytime running lamps). The new black grille hexagonal grille is bigger than before; it has six horizontal slats, with the highest one featuring a piano black and chrome finish and a prominent Suzuki logo in the centre. There is a bit of space between the headlights and the fog lamps, which, on higher-spec variants, will be LED units.

New 15-inch alloy wheels, along with reshaped front and rear fenders, help the Dzire look fresh, and at the rear, there are new squarish tail-lights with horizontal, tri-arrow-shaped LED light signatures. There’s an almost prominent boot spoiler, and the lower part of the rear bumper has a sporty-looking diffuser-like design.

Compared to the outgoing model, the new Dzire has nearly identical dimensions, though it is 10mm taller at 1,525mm, has a slightly larger boot and is also about 30-40kg heavier, depending on the variant. Additionally, the new Dzire is available in seven exterior finishes, of which Alluring Blue, Gallant Red and Nutmeg Brown colours were not available with the older car.

Maruti Dzire new vs old interior

While the fourth-gen Dzire shares quite a lot with the Swift on the inside, it’s quite a change compared to the outgoing compact sedan. The dashboard has a more sophisticated, textured and layered look, with a floating touchscreen taking centre stage. The instrument cluster also gets new dials and a new MID. There are vastly different controls for the auto AC and redesigned AC vents.

The biggest changes inside the cabin are to the Dzire’s features list, which is quite a bit longer than its predecessor’s. There’s the larger 9-inch touchscreen, a segment-first powered sunroof and a 360-degree camera, along with cruise control, a wireless charger and the Suzuki Connect in-car connectivity suite.

As for safety, the new Dzire has the distinction of being the first Maruti to get a 5-star Global NCAP crash test rating. Unlike its predecessor, which managed a 2-star GNCAP rating, all variants of the newer model get six airbags as standard. The other bits, such as ABS, ESP, ISOFIX anchors and hill-hold assist continue.

Maruti Dzire new vs old engine

Under the new Dzire’s bonnet is the new Z12E petrol engine that debuted in the Swift. The older model had the K-Series DualJet engine, which was a four-cylinder 1.2-litre unit producing 90hp and 113Nm of torque. When seen in the light of the new engine’s outputs – 82hp and 112Nm – the older model was more powerful. The 5-speed manual and 5-speed AMT gearbox options are still available.

On the other hand, the new three-cylinder 1.2-litre Z Series engine is far more frugal than its predecessor. The new Dzire is rated at 24.79kpl in manual form and 25.71kpl in AMT guise, which is an increase of 2.38kpl and 3.1kpl over the outgoing model.

As is usually the case with Maruti’s line-up, the new Dzire also gets CNG-powered variants. The same 1.2-litre engine makes 69.75hp and 101.8Nm in the CNG version and delivers 33.73km/kg, which is an increase of 2.61km/kg over the third-gen Dzire.

Maruti Dzire new vs old price

Considering the number of changes, the Rs 22,000 more you pay for the new entry-level Dzire over its predecessor seems justified. Similarly, the Rs 75,000 extra for the top-spec version would also make sense, given the number of premium features now available in the compact sedan. Do note that the new Dzire’s prices are introductory and will increase from January 2025 onwards. 

All prices, ex-showroom, India

Also see:

2024 Maruti Suzuki Dzire review: India's favourite sedan massively updated

New Maruti Dzire launched at Rs 6.79 lakh

Third-gen Maruti Dzire will continue to be sold as Tour S

Maruti Suzuki recently launched the new fourth-generation Dzire with prices ranging between Rs 6.79 lakh and Rs 10.14 lakh (ex-showroom, Delhi). It continues to be based on the Swift hatchback, shares the same platform and engine but sports a differentiated look. It even goes one up on the equipment front. The new Dzire is available in four trims – LXi, VXi, ZXi and ZXi+ – and we take a close look at all the features you get in each trim.

