Holden Astra VS Suzuki Swift
- Sedan's comfy and composed ride
- Hatch's beautiful styling
- Aussie tuning for sedan and hatch
- No AEB in sedan
- Hatch's storage could be better
- Sedan's rear headroom limited
- Great looks
- Good safety package
- Nice to drive
- GLX is on the pricey side
- Halogen headlights on lower-spec cars
- Slow steering
There are two types of people in this world*. Those who like hatchbacks, and those who prefer sedans.
We're not making any judgments. If you're a sedan fancier, it's your business, and hatchbacks have their leagues of loyalists, too. Whichever way you lean, Holden hopes it has something to please you with hatch and sedan versions of its Astra small car.
This is the mothership of Astra reviews, taking both the hatch and sedan into account to help you make a better decision.
|Engine Type||1.4L turbo|
|Fuel Type||Regular Unleaded Petrol|
For almost thirty years, Australians could stroll into a number of dealerships and have their pick of cars - obviously small ones - for under twenty grand. And I mean twenty grand in the modern sense, not the early '80s Mitsubishi Sigma GL with no power steering or...you know, seats that didn't give you a third-degree burn in summer.
Suzuki is hanging in there, along with Kia and, oddly, MG. But I'm not here to tell you about the Swift Navigator because, frankly, I don't think you should buy it. It's not the best-value Swift and for the same money you can get a better-loaded Kia, the top-of-the range Picanto GT. Not far over the $20,000 mark, though, is the Navigator Plus which makes a lot more sense. As part of the Series II Swift updated which arrived in September, The Plus in Navigator Plus has taken on a whole new meaning.
Read More:How does the 2019 Suzuki Swift stack up?
|Fuel Type||Regular Unleaded Petrol|
The Astra sedan is a different car to the hatch – but then it's really aimed at different people, perhaps more mature ones. I mean, one of the sedan's paint colours, 'Old Blue Eyes', isn't available on the hatch. This could be a hint.
Either way, the sedan could be a better pick for you because of its more comfortable ride, extra rear legroom and bigger boot.
The hatch is a much better looking car. It's also more refined and stylish inside and out. The hatch comes with a more powerful engine and better handling, but its ride is not as comfortable as the sedan's.
As for the sweet spots for each range. For the sedan it's the LS+ with its great safety equipment at a good price. For the hatch line-up, it's the RS because it comes with the larger 1.6-litre engine, advanced safety equipment, and many of the features on the top-spec RS-V, which is $4500 more.
*But wait, there really are more than just two types of people in this world. There are wagon people, too. And Holden will soon have that covered when the Astra Sportwagon arrives by the end of the year. And that one looks a lot like the hatch.
Are you a hatch or sedan person? Lets us know what you think in the comments section below.
It was a tough call, but I did settle on the Navigator Plus as the pick of the range. For an extra $1500 over an automatic GL Navigator, you get all that extra equipment and a subtle lift in spec that would be well-served with the inclusion of the GLX's LED headlights.
All Swifts are good to drive, with a supple chassis tune, acceptable performance through to quite good from the 1.0-litre turbo and a good after-sales package. I do think, however, that Swifts are a tad over-priced, especially considering the big jump to the GLX. But if you want a Japanese-built hatch with a bit of character, fantastic looks and a good mechanical package, the Swift hits all three.
Holden has performed cosmetic surgery to bring them closer together, but they still look like distant cousins at best.
Let's focus on the hatch first. This seventh-generation car looks damn good, but it's near impossible to identify the different levels. The easiest way is to look at the wheels (design and size), while the RS has shiny metal blades on the grille, and the RS-V gets that, plus the same trim around the windows for a posher look.
The cabin is also good looking, but regardless of grade, doesn't have the premium feeling the car's exterior looks suggest. Don't get me wrong, the RS-V's interior is cool and stylish, but the use of glossy plastics and a lack of contrasting colour cheapens the vibe.
