Articles by Craig Duff

You can get 3.3 litres/100km in Golf's latest slow-sipping diesel. More impressive is the fact that high 3s are possible in a long urban loop ... without driving like a granny.The downside is the Volkswagen Golf BlueMotion is only being sold here with a five-speed manual, which will make it hard to justify for fleet buyers.The tall gear ratios are the key to the Golf's low fuel use, but the 77kW turbodiesel still had enough poke to cut it in city traffic, even if it does cut out when stationary and slipped into neutral at the lights. Unlike some rival stop/start systems, the Golf purred into life within moments of the clutch being touched it takes less then 20mm of travel to re-start the system.Low rolling-resistance 15-inch rubber, an aero package and a 10mm lower suspension height to regular Golfs complete the exterior changes to the BlueMotion, while the interior has unique blue cloth seat inserts and a "titanium look" plastic strip that extends above the the glovebox and across either side of the wheel.The BlueMotion is priced at $28,990 and it comes at the cost of the regular Golf 77kW TDI manual and DSG semi-automatic models.VW PR head Karl Gehling defended the switch to a manual-only option, saying engineers had determined the unique ratios in the five-speed gearbox made it the most fuel-efficient match in the VW arsenal.That shows the BlueMotion is as much about outright bragging rights as it is about sales, given the majority of Golfs are sold here with DGSs are the new Eos is DGS-only, but it still doesn't take away from the fact this is a very fuel-efficient car when driven properly.

Bluetooth and media connectivity are notable absences in the current car. They weren't a big deal when the car launched here in 2007, but the take-up of both technologies in the intervening years means they are now expected as standard features. So they're in, along with a facelift to give the Eos the wide horizontal grille that marks the latest VW look, a sharper edge to the bootlid and new LED tail lights. The extra features come at a $500 premium to the existing models, putting the 103kW/320Nm turbodiesel at $49,990 and the 155kW/280Nm petrol engine at $51,990. Fuel consumption on both engines is down by 200ml to 5.9 litres/100km for the diesel and 7.7 litres/100km for the petrol. There is no manual gearbox with either engine. VW spokesman Karl Gehling said the uptake of manuals on the 5500 cars sold here since launch showed only 15 per cent of buyers opted for a clutch, so it was deleted for the update. That makes the six-speed DSG semi-automated transmission the only choice, but it's not a bad one. The five-piece hardtop roof includes a sunroof so owners can choose between a coupe look, coupe with the sunroof open or pure open-air convertible. The opening/closing process takes around 25 seconds. There's a 205-litre "chute" in the centre of the boot that is spacious enough to take soft baggage, providing they can be squeezed through the fairly narrow opening. Options run from metallic paint at $700, to $900 for the self-parking software, $1500 for electric front seats, $2000 for a premium 600W sound system, $2100 for bi-xenon headlights with dynamic cornering mode and $2500 to add satnav.

A new cylinder head and intake manifold help the petrol mill to a claimed fuel figure of 10.6 litres/100km for both the five and seven-seaters.  The petrol engine is good for 195kW (up from 190kW) and 391Nm (up from 383Nm) while the diesel puts out 140kW/440Nm. The rear-drive diesel has a claimed fuel use of 8.2 litres/100km; the all-wheel drive model uses 8.8 litres/100km.  All models now come with a six-speed automatic transmission as standard. NVH Making the car quieter for front-to-rear seat conversations was a key priority for the noise, vibration and handling team.  New seals around the rear tailgate, more attention to aerodynamics - hence the new side mirrors - and better insulation in the bulkhead and beneath the floor all contribute to trimming decibels from the SZ range. The team even looked at a double bulkhead to cut interior noise but instead opted for a plastic layer sandwiched in the regular sound-deadening material that achieves 95 per cent of the insulation for none of the weight or manufacturing cost. NVH head Michael Stellamanns says interior quietness is a key trigger for customer satisfaction. That's why the diesel was tested in the most demanding conditions - a drive-through restaurant with the window down, car idling and sound bouncing off the bitumen and wall - to ensure the diesel "cackle" wasn't intrusive. DYNAMICS Anyone who drives an SZ Territory will pick the difference in steering, says Ford's vehicle dynamics manager Alex de Vluyt.  Put that down to a new electronic power-assisted steering system and revised front suspension geometry intended to make the new Territory less responsive to wheel inputs at high speeds. Conversely, better responsiveness in parking situations was another target and one de Vlugt says will make the SZ model stand out.  Keeping the big SUV flat while cornering, accelerating or braking was another focus and to achieve the "roll agility of a Mondeo" the front anti-roll bar has been stiffened by 30 per cent, the front springs are 35 per cent stiffer and the rear springs have been beefed up by 10 per cent.