2024 Maruti Suzuki Dzire trims, variants explained

The Dzire is powered by the same Z12E engine as the Swift: 82hp, 112Nm, 3-cylinder naturally aspirated. It’s available with a 5-speed manual gearbox as standard on all four trims; the AMT is available on all but the base trim. The new Dzire also gets a CNG powertrain right from launch, available on the mid-spec VXi and ZXi trims. Coupled with a 5-speed manual gearbox, the Dzire produces 69.75hp and 101.8Nm in CNG spec.

The new Dzire’s ARAI-rated fuel efficiency figure is 24.79kpl in manual form and 25.71kpl in AMT guise. Meanwhile, in CNG spec, the Dzire returns a claimed efficiency of 33.73km/kg.

New Maruti Dzire variant-wise features

Maruti Dzire LXi: Rs 6.79 lakh

Powertrain: petrol-MT

• Projector halogen headlights
• LED tail-lights
• 14-inch steel wheels without covers
• Shark fin antenna
• Black and beige dual-tone interior
• Fabric seat upholstery
• Adjustable front seat headrests
• Analogue instrument cluster with MID (multi-information display)
• All four power windows
• Auto up/down for the driver-side window
• Keyless entry
• Manual AC
• Tilt-adjustable steering wheel
• Six airbags
• Rear defogger
• 3-point seat belts with reminders for all seats
• Electronic stability program (ESP)
• Hill-hold assist
• ABS with EBD
• Reverse parking sensors

Maruti Dzire VXi: Rs 7.79 lakh–8.74 lakh

Powertrain: petrol-MT, petrol-AMT, CNG-MT

• 14-inch steel wheels with covers
• Chrome finish on the front grille
• Turn indicators on wing mirrors
• Body-coloured door handles and wing mirrors
• Electrically adjustable and foldable wing mirrors
• Silver insert on dashboard
• 7-inch touchscreen
• Wireless Android Auto and Apple CarPlay
• 4 speakers
• Steering-mounted controls
• OTA updates
• Voice assistant
• USB and Bluetooth connectivity
• Height-adjustable driver’s seat
• Adjustable rear headrests
• Day/night inside rearview mirror (IRVM)
• Front roof lamp
• Rear centre armrest with cupholders
• Rear AC vents

Maruti Dzire ZXi: Rs 8.89 lakh–9.84 lakh

Powertrain: petrol-MT, petrol-AMT, CNG-MT

• Auto LED headlights
• LED daytime running lamps
• 15-inch single-tone alloy wheels
• Chrome window garnish
• Silver trim and faux wood insert on dashboard
• Push button start/stop
• Wireless phone charger
• Key-operated boot opening
• Auto AC
• 6 speakers (including 2 tweeters)
• Connected car tech
• Reverse parking camera
• TPMS

Maruti Dzire ZXi+: Rs 9.69 lakh–10.14 lakh

Powertrain: petrol-MT, petrol-AMT

• 15-inch dual-tone alloys
• LED front fog lamps
• Front footwell illumination
• Leatherette-wrapped steering wheel
• 9-inch touchscreen
• Arkamys-tuned sound system
• Single-pane sunroof
• Coloured MID on instrument console
• Cruise control
• Auto-fold wing mirrors on locking the car
• 360-degree camera

Bookings for the new Dzire are ongoing for a token amount of Rs 11,000, and the introductory prices will be applicable till December 31, 2024. The Dzire rivals the Hyundai Aura, the Tata Tigor and the Honda Amaze, with the Amaze also due to receive an all-new generation next month.

Also See:

Maruti Dzire new vs old: price, engine, features comparison

2024 Maruti Suzuki Dzire review: India's favourite sedan massively updated

The fourth-gen Maruti Dzire is quite a departure from its predecessors in a lot of ways. Through the generations, this compact sedan has been based on the Swift hatchback, sharing the same chassis and powertrain options, among many other bits. However, with the latest-gen, there are quite a few differences between the two models, which is why this is going to be an in-depth comparison, on paper, between the new Dzire and Swift.

New Maruti Dzire vs Swift design

As mentioned above, the new Dzire has a distinct design when compared to the Swift, sharing almost nothing with the hatchback. The compact sedan looks more premium with its Audi-esque styling in the front, a smoother roofline, and the notchy boot.