All Astra hatches have the same dimensions - 4386mm long, 1807mm wide and a height of 1485mm, which is a smidge longer than the Corolla and a bit shorter than the Mazda3. The RS-V auto is the heaviest at 1363kg.
Now the sedan. Holden has styled the front to look more like the hatch but I don't think it's fooling anybody.
The sedan's cabin is also different to the hatch's. We're talking completely different, from the steering wheel to the temperature controls. I'm more of a fan of the hatch's interior styling than the sedan's relatively basic look.
The sedan is 30cm longer than the hatch at 4665mm end-to-end, it's shorter in height though, standing 1457mm tall (-28mm), but is exactly the same width at 1807mm across.
Ah, this is where things get interesting. The Swift is such a cracking-looking car, even though it hasn't changed a great deal over the past three generations. But that's how good the Swift's rebirth was sixteen years ago. The details have, obviously, been refined but it really does look brilliant.
The Navigator Plus, when you get close, does look a bit cheap here and there, but plenty of far more expensive cars have weird cheap details, like the odd textured plastic chrome on the tail-lights of the Lexus LC.
Inside is a but more in keeping with its price point than the Swift Sport. There's nothing especially eye-catching in the cabin apart from the fetching new patterned inserts on the seats and the nice leather steering wheel which is, oddly, flat-bottomed.
This could be the clincher if you're wondering whether the hatch or sedan is roomier. And the answer may not be the one you expected.
So, in one sentence, the Astra sedan has more rear legroom, but less rear headroom than the hatch, while the sedan's boot is bigger, but I'd pick the hatch if I was using it to move house.
The first bit makes sense. The sedan has a longer wheelbase, meaning more legroom for passengers in the back. Even me, and I'm 191cm tall. In the sedan I still have about 5cm of space between my knees and the driver's seat set to my position, but I can only just squish my knees in when I'm in the hatch.
But in a cruel twist of design fate the roofline of the sedan is lower than the hatch's, and my head skims the ceiling.
The sedan's 445-litre boot is 85 litres bigger than the hatch's (360L), but I'd choose the latter to move house because it has a larger cargo opening. Fold the hatch's back seats down and you could slide a coffee table in, which is not going to happen in the sedan.
The sedan has better cabin storage areas, with four cupholders (two up front and two in the back), bottle holders in all the doors, and a decent-sized centre console storage bin. The hatch gets bottle holders in all the doors, and while there are two cupholders there aren't any in the back. The hatch's centre console bin is small, but there is a driver's side pull-out bin.
If you're in the front seats, you're golden. Apart from being slightly too high for my liking, they're very comfortable and the previously-mentioned upholstery is very pleasant. You get two shallow cupholders and a tray not quite big enough for a larger-sized phone but fine for standard-sized ones.
As with the front, rear-seat dwellers get a pair of small bottle holders in the doors and not much else apart from a seat pocket in the left-hand seat. Common with the front seat, there's no armrest which is a shame because the back seat is so flat that there is nothing but your seatbelt to stop you clattering into your neighbour in the corners. There is a squared-off cupholder between the front seats which would be hard to reach for smaller folk.
Three across the back is obviously a distant dream for adults, but two back there are in reasonably good shape with plenty of headroom and surprisingly good knee and legroom if you're roughly my height (180cm) behind someone else of similar height.
The boot is predictably tiny at 242 litres, which is a little below the standard for the segment, with a seats-down capacity of 918 litres. The Swift Sport's boot is slightly larger at 265 litres because it doesn't carry a spare, but weirdly, has the same seats-down capacity as the other versions.
With three top-tether anchors and two ISOFIX points, you're covered for baby or child seats.
Price and features
Let's start with the hatchback. There are three grades of Astra hatch: the entry-level R lists for $21,990; then there's the mid-spec $26,490 RS, and at the top-of-the-range is the RS-V for $30,990. These are all prices with a manual transmission, and it's another $2200 on top if you want an automatic. There's a sort of bonus level, too – the 'R+' which is an R with advanced safety equipment, but costs $1250 more.