... as the company pushes its fuel economy credentials. With it will come a boost in sales that should help the Blue Oval regain ground on the likes of the Holden Captiva and Toyota Kluger.  And the 2.7-litre six-cylinder turbodiesel is a smart unit putting out 140kW/440Nm. It is being positioned as the top-spec Territory and is the only engine in the SZ models to be matched to Ford's all-wheel drive system.  It also comes with it a 2700kg towing capacity, 400kg up on the 4-litre in-line six-cylinder petrol variants. Yesterday's technical briefing comes ahead of the vehicle's launch next month. Ford still won't discuss prices but says work on the drivetrains, steering and supension and noise suppression will impress new and returning Territory buyers. Diesel buyers will find the 210kg engine weighs the same as the petrol version, but sits on a new subrame with engine mounts specifically made to minimise vibration and an engine shield that cuts diesel clatter and improves the SUV's aerodynamics. The active transfer case has a clutch that disengages torque at idle and the latest Bosch v9 control system now has rollover mitigation software and engine brake control maps calibrated for the diesel. The result means the rear-wheel drive diesel Territory has a claimed fuel use of 8.2 litres/100km and the AWD diesel does 8.8 litres. The petrol six has also been improved and is now down to 10;6 litres/100km..

A wagon that massages your ego with style and performance yet minimises your environmental footprint is a winner in any language. When that language is German, you're in for something special.Enter the Mercedes-Benz E250 CDI Estate, a 2.1-litre turbodiesel that justifies its six-figure cost with an engine that hits hard in every area except the fuel bowser. Toss in the fact it's a seven-seater and you have a high-performance people-mover.VALUEThe simple face is you pay a premium for anything with Audi, BMW or Mercedes badge. Status symbols are undoubtedly part of it, the world can see you're doing well, but under the sheet metal are safety and engineering technologies that won't filter down to Japanese or South Korean models for years.The E250 CDI is a classic example of "you get what you pay for". The wagon costs $105,500 plus on-roads, and I'd buy one tomorrow if I had the cash and needed to haul seven people. It's only competition comes from the SUV sector and they don't rate on looks or handling.TECHNOLOGYThe turbodiesel engine is from Mercedes' BlueEfficiency range and it's a pearler. It cranks out 150kW and 500Nm yet uses just 6.3 litres/100km. It uses a host of small, but smart improvements to do that, from an on-demand alternator to cut engine-load to a grille shutter that smooths out the airflow when the engine doesn't need cooling.Self-levelling rear suspension automatically compensates for whatever load is in the back, and with a class-leading 1950 litres of space, it can be a fair load, and the suspension's adaptive damping improves the ride no matter who or what is onboard.There's also a parking guidance system that recommends when and to what degree to turn the wheel when parallel parking. That's handy, given the estate is nudging 5m in length.STYLINGWagons have always been the practical cousins of their sedan counterparts, but the E-Class estates are good-looking transport in their own right. The windows taper towards the rear to help disguise the boxy shape and the tailgate is arched so it doesn't look square from behind. It's still a relatively conservative design, but why tinker with what works.It's the same inside, where returning customers will be reassured by the familiar layout. New owners will need a few days to familiarise themselves with the myriad of buttons and on-screen menus that help control everything from the airconditioning to the satnav system.SAFETYThe Benz is at its best when comparing safety systems. Bi-xenon headlights and daytime running lights ensure the E-Class stands out night or day. The airbags extend to the windows in the second row of seats, and the Pre-Safe occupant protection system that does everything from pre-tension the seatbelts to closing the windows when it detects and imminent crash.The ABS braking system has a drying function to maintain stopping power in the wet, a hill-start assist, brakeforce distribution and is linked to the e lectronic stability and traction control. Hit the anchors hard and the brake lights flash to provide extra warning to following cars. It sounds simple, but definitely grabs the attention of anyone travelling behind the wagon.Sensors monitor driver behaviour and advise, via an illuminated coffee cup in the display panel, when a break is needed. If a crash does occur, the headrests push forward to reduce the risk of whiplash and the steering wheel and pedals are designed to collapse to give the driver extra room.The rearwards-facing third-row seats have enought headroom and legroom to even toss a couple of adults