In terms of size, the new Dzire is 5mm taller and 135mm longer, with the latter explaining the compact sedan's ability to carry an additional 117 litres worth of luggage in the boot. Interestingly, the base versions of both models weigh the same 920kg, while the higher versions of the Dzire, especially the CNG-equipped variants, weigh up to 35kg more.

It should be noted that the Swift comes with three dual-tone exterior colours – Sizzling Red with Midnight Black, Luster Blue with Midnight Black and Pearl Arctic White with Midnight Black – and six monotone options. Meanwhile, the Dzire gets a total of seven exterior finishes with no dual-tone options.

New Maruti Dzire vs Swift interior

On the inside, the new Dzire and Swift are far more closely linked. In fact, they have nearly identical dash layouts, from the size and shape of the side AC vents to the centrally mounted floating touchscreen. However, the compact sedan’s cabin gets a brighter beige and grey finish compared to the hatchback’s all-black one. In addition, the chrome strip that runs the length of the Dzire’s dashboard gets a kink near the central AC vents, which also has a marginally different trapezoidal design.

Coming to the features on offer in their respective range-topping forms, the Dzire comes with a longer list. Kit available on the Dzire that's not available on the Swift is a powered sunroof and a 360-degree camera. The rest of the features are identical, from the rear AC vents and climate control system to the 9-inch touchscreen, analogue dials and coloured MID.

New Maruti Dzire vs Swift engine

True to form, the new Dzire and Swift share the same Z12E three-cylinder petrol engine. The 1.2-litre unit produces the same 82hp and 112Nm of torque on petrol, 69.75hp and 101.8Nm of CNG, and comes with 5-speed manual and AMT options. Interestingly, while the heavier Dzire in petrol form is marginally less frugal than the Swift, the Dzire CNG goes 0.88km further on a kilo of gas than its hatchback counterpart.

New Maruti Dzire vs Swift price

For now, prices of the Dzire start Rs 30,000 higher than the Swift, which isn’t too much of a difference. Dzire AMT variants cost about Rs 50,000 more than the equivalent Swift variant, with the range-topping compact sedan being priced Rs 69,000 higher. Meanwhile, prices for the Dzire CNG are about Rs 54,000-64,000 higher than the Swift CNG’s.

Do note that prices for the Dzire are introductory, and will increase from January 2025. On paper then, the new Dzire seems to be quite a proposition when compared to the Swift. For not too much more money, the Dzire offers a more mature aesthetic and a longer list of features, along with being the more frugal model in CNG form.

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SUVs are all the rage today, but no one told the Dzire that. It continues to be a strong seller. Last year, the compact sedan found 1.57 lakh buyers – that’s more than all its competitors combined. Even more impressive is that this figure puts it ahead of compact SUVs like the Hyundai Venue, Kia Sonet and Maruti Fronx.

So, unlike the Ciaz, Maruti has lavished plenty of attention on this sedan, with regular updates since the original was launched in 2008. As with all predecessors, the Dzire is based on the Swift, and this new model shares its underpinnings with the latest Swift, which was introduced earlier this year. While it’s based on the previous car and shares its ‘Heartect’ platform, there are massive changes to technical bits, such as the suspension and the structural elements of the body. There are aesthetic changes too, and thus, Maruti classifies this as the 4th generation.

Except for the height, where the new Dzire is 10mm taller at 1,525mm, the new car is identical to the outgoing model in length (3,995mm), width (1,735mm), and wheelbase (2,450mm). The width and wheelbase are also identical to those of the new Swift.

Maruti Suzuki Dzire exterior style

With each generation, Maruti has further distanced the Dzire from the Swift, and this one sees the maximum separation. One look, or even a good long stare at the two cars outside, will not clue you into their shared genes. The Dzire looks very different, and the styling is very sedan-like with a horizontal orientation, unlike the previous car, which carried vertically styled elements. That’s clearly seen with the LED headlights, which are narrow, horizontally shaped units housing thin DRLs and crystal-like cube elements laid out horizontally. The grille has an Audi-esque familiarity to it, thanks to the large trapezoidal shape. That said, though, the Dzire’s front end has its own style and looks very smart and elegant, topped by a flatter bonnet compared to the previous car.

