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To our readers outside of Mumbai, we apologise. Let there be no doubt, we had an absolute blast last month letting a Lamborghini V10 sing its greatest hits through the acoustic chamber that is India’s first undersea tunnel – part of Mumbai’s Coastal Road project. But we concede that some of you who don’t live here, engineering feat aside, might have wondered what all the fuss was about. Allow us to explain.

In other big metros, huge road infra is not unusual; heck, the average service road in Delhi is wider than parts of our Western Express Highway. For us Mumbaikars, then, a big new road is nothing short of a revelation. The reason is simple – Mumbai is a collection of islands, conjoined artificially, that snakes southward in a roughly peninsular shape parallel to mainland India. And it’s narrow, dense and heavily built up, which is why we can’t have wide roads or endless flyovers. The Coastal Road project posits the solution of transplanting the highway alongside the city, in the Arabian Sea no less; and for the 2km stretch we drove last month, underneath it.

For now, the only part of this ambitious new project open to the public is the southernmost section, connecting the hub suburb of Worli to the Princess Street junction at Marine Drive, just before the busy business district of Nariman Point. Eventually, the Coastal Road will join up to the northern suburbs as well, but even this small patch is said to have eased up congestion considerably on this final leg of the officegoer’s commute. But just how much has it eased up?

It’s Nikhil’s first time on the new road and suffice it to say, the sheer magnitude makes it a little distracting. The two-lane on-ramp takes a cautiously wide and gentle curve, and moments later comes a sight none of us have ever seen before. It’s our familiar city from an entirely different angle and perspective, and not since the Bandra-Worli Sea Link opened 14 years ago have we been hit with such a sense of novelty. He’s also having to remind himself that the speed limit has gone up to 80kph, which was thus far unheard of in the heart of the city, and possible thanks to the 3-lane width of this new road.

Moments later, he’s soaring past the NSCI stadium and Mahalaxmi Race Course on his left, and water-locked Haji Ali Dargah is below him on the right. This is proving to be less a race, and more an exercise in time travel. All around, one can see new on-and-off ramps ribboning into view and joining up with the main road, the impact of which is only amplified by the sea all around. Even at this early stage of development, you can see the new walking promenade and parks being built alongside, which should add some greenery to this monument in concrete.

Next thing you know, the final off-ramp to Breach Candy (and several other affluent SoBo neighbourhoods) flits by, and in the distance, the mouth of the tunnel appears. That can’t be right. Nikhil checks his watch in disbelief, and indeed, it’s only 9:55am. Five minutes from Worli to Breach Candy! Yes, there’s a bit of traffic now as all the tributaries have joined the river, but it’s hardly what you’d call bumper-to-bumper.

The speed limit drop from 80 to 60 in the tunnel feels agonising, especially when we saw what a Lambo unleashed felt like just last month. But then, as they hop onto Marine Drive where the old and new roads meet, the traffic is back! The final 2km is the same as it ever was – a crawl past Wankhede and Brabourne stadiums into the crowded business district and our destination. Still, it must be better than the classic route, right?

Well, no actually. Having broken off from the Tucson at Worli, the Comet and I are buzzing down past the Nehru Science Centre, with only a few meandering cabbies slowing us down. I drive past the second on-ramp to the new road that I’m tempted to take, but of course, I can’t. From this angle, too, seeing the ‘spaghetti junction’ of ramps over the bay is an astonishing sight; the horizon I’ve grown up with is altered forever. But even amidst the wonder, I can’t help but realise, I’m making good time. It’s at the popular Heera Panna shopping centre junction that I realise my biggest downfall will be stop lights, and every moment sitting still reminds me that the new road is signal free.

Instead, I find him still in discussion with the photographers and crew, preparing them for the money shot of my arrival – something they thought wouldn’t happen for a while longer. I see visible bewilderment as I park alongside the Tucson and step outside. “Did you also take the Coastal Road?” Nikhil asks. Surely it wasn’t that close; 15 minutes apart? 12?

Also see:

Howling through the Mumbai Coastal Road Tunnel in a Lamborghini Huracan Video

Driving on Mumbai Trans Harbour Link video

Skoda Kylaq design head Oliver Stefani speaks on the Kylaq design, challenges and India specific requirements. Tap to watch the full interview.

Mercedes-Benz is on an onslaught in India and wants to leave no segment empty. After EVs, coupe-SUVs, and even sedans, it is now the turn of a convertible. And no, unlike the previous ones (E 53 cabriolet and SL 55), this one does not carry an AMG badge. The CLE 300 is a cabriolet that is far from the usual gung-ho AMG models, and instead, is a convertible for those who want to take it easy. It’s more about style and the feeling of the wind in your hair than about lap times and cornering.

Mercedes CLE: design

The CLE’s calling card is its top down laid-back character. 

In terms of design, there is a faint resemblance to the C-Class, but that’s all it is. Up close, the CLE is very different. The India-spec gets the AMG line treatment as standard, which adds a layer of sportiness to the design. As a result, the only chrome bits on the face are the studded grille and the strip on the front lip. The digital LED headlamps are wider and sharper, the bonnet features two muscular power lines, and the bumpers are sportier with piano black accents.