in for cross-town commutes and they're nearly as comfortable as the second-row seats.DRIVINGHIT the start button and head out of town and the big wagon feels small. It more than holds its own in the city where the blind spot assist and lane departure warning systems give extra reassurance, but it is out on the open road where the 500Nm can be put to best use. With that much torque the five-speed auto box isn't the handicap it might be on paper, remind E350 owners about the fuel use if they start bragging about their seven-speed transmission.Acceleration from 60km/h up is jaw-droppingly quick for this type of car and it's only under full throttle that the diesel makes itself heard. The rest of the time is a fairly serene, but not uninvolved drive, irrespective of the speed. And even hooking in only pushes the fuel consumption into the low 7-litre range.The leather-upholstered seats cosset both front occupants without deadening seat-of-the-pants (or skirt) feedback. The adaptive dampers switch from plush to performance as the weight loads up to keep the car flat and poised even through hairpin turns. And unless you're doing something wrong, the six passengers won't notice a thing. And that's not bad for a people-mover, no matter the price.MERCEDES-BENZ E250 CDI ESTATEPrice: from $105,500Engine: 2.1-litre turbodieselPower: 150kW at 4200 revsTorque: 500Nm from 1600-1800 revsTransmission: Five-speed automatic, rear-wheel driveFuel type, tank: Diesel, 59 litresFuel use, CO2 emissions: 6.3 litres/100km, 153g/km

The box-on-wheels look won't endear the Caddy Life to mums and dads but if it's what's on the inside that counts, then the Volkswagen people-mover is worth a second look.The Caddy van is a top-selling tool for tradies and couriers and its five-seater sibling still has a cavernous cargo area, or you can add a third-row two-person bench seat for $690 to transform it into a minibus. Both rows of seats are easily removed if there's a need for more load capacity, making the Caddy a truly handy machine.VALUEThe base Caddy Life comes with a five-speed manual transmission for $28,990. A seven-speed DSG dual-clutch semi-automatic is a $3000 option and probably the pick for suburban use. Daytime running lights and electronic stability control were made standard as part of a refresh of the range late last year, but a rear parking sensor will still cost $590 and is a box you almost must tick. Paying about $33,000 for a vehicle that can take seven people, or carry 3200 litres, is still a good buy.TECHNOLOGYThe drivetrain is the Caddy's best feature. The common rail turbodiesel has all the pulling power most drivers will need, step up to the 2-litre turbodiesel in the long wheelbase Caddy Maxi seven-seater for $39,990 if you insist on more, and the seven-speed DSG semi-automatic transmission has been mapped to suit its strengths.The DSG is a hefty premium, but it shifts quickly through the cogs to ensure you're in the right gear at the right time. Fuel use is 5.8 litres for 100km (the same as the manual) which is outstanding for a large vehicle.STYLINGThe nose of the Caddy Life is corporate Volkswagen, right down to the horizontal grille and central VW logo.It looks as smart as any van doing the rounds and better than most, but there's no hiding its commercial vehicle heritage from behind the B pillar, the sliding doors on either side are a bit of a giveaway. That's not a bad thing if you need maximum internal space but it can't compete with something like Honda's Odyssey on looks. The Odyssey isn't in the hunt on load carrying, though, so it's a swings-and-roundabouts proposition.The interior looks like a Polo or Golf. The plastics might be a bit more durable, but they still have enough "soft touch" feel to look classy against the competition. Ditto with the horizontal "Takato" design seat stripes, it's not my first choice, but better than uniform grey.SAFETYElectronic stability control is now standard across the range, a first for this class of vehicle. NCAP last tested the vehicle in late 2008, before the launch of the latest T5 range, and awarded it four stars. Only the Mercedes-Benz Vito does better, earning a full five stars. Working against the Caddy is the fact only two airbags are standard, heat/thorax bags for the driver and passenger are $890.DRIVINGIT isn't hard to forget the Caddy isn't a van. There a faint echo from the rear with only two aboard but load up the back seats or put some luggage in the cargo area and it's as quiet as any car on the road. It also goes like one - with 75kW/250Nm the Caddy Life is no hot hatch but will keep up with most four-cylinders on the market and the off-the-line launch is surprising. It is also surprisingly manoeuvrable in carparks (thank the couriers for that), but reverse parking is a chore without the rear sensors.As a compromise car that will fit a full family and do double-duty as a small business runabout it is hard to go past. The sound system is