On the side, the curves on the doors look similar to the model before, but with the reshaped front and rear fenders, the new car does stand apart. Alloys are newly designed units, 15 inches in diameter, and carry 185/65 sized tyres. Atop, there’s a shark fin antenna instead of a regular one.

The tail-lights are squarish but carry a tri-arrow-shaped LED light signature laid horizontally, and that lends more visual width to the car. The boot has an added lip spoiler, and the lower edge of the bumper has a sporty-looking chamfered strip moulded into it. It helps widen the car visually and will make for a sporty touch with some contrasting shade. Dzire RS coming up, Suzuki?

Maruti Suzuki Dzire interior style, space and comfort

While the exterior bears no resemblance to the Swift, the interior is nearly identical. The dashboard, centre console, steering wheel, and instrument panel are all carried over but have a different colour scheme that uses beige on the dash, door pads and seats, and wood trim across the dash. It looks smart and neat, and all controls are well laid out and easy to use. While some might have preferred a fully digital instrument panel with a graphics-heavy design, the twin dials look neat, sporty, and very easy to read at a glance.

Front seats are comfy with soft cushioning, and overall space is just fine; at the rear, however, headroom is tight. Despite the 5mm increase in height over the Swift, headroom feels compromised, largely due to the sunroof, which has resulted in a lower headliner. The liner is scooped out towards the rear, but I had just about a three-finger space to the top, and the roof does feel close to your head. Comfort-wise, the seat is fine, softly cushioned like the front, and there’s a rear armrest, twin AC vents, and two USB ports for rear passengers. Boot space is just about adequate, at 382 litres – the lowest in the class – and the rear seat back is fixed (cannot be folded down).  

Maruti Suzuki Dzire features and safety

Big new features on the Dzire are a sunroof and a 360-degree camera; while the sunroof is small and has a more feel-good factor, the 360-degree camera offers a clear view with a 3D display and dynamic rear parking lines. Other features are a 9-inch touchscreen unit with wireless Android Auto and Apple CarPlay, wireless phone charging, connected car tech, and cruise control. Given what’s on offer today in this price segment, Maruti Suzuki should have had a few more features, such as premium audio hardware, cooled seats, and ambient lighting. 

While these features go amiss, it’s nice to see that the safety kit is elaborate and standard across variants. Six airbags, 3-point seatbelts for all occupants, ISO-FIX child seat mounts, ABS, ESP, and Hill Hold Assist will feature in every Dzire sold. What’s even nicer to see, and will be a big surprise for many, is the 5-star adult occupant and 4-star child occupant protection rating the Dzire has scored under the GNCAP safety protocol. The performance in these new enhanced safety protocols is commendable, and while it may not be a 360-degree assessment of everything that can go wrong, it covers a significant portion of road accidents and is a good barometer for the safety potential of a car.

Maruti Suzuki Dzire engine and performance

The new Dzire is powered by the recently introduced Z12E engine that debuted with the new Swift. Like in the Swift, the 3-cylinder unit puts out an identical 82hp at 5700rpm and 112Nm of torque at 4300rpm. It feels identical in nature too. There are some vibrations at low rpms, but these fade away as you drive on. The engine is quite audible, but at low and mid speeds, it has a likeable audio note with it, only sounding strained at the top end.

82hp may not sound like much, and indeed, it is 8hp lower than the outgoing K12M engine. However, at low engine speeds, the response is good and the car moves off the line cleanly and crisply.

Power then builds up in a gentle and linear fashion, and keeps coming in even above 5,000rpm, so there is some merit in revving it further. Those who like a spirited drive will end up doing so, as the engine isn’t peppy and lively. It even red lines at 6,000rpm, which is about 400rpm lower than the previous unit. In a quick test, it took over 13 seconds to 100kph from zero, which is slower than the previous car. However, we’ll soon put it through our standard instrument tests to measure all the figures. Don’t hold your breath, though, as the Dzire will be slower than the Swift, which itself wasn’t very impressive.

