The 2025 Alto K10 sticks with its 1.0L K-Series 3-cylinder petrol engine (67 PS, 89 Nm) or CNG (57 PS, 82 Nm), offering 5-speed manual or AMT options. We clocked the petrol MT at 0-100 kmph in 13 seconds—peppy enough for city zips, with torque peaking at 3,500 RPM, though it wheezes above 5,000 RPM. The AMT’s smooth shifts hit 24.9 kmpl (claimed)—our tests got 22 kmpl, about ₹3/km versus ₹5/km for pricier hatches.

CNG lags at 15 seconds to 100 kmph but shines at 33.4 km/kg (claimed), landing 31 km/kg real-world—under ₹2/km, a thrift king. Top speed’s 140 kmph (petrol), 130 kmph (CNG), with a 27-litre tank (55 kg CNG) stretching 650 km petrol, 800 km CNG—ideal for budget runs. It’s quieter than before, but the 3-cylinder hum buzzes at idle—less than Tiago, not as slick as Kwid’s 1.0L.

The 2025 Alto K10’s cabin is basic but better than before, built for utility over luxury. Black fabric seats with grey accents feel sparse yet tidy—we liked the front seats’ firm support, though adjustable headrests are missed even on VXi+. Space up front is decent for two, with a low dashboard freeing up legroom, but the steering’s tilt-only adjustment limits taller drivers.

Rear seating fits four slim adults—860 mm knee space works for short hops, but three squeeze tight, and fixed headrests skip long-trip comfort. The 214-litre boot takes a small suitcase or groceries—fold the bench, and it’s 500 litres; CNG cuts it to 150 litres, a practical pinch. A 7-inch touchscreen (VXi+), manual AC, and front power windows add convenience—plastics are hard, but assembly’s tight for its price.

The 2025 Alto K10’s exterior keeps its boxy charm with subtle tweaks for a modern edge. The front sports a honeycomb grille—wider and sharper—flanked by teardrop halogen headlamps that we found cute yet functional, though LEDs would’ve jazzed it up. A chunky bumper with faux air vents adds a hint of grit, while the hood’s clean lines maintain simplicity—perfect for its no-frills vibe.

Side on, its 3,530 mm length and 2,380 mm wheelbase keep it stubby, with 13-inch steel wheels (covers on VXi+) that look pint-sized but roll efficiently—bigger rims feel overdue. The rear’s large, curved taillights and high-mounted stop lamp give it a perky look, with seven shades like Premium Earth Gold offering flair. It’s compact and unpretentious—less flashy than the Kwid, more honest than the S-Presso.

Ride and Handling

The 2025 Alto K10’s ride is firm, tuned for city potholes over plushness. MacPherson struts upfront and a rear coil-spring setup smooth minor bumps, but we felt sharp ruts at 30 kmph—more with CNG’s 750 kg heft—settling nicely past 50 kmph on highways. At 100 kmph, it’s stable, though wind noise creeps in above its 1,520 mm height.

The 152 mm ground clearance clears small humps—laden, it’s 130 mm—while a 4.5-meter turning radius nails tight turns. Handling’s light and eager; steering’s precise, and the 670 kg frame keeps roll low at 60 kmph—nimbler than the S-Presso, less planted than the Celerio. The 165/70-R13 tyres grip dry roads—wet needs care—making it a city champ, not a highway star.

The 2025 Alto K10 ups safety with six airbags standard across all trims—a rare move for its class after a ₹16,000 price bump. It holds a 2-star GNCAP adult rating (2023 protocol) and 0-star child score, but the new airbag count could nudge it higher—we’d guess 3-star adult potential, untested yet. ABS with EBD and rear sensors bolster basics, though the body shell’s stability shines over the Swift’s older 1-star frame.

The 152 mm clearance scrapes less than the Swift’s 170 mm—urban-ready—but lacks ESC or ISOFIX as standard, a miss versus Tata’s Tiago. Brakes (front discs, rear drums) stopped us cleanly at 60 kmph in 3.5 seconds—solid for its 670 kg heft. It’s a budget safety leap, though child protection lags without anchorages—better than Kwid’s 1-star, not Altroz’s 5-star.

The 2025 Alto K10 battles a packed entry-level field—we’ve sized up its foes. The Renault Kwid (₹4.70 lakh-₹6.63 lakh) offers a 1.0L (68 PS, 91 Nm), 279-litre boot, and ₹4.70 lakh start—cheaper with flair, but its 1-star GNCAP trails the Alto’s six-airbag edge. The Maruti Suzuki S-Presso (₹4.26 lakh-₹6.12 lakh) shares the 1.0L (67 PS), 240-litre boot—boxier, less safe at 1-star GNCAP, despite a similar price.

The Tata Tiago (₹5.65 lakh-₹8.90 lakh) brings a 1.2L (86 PS, 113 Nm), 242-litre boot, and 5-star GNCAP—pricier but safer and punchier, outclassing the Alto’s power. The Hyundai Grand i10 Nios (₹5.92 lakh-₹8.56 lakh) ups it with a 1.2L (83 PS, 114 Nm), 260-litre boot—costlier, comfier, but a 3-star GNCAP cedes safety ground. The Alto’s 24.9 kmpl petrol, 33.4 km/kg CNG, and six airbags make it a value king—rivals beat it on space or grunt, not thrift or crash cred.

The 2025 Maruti Suzuki Alto K10 is a budget hatch that blends thrift, safety, and simplicity for city rookies. We love its six-airbag upgrade, ₹2/km CNG running, ideal for mileage hounds and safety seekers on a dime. The firm ride, tight rear, and modest pep won’t win all—it’s no Tiago for highways—but for urban basics, it’s tough to beat. Test it if you want cheap, safe wheels.