MP3 compatible and puts out a respectable volume and quality of noise, the instrument cluster is straight out of a VW passenger car and the big side and rear windows give everyone a pew with a view. Even loading half a tonne of weight over the rear axle doesn't cause the handling or engine much discomfort.The biggest downside to owning a Caddy Life is getting the kids over the culture shock and convincing them their egos won't be irreparably injured by being seen in it. A hoodie helped the teenage son cope; the pre-teen daughter is still trying to reconcile Caddy with chic. Both concede, though, the ride and handling was as good as several "real" cars that have been through the Carsguide garage recently.VERDICTA dual-purpose workhorse that marries the people hauling of a Honda Odyssey with the volume of a regular van.VW CADDY LIFEPrice: from $28,990 (add $3000 for seven-speed semi-auto)Engine: 1.6-litre direct injection turbodieselPower: 75kW at 4400 revsTorque: 250Nm from 1500-2500 revsTransmission: Five-speed manual, front-wheel drive Fuel use: 5.8 litres/100kmCO2 emissions: 152g/kmBody: Five-door vanSeats: fiveDimensions: length 4406mm, width 1794mm, height 1822mmWheelbase: 2681mm tracks front/rear 1531/1538mmSteering: Power-assisted rack-and-pinionSuspension: MacPherson strut front, leaf spring rearFuel tank: 60 litresFuel type: DieselWeight: 1541kg (manual); 1561 (DGS)Brakes: Four-wheel discsWheels: 15-inch alloysTyres: 205/55Warranty: Three years, unlimited kmSafety gear: ABS brakes with hill-hold assist, electronic stability control, dual airbags, daytime running lightsFEATURESAirconditioningAlloy wheels.

Ford will disable all cruise controls on the dual cab models, but have said replacement modules could take several months to arrive.In the interim the company has ordered dealers to disable the cruise control after drivers experienced problems setting or deactivating the system.The stopgap move comes as Ford tries to source enough replacement mechanisms to replace the 8082 units sold between April 2009 and January this year in PK Ranger XLT and Wildtrak vehicles and PJ and PK Ranger models where the cruise control was fitted as a genuine accessory.Ford Australia spokesman Neil McDonald said there have been no reports of accidents .He said replacement parts will arrive progressively over the next two months and all affected owners will be contacted by mail.The issue doesn't affect Mazda's BT-50 workhorse. The two vehicles are built on the same platform, but the cruise control unit is specific to the Ranger.from news.com.au

The German giant paid $2.5 billion for a 20 per cent stake in the Japanese maker just over a year ago and now Suzuki wants to tap its technology in areas where it is lacking. Diesel engines are the first target, with all sorts of engine and driveline technology also on the shopping list, according to Tony Devers of Suzuki Australia. "A diesel is the priority.  We need drivetrains," Devers tells Carsguide this week. Volkswagen bought into Suzuki to get access to its giant business in tiny mini cars, both in Japan and in India.  It is the world leader in the class and builds more than two million microcars a year, including some that are even re-badged and sold by Nissan. Devers knows Suzuki needs more power - literally and figuratively - to continue its recent success in Australia and is pushing head office hard."I'm going to Japan in a couple of weeks and will know more then," he says. Devers hopes to have news on a power upgrade and diesel for the mid-sized Kizashi, as well as more punch for the latest Swift.Suzuki's communications manager, Andrew Ellis, is more open when he says: "a diesel-powered Kizashi will open up a whole new market for us. Throw in DSG (VW's semi-automatic transmission) and there's another dimension to the line-up again ..." Ellis says the improved fit and finish seen in the new Swift, that arrives in Australia this week, will be reflected in all of Suzuki's models as a result of a company-wide focus on perfecting the design to minimise production-line changes and keep the retail pricing competitive. Devers also confirms a sports-oriented version of the Swift will arrive next year, sporting a 1.6-litre engine that should be perfectly matched to the car's impressive chassic and suspension credentials.  Suzuki will also chase niche sales - as well as establishing a halo model for the brand - with the introduction of a turbocharged all-well drive Kizashi. It is still working on details after building a one-off prototype, using aftermarket parts from the USA, for the Australian International Motor Show last year.  American buyers already have the high-performance model and a version will be tested in Australia over the coming weeks before Suzuki commits to bringing it.  It is hoping motoring journalists will be positive and boost the car's local showroom potential. "It's in your hands. If the reviews are good, we'll look at it," Ellis says.