Over to the side, you can tell it’s closer to a C-Class in dimension, thanks to the identical wheelbase. However, it trumps the C in terms of length and width. There is a prominent strip of chrome on the window line, the A-pillars, and the door handles. What also look the part are the sleek 19-inch wheels. A lot of the design will come down to your choice of colour combination. The soft-top can be had in a subtle black shade, but if you want a bit more pop, you can choose a shade of red as well for the roof.

At the rear, the LED tail-lamps get a connecting element, and sporty bumpers incorporate the trapezoidal chrome exhaust tips that, like on all modern Mercs, aren’t actually connected to the exhaust system.

With the top down, it’s hard to miss the CLE. The long bonnet, raked windshield, sharp wheels and a stunning stance make it a looker. But even with the top up, it’s not like you’ll pass it over as just another Merc. The lines and form factor are properly unique and with the right colour combination, it will stand out.

Mercedes CLE: interior

Neck warmer acts as a scarf in chilly conditions.

The interior of the CLE 300 is quite close to the C-Class when it comes to the dashboard design and layout. The AC vents, 12.3-inch instrument cluster and the 11.9-inch touchscreen are a straight lift, but on the CLE, the touchscreen gets a tilt function to reduce glare, especially when the top is down. Also, like with the soft top on the outside, you can opt for a bold upholstery choice for the interior to add a bit more drama.

There are more exclusive bits in the form of a wind deflector that pops out over the top of the windshield and ensures the airflow isn’t ruining your hairdo. There are vents in the front headrests that channel warm air onto the front passengers’ necks, acting as a virtual scarf in chilly weather. While that may be appreciated up north, the rest of the country is likely to keep it switched off. In terms of comfort, the seats are excellent with the right amount of cushioning and support – long distance drives will be effortless. They also get seat kinetics, along with heating and ventilation, which adds to the overall comfort. The CLE is a 2+2, but space in the back is best suited for children or short drives for adults under six feet. The backrest is upright, underthigh support is near absent and knee room is tight as well. Getting in and out, though, is extremely easy with the top folded away.

Spare wheel eats into the already low boot space.

What may also pose a challenge for long trips is the lack of boot space. With the soft top down, there isn’t much room; there’s space only for soft bags. Add a spare wheel, which in our conditions is handy, and you’re left with very little space. 

Mercedes CLE: performance

Relaxed is the one-word description for how the CLE drives. It is laid back, restrained, and perfect for a quiet cruise. With the top up, cabin insulation is excellent and does a great job of muting a lot of ambient chaos of the city. The soft top has multiple layers of sound deadening, which helps keep out the excessive road and wind noise. It can be opened in just 20 seconds at speeds of up to 60kph.

The 258hp, 2.0-litre turbo-petrol is creamy smooth and has dollops of torque that come in gradually. Instead of lunging ahead each time you flex your right foot, the CLE glides and picks up pace gradually. Though it gets more eager when you change the mode from Comfort to Sport, it still remains close to its character as a Mercedes-Benz rather than an AMG. What adds some zest to the performance is a 48V mild-hybrid system, which provides a bit over 20hp under hard acceleration. Still, nothing about it makes you want to corner hard or drive enthusiastically, and it urges you to cruise and enjoy the top-down experience. At high revs, there is a faint rasp of the exhaust, but nothing more. 0-100kph takes 6.7 seconds and the 9-speed automatic works very well via the paddleshifters.

Mercedes CLE: ride, handling

Maneuvering the CLE is easy, and despite the heft gained in Sport mode, it remains light on its feet. 

Being a long-distance cruiser, the suspension on the CLE is tuned for bad roads. It is soft and supple, and hence, despite the 19-inch wheels, ride comfort is very good. There is no adaptive suspension, so changing the modes won’t change the ride, but the stock setup works very well for our road conditions. One miss would be a nose-lift function as ground clearance is something to worry about, especially with a full load. Handling is effortless with a light steering. Maneuvering the CLE is easy, and despite the heft gained in Sport mode, it remains light on its feet. The 4MATIC all-wheel drive system offers good grip and control in bends, should you end up driving it enthusiastically.  

Mercedes CLE: price, verdict

At Rs 1.1 crore (ex-showroom, India), the CLE 300 is pricey. However, it has no direct rival as of now. The BMW Z4, at Rs 90.90 lakh, is cheaper and gets more power, but it’s a totally different experience thanks to its sportier character. While the Rs 1.3 crore Mercedes-AMG E 53 cabriolet is a full Rs 20 lakh more – and very good – it isn’t as relaxing as the CLE 300.

What the CLE 300 offers is a car that is comfy and luxurious enough to use as a daily driver, but can change its character in 20 seconds and offer a completely different experience. It sits in a sweet spot with no direct competition, and if a smooth, relaxing convertible is what you want, this will be a nice choice.

Also see:

New Mercedes E-Class review: Has the best gotten better?

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 

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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