There are three grades to the Astra sedan range, too – but wait, they don't align with the hatch line-up, and even have different names.
The sedan kicks off with the LS spec at $20,490, if you opt for the manual gearbox, or $21,490 for the auto. Standard features at this level include 16-inch alloy wheels, auto headlights, a 7.0-inch touchscreen with reversing camera, Apple CarPlay and Android Auto support, as well as rear parking sensors.
There's an 'LS+' grade for another $1250 which adds advanced safety equipment, LED daytime running lights and a leather steering wheel.
The $25,790 LT gets all of the LS+ features and adds 17-inch alloys, an 8.0-inch touchscreen, proximity unlocking, auto parking, sat nav and rain-sensing wipers.
At the top of the pile, the $29,790 LTZ has all of the above, plus 18-inch alloy wheels, sunroof, climate control air con, and heated, leather-trimmed front seats.
Depending on the grade, the hatch costs $1000 to $2000 more than the sedan.
Down at $18,990 is where Swift range starts with the GL Navigator manual, adding $1000 for the CVT automatic. For Series II, the base model picks up rear speakers over the old spec, 16-inch alloys, air-conditioning, reversing camera, cruise control, cloth interior, remote central locking, auto-down power windows and a space-saver spare.
For $21,490 the Navigator Plus has a lot more to offer than the GL Navigator. Which makes sense, given the Plus, but I'm no marketing genius.
For your money you get power folding and heated mirrors, reversing camera, active cruise control, sat nav and leather steering wheel as well as a bunch of extra safety features over the GL Navigator.
The GLX Turbo builds further on the lower specs with a six-speaker stereo, gear-shift paddles, LED headlights and the 1.0-litre turbo three-cylinder. That car lands at a fairly sturdy $25,290 but is not without its own unique charms.
All Swifts share the 7.0-inch screen that's in almost everything with a Suzuki badge and has the same basic software that isn't all that flash but more than makes up for it with a built-in sat nav in the Navigator Plus and GLX Turbo (I'm assuming a certain demographic buys this car and insists on it) as well as Apple CarPlay and Android Auto.
Annoyingly there's only one "free" colour and it's white. The rest of the colours (Super Black Pearl, Speedy Blue, Mineral Grey, Burning Red and Premium Silver) whack you another $595. By contrast (see what I did there?), you can choose from five free colours on a Mazda2 and the three premium colours are $100 cheaper.
Engine & trans
The Astra hatch comes with a choice of two petrol engines. A 110kW/245Nm 1.4-litre four-cylinder turbo powers the R grade, and a 147kW/300Nm 1.6-litre turbo four sits in the RS and RS-V.
All Astra sedans come with just the 1.4-litre engine.
Buyers have a choice of a six-speed manual (when paired with the 1.4-litre engine torque is 240Nm) or six speed automatic.
CarsGuide test pilot Stephen Corby drove the Astra R grade and pointed out that Holden notes a 0-100km/h time for the base car of "n/a", which pretty much says it all, while our RS and RS-V hatch drivers, including me, found the 1.6-litre to have good acceleration (claimed 0-100km/h in 7.8s).
The six-speed auto in the RS-V hatch is slow and emotionless, while the six-speed manual's short gear ratios keep the turbo going hard.
When it comes to the sedan engine, that 1.4-litre, while competent, doesn't impress the socks off me. But (with socks still well and truly on) it does suit the nature of the sedan far more. The hatch needs a gruntier powerplant to suit its sporty styling and firmer suspension. Lucky there's a 1.6-litre that delivers more mumbo.