This is one of the more stylish ways to join the SUV set. The CX-7 has been a hit for Mazda for the four years since launch because it marries the high-riding SUV drive with car-like handling and swoopy exterior style with a touch of bling. It could do with more grunt, but you can't have everything and the mid-sized Mazda doesn't have too many shortcomings in the urban jungle.VALUEThe two-wheel drive model kicks in at $33,990, then it's a $5000 jump to the on-demand all-wheel drive of the Classic Sports. Neither comes with standard Bluetooth - that's on the Diesel Sports and Luxury Sports models - which shows just how much the wireless technology has invaded our vehicles since the CX-7 launched in 2006.When $15,000 base model vehicles have Bluetooth as part of the basic package, there's no excuse other than bad product cycle timing not to have it in more upmarket cars.Points though for having a reversing camera across the range and there's a lot of standard gear even in the Classic, including cruise control, auto wipers and lights, an MP3-compatible sound system and tilt and reach adjustable steering wheel.TECHNOLOGYThere's nothing outrageously new on or in the CX-7, though a major overhaul late last year freshened the bodywork and interior. It's hard to get excited about redesigned pistons that, if the engine is built the way you're paying for it to be, you hope never to actually see.Two-wheel drive models have a 2.5-litre four-cylinder engine linked to a five-speed auto that's good for 120kW and 205Nm.  All-wheel drive versions use a smooth six-speed automatic coupled to a 2.3-litre direct injection turbocharged four cylinder that's good for 175kW and 350Nm.The 2.2-litre turbodiesel isn't far behind with 127kW and 400Nm, but it's restricted to a six-speed manual gearbox.  All models come with a 4.1-inch screen as part of the multimedia interface, but only the diesel and luxury versions come with standard satnav.STYLINGThe Mazda designers applied the "if it ain't broke, don't fix it" adage when facelifting the CX-7. It is a standaout looker in a carpark of clones. The lines now crisper and emphasise the curve of the roof and wheel arches and there's more attention to integrating the various components _ the fog lights with the front bumper and the console edges with the dash _ as Mazda happily leverages the premium tag drivers attach to the vehicle.The unseen changes are also subtle but significant. The A pillars have been redesigned to include a moulding that extends across the side window and limits pressure differences to cut wind noise by 5 per cent.SAFETYThe fundamentals of the CX-7 are sound: a solid chassis, decent brakes and a suite of airbags and driver aid software. That ensured it a five-star ANCAP rating when it was tested in 2008. The chassis uses high and ultra-high strength steel to improve impact resistance and it feels reassuringly planted on the road.DRIVINGThis is one of the best handling SUVs around - and that makes it one of its own worst enemies. The ride and feedback invite drivers to push harder and the 2.3-litre petrol engine is happy to spin high up in the rev range.That's a commendable effort from a small donk, but to keep 1.7-tonnes on the move the turbo powerplant will down more than 14 litres of petrol over 100km. And that's without trying too hard - and with the CX-7 preferring premium unleaded (regular unleaded can be used, but will reduce power). Still, if that's the price y ou pay for a decent-driving SUV, I'll cop it.The ride position is comfortable, controls are smartly placed and easy on the hand and eye and the overall feel is light and upmarket.  Doors shut with a decent thunk, the seats are flat but supportive and the sound deadening means little traffic clatter makes its way inside.There are SUVs with more interior room, with the capacity to carry more people and with better off-road abilities. There aren't any others, though, that look quite this classy for anywhere close to the same price.MAZDA CX-7 CLASSIC SPORTSPrice: from $38,990Engine: 2.3-litre direct-injection turbocharged four-cylinderPower: 175kW at 5000 revsTorque: 350Nm at 2500 revsTransmission: Six-speed automatic, all-wheel driveEconomy: 11.5 litres/100km (claimed, combined)CO2 emissions: 273g/kmBody: Five-door wagonSeats: FiveDimensions: length 4693mm, width 1872mm, height 1645mm, wheelbase 2750mm, tracks front/rear 1617mm/1612mmSteering: Power-assisted rack-and-pinionSuspension: MacPherson strut front, multi-link rearFuel tank: 69 litresFuel type: Premium unleaded (95 RON)Weight: 1761kgSpare tyre: Space saverBrakes: Ventilated discs front and rearWheels: 18-inch alloysTyres: 235/60Safety gear: ABS brakes with brakeforce distribution, six airbags, electronic stability and traction control