Going through the gears isn't a chore; the 5-speed gearbox has been tweaked and features a new hydraulic clutch. It's very smooth and light in effort, and the gear throws are also light and easy. Shifts on the AMT are smooth and at a moderate pace, and there's a minimal gap between shifts; it also downshifts a gear or two readily, but put your foot down and the pause gets very pronounced, and this does slow down the car during hard acceleration. There is a tip function to the gear lever that enables you to manually control shifts. 

The main calling card for the new powerplant is efficiency, with the Dzire now claiming a figure of 24.79kpl for the 5-speed manual, which is up from the earlier cars' 23.26kpl claim. The AMT version claims a figure of 25.71kpl. There's also a CNG version, which we are yet to drive, and that promises 33.73kms/kg from its 70ps and 102Nm power unit.

Maruti Suzuki Dzire ride and handling

Like the powertrain, the Dzire’s suspension hardware is also carried over from the Swift, with McPherson struts at the front and a torsion beam setup at the rear. Small tweaks have been made to the spring and dampers; however, these are only to compensate for the increase in kerb weight, which, at 960 kg, is 40 kilos more than the Swift. The character thus remains the same, and that’s a very good thing. Like the hatch, the sedan also rides very well; bump absorption is good, and regular potholes and ruts are smoothed out well.

On the handling front, too, it impresses like the Swift. The electric power steering is smooth and fluid, and it returns to the centre in a very natural manner. Push it hard, and there is some body roll, but for everyday and even some spirited driving, it corners well with a progressive and controlled lean, offering good road grip.  

Maruti Suzuki Dzire price and verdict

Maruti Suzuki has clearly put in significant effort with the new Dzire. The car looks and feels very different from before; it’s elegant and more sedan-like, and that’s commendable given the tight confines of its sub-4-meter footprint. It rides very well, the handling is good and sporty, and the engine is more than adequate for everyday driving. It’s well equipped, too, and features like the sunroof and 360-degree camera will be appreciated, as will the fact that this is Maruti Suzuki’s first 5-star GNCAP car. It’s priced between Rs 6.79 lakh and Rs 10.14 lakh (ex-showroom, Delhi).

So is it perfect, then? No, rear headroom is tight, and it should have offered a few more of today’s must-have features, but this won’t be enough to deter buyers, especially not when you weigh it against its impressive breadth of abilities. So, like its predecessor, the new Dzire will continue to ring the cash register for Maruti and is all set to carry on being the flagbearer for sedans in an increasingly dominant SUV world.

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At a time when most passenger vehicle brands are shifting focus towards SUVs, Maruti believes it's crucial to have a strong product line-up across all mass-market segments, including sedans, for a high market share.

“Although the SUV segment is growing, all other segments are equally important for us; Because, to retain our high market share, we have to have a presence in each segment. Especially in the sedan segment, which is traditionally very important,” MD and CEO Hisashi Takeuchi said on the sidelines of the new Dzire launch.

1. Maruti has spent Rs 1,000 crore on developing the fourth-gen Dzire
2. Sedans currently account for around 8 percent of the total PV volume
3. Maruti aims to increase sedan market to 10 percent with the new Dzire

New Dzire to rejuvinate compact sedan segment 

Hatchbacks or small cars and sedans have seen a significant decline in sales over the past decade, leading automakers to put their major focus on SUVs, with several even vacating the small car space altogether. The sedan segment has also been missing major product action for some time now. For Maruti, however, things are slightly different, as the brand continues to focus on popular models like the Dzire, with timely updates and model changes.

“The compact sedan is a very reliable and stable segment. We can count on stable numbers all the time,” Takeuchi said. The automaker spent Rs 1,000 crore on the design, development, and production of the new 4th-generation Dzire, which comes with the Swift’s 1.2-litre three-cylinder Z12E engine and a slew of new features, including added safety tech.

With the new Dzire, the automaker expects to re-energise the segment. “Taking a long perspective, by 2030, we feel the passenger vehicle market will be around 60 lakh units and sedans will still have a reasonable pie of close to 10 percent,” said senior executive officer for Marketing and Sales Partho Banerjee.