The current car has been a mainstay for Suzuki with two million sales since its launch in 2005, so a major overhaul of the light car is reserved for the mechanicals and chassis. The visual style is a modern interpretation of the previous model. The base price is also based on the previous model: at $15,990 it is the same as the 2005 model cost.VALUEThe new Suzuki Swift is a mainstay of Suzuki Australia's operations. The company has sold 65,000 of the existing model cars and is Suzuki Australia general manager Tony Devers says new model, with the catchline "More Swift", will account for a 10 per cent sales boost.The base-model GA (there's no model-specific badging on any Swift model, so pick them by look) comes with steel 15-inch rims, plain door handles and side mirrors, power windows and mirrors, a four-speaker sound system with USB and iPod connectivity, a five-speed manual transmission and drum rear brakes. It also packs seven airbags and electronic stability control into the mix.Step up $700 to the mid-spec GL there's 15-inch alloys, a body-coloured door handles and mirrors, mirror-mounted side indicators, a leather steering wheel with audio controls, and a six-speaker sound system. There's also a tacho, which will be more important for manual owners than those who spend the extra $1700 for the optional four-speed automatic.The top-spec GLX costs $18,990 and adds all-round disc brakes, 16-inch alloys, Bluetooth connectivity, a steering wheel that adjust for reach and height, keyless entry and start/stop button and front fog lamps.TECHNOLOGYThe "New Swift" is more, and in some cases less, of the same. And that's good for buyers. The engine has been downsized from 1.5 to 1.4 litres, but the new powerplant is lighter, helping to offset the drop to 70kW and 130Nm, from the 1.5's 74kW/133Nm. The flip is petrol use is down from 6.3 litres/100km to 5.5, which puts the Swift at the top of the class on fuel use. CO2 emissions are 132g/km.All cars now have the electronic throttle control previously reserved for the sporty Swift S model. The chassis is lighter and stronger and the MacPherson strut front and torsion beam rear have been overhauled.Cruise control isn't a option, yet. Devers says he's aware how important it is in Australia "and the company is working with us", suggesting it will be an option sooner rather than later. All cars come with iPod/USB connectivity.STYLINGAn Italian interpretation on the original design led to the latest look for the Swift. Suzuki sent two teams to Europe (one to France and one to Italy), to conceive a new style for the Swift and it was the Italian-based team's modern approach to evolving the design that won.The result is a glass profile that progressively narrows from the front windows the rear, a bigger front grille, front and rear lights that now sweep around the top side edges of the car and a much smarter interior.Silver highlights help break up the black dash and while the plastics aren't at Euro-touch softness, they look durable and the fit and finish is typical Suzuki standard. And the front dash pockets may help break up the lines, but I wouldn't be putting anything heavy in them ...SAFETYThe Swift is a safe bet. There are seven airbags (the driver picks up a knee bag in addition to the dual front, side and curtain units), ABS brakes with brake assist and brakeforce distribution, stability control and front seatbelts with pretensioners and force limiters. It is a five-star car and the 40mm wheelbase spurt in size gives rear seat passengers more legroom.DRIVINGHairpin turns with short straights are made for cars like the Swift. That explains why Arthur's Seat is the launch venue, the chassis/suspension are in their element on the tight bends and bumpy roads.The ride is firm but not harsh and it sits flat and composed under acceleration or brakes. The light and low weight means it holds its line in turns and responds to throttle or brake if the driver's overcooked it.Uphill runs expose the engine's lack of torque and the four-speed auto's lack of ratios. The pair work OK around town, but won't be the enthusiasts' choice, especially as there's no option for manual shifts.The five-speed manual's extra cog helps get the most out of the engine, like most Suzuki units, this 1.4-litre will happily rev at the top of the tacho and the mid-range is strong, so work ing the manual can result in reasonably quick runs.The GLX undoubtedly has the better brakes, bu the rear drums on the GL didn't lock up once and will be more than good enough for most owners.Rear seat room will encourage you to pack adults in for a short trip, they'll moan, but survive, and pre-teen kids won't complain at all. Boot space is tight, but at 210 litres to the bottom of the windows you can fit the weekly luggage in. A removable tray covers a smaller compartment, and the space saver spare, below, but I'd ditch it for the extra boot depth.The Swift is chasing sales off the Toyota Yaris, Ford Fiesta and Mazda2 and the first impressions are the extra interior sophistication will earn it more fans. Enthusiasts will have to wait until next year for the 1.6-litre S model.VERDICTA good car done better. Price and build quality are on the money.