Sedans currently account for around 8 percent of the total passenger vehicle volume and compact sub-4 meter models contribute to approximately 70 percent of that segment. Maruti Suzuki is the market leader in the compact sedan space with a share of around 60 percent. Last year, it sold around 1.6 lakh units of the Dzire.

The Dzire generates a significant part of its sales from the fleet segment, where it is exclusively sold as the low-frills 'Tour S' variant for fleet operators. Around 65-70 percent of the Dzire sales come from the personal segment, while the rest account for the fleet segment.

“With the previous-generation Dzire, there was a challenge to meet the different requirements of personal and fleet customer segments. So, we used to keep a balance to serve both segments,” Banerjee said.

However, in a bid to prioritise the requirement of private buyers, Maruti is offering the fourth-generation Dzire only for personal mobility. For fleet users, the automaker will continue with the previous-generation Dzire, branded as Maruti Tour S. Apart from the Dzire, the Tata Tigor, Honda Amaze, and Hyundai Aura are other models in the compact sedan space. 

With inputs from Yukta Mudgal

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The Mini Cooper was one of the first cars to introduce the concept of an affordable, fun-to-drive small car. As time passed, affordability reduced as the new Mini models climbed up into the premium end. But, of course, the fun element remained. In a similar vein, albeit at the other end of the spectrum, is the Maruti Swift. The first generation Swift was fun, and in keeping with Maruti’s ethos, affordable too. However, since the launch of the fourth-generation Swift, there has been a lot of talk about the smaller three-cylinder engine – lacking in power and grunt – and the price climbing higher, reaching levels of its elder sibling, the Baleno. Yes, the price has climbed higher for sure, but as for performance, it hasn’t been an issue for me at all. I say this after using the new Swift as my daily driver for around a month now. 

The shape and size are just right for the city, the seats are soft and comfy, and the engine – well, it’s efficient. And that’s always a higher priority when I’m paying fuel bills. Since I got the Swift, I’ve clocked over 1,000km and the average efficiency has always been above 14kpl. And no, I do not drive it with a light foot. To be fair, on many occasions, I can’t. In peak-hour traffic, the engine is more than adequate, but as soon as a few overtakes are on the cards, it needs to be wrung hard. The linear power delivery just doesn’t cut it, and the only quick fix is downshifting. Speaking of which, I had hoped for an automatic after driving the manual Exter for over three months, but the Swift is yet another manual. I would have sulked if it were any other car, but on the Swift, having a manual gearbox is fun. The clutch is superlight and absolutely effortless, the gears slot in well, and you almost forget about the lack of pep from the engine. The seating position is also bang on, and there is a dedicated dead pedal for added comfort.

What’s a bit of an annoyance is the auto start/stop, which helps save fuel, but in stop-go traffic, the constant shutting off and on will add to the suffering. Thankfully, it just takes a press of a button to turn it off. The other negative is the camera quality. Given the price at which the new Swift has been launched, you would expect a decent parking camera. However, the resolution is poor on the new Swift, and even basics like dynamic guidelines are missing. In the dark, and while it is raining, you cannot rely too much on it. Speaking of darkness, there is no rear cabin light, which I’m guessing helps save some costs, but it is essential. I end up storing shopping bags or small items in the back seat and in case they roll off or I can’t find them, I have to use the phone flashlight. A lamp at the rear would have helped.

The rest of the car, though, has been perfect in the city. The steering is light enough to allow zipping through narrow streets and parking in tight spaces, especially in and around the crowded suburb of Bandra. The boot is more than adequate for a weekend out of the city, the rear seats get dedicated USB-A and type-C charging ports as well as AC vents. LED lights work well in the dark, the ground clearance is plenty, and there is nothing to complain about the ride comfort from the 15-inch wheels. Honestly, the more I drive it, the more I like it.

As an introduction, it has been very positive, and most apprehensions about the dull engine performance fade away. However, once this anniversary issue closes, I’ve planned a getaway out of town, which will involve a whole lot more overtaking and triple-digit speeds. How the engine fares there is what the next report will be on.

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