The non-turbo Swift's very modest 66kW and 120Nm comes from its 1.2-litres and four-cylinders. It is not a lot of power, even with variable valve timing. To make the most of these figures, Suzuki fits a continuously variable automatic transmission, or CVT, to send power to the front wheels. The manual is $1000 cheaper, a five-speed unit that you'll only find in the $18,990 GL Navigator.
Step up to the Turbo GLX and you get a 1.0-litre three-cylinder turbo with healthy power outputs of 82kW and 160Nm, with a six-speed torque converter auto, unlike the lesser versions' CVT.
Thankfully, the Swift weighs next to nothing in modern car terms, so even the 1.2 offers reasonable pace without having to thrash it.
First the hatch. Sure, the 1.4-litre engine is the least powerful but it also uses less fuel, with Holden's claimed combined cycle figure being 5.8L/100km in manual and automatic. The 1.4-litre also only requires cheaper 91 RON fuel. The 1.6-litre engine needs 95RON, and the official figure is 6.5L/100km in the manual and 6.3L/100km for the auto. You'll 52 litres of it to fill the tank.
These are low claims and the stop-start tech would help achieve those figures. Our own driving found real-world consumption is higher, with the RS recording 8.6L/100km on the dash computer, while the manual RS-V scored 7.1L/100km.
After 250km in the RS-V auto the trip computer was reporting 10.2L/100km. I also found the fuel gauge needle moved towards empty faster than rivals I've driven. I don't think the Astra's efficiency is the core issue here, more my driving style, and it could be down to the Astra's 48-litre fuel tank, which is three litres smaller than the Mazda3's, and two litres less than the Corolla and i30's.
The sedan returns similar mileage, with official (combined cycle) fuel consumption for the manual sitting at 5.8L/100km, and the auto at 6.1L/100km. The trip computer in our automatic LS reported 8.2L/100km after a little more than 100km of country road driving.
The official combined cycle figure on the sticker is listed at 4.8L/100km. The dash display indicated I was getting 6.5L/100km and to be fair to the Swift, it had almost no highway running during my time with it, so it's not too far off the 5.8L/100km urban figure.
With its small 37-litre fuel tank that means a real-world range of around 500km and probably another 100km if you're cruising the motorways.
Three CarsGuide reviewers drove three different versions of the Astra, and it's pretty clear the R didn't impress in the same way the RS and RS-V did. While the chassis felt great, the issue was put down to the 1.4-litre engine, which had to work hard while the automatic droned on.
I took the RS-V on my 150km country road test loop and found the chassis to be taut and well balanced, and by the feel of the firm dampers, set-up for more sporty driving and handling rather than comfort.
The RS-V's 18-inch rims, with low-profile 225/40 R18 92W Bridgestone Turanza rubber mean you'll feel almost every crack and bump in the road. Great grip, but the ride isn't comfortable.
The six-speed automatic doesn't match the 1.6-litre engine's perky personality, in that it's slow to change gears. Shift paddles on the steering wheel would add more connection to the driving experience.
Vani's RS-V was a six-speed manual and she loves how quickly that gearbox responds. All all our testers agree the steering is accurate, but artificial and light, although the sport mode gives it more weight, along with changing the throttle response to be sportier.
While the hatch has sporty styling and a firmer ride, Holden has tuned the placid-looking sedan's suspension to be comparatively supple. It's a far more comfortable drive.
I had seat time in each grade. The LS with the manual is the most enjoyable to drive - shifting is easy, the gear ratios are nicely spaced and I could get more out of that 1.4-litre engine.
Being tall and all arms and legs, I found I had to drive with the middle armrest up – my elbow kept bumping into it otherwise when shifting. The clutch also has a high return position.
The auto-only LT and LTZ ride just as comfortably as the LS manual. Steering on all grades has been tuned for Australian roads, and it feels accurate, well weighted and smooth. I've driven far fancier cars with steering that isn't anywhere near this good.
Cabin insulation is also impressive in the sedan – the hatch on the other hand has a fair bit of noise intrusion.
And that engine? Well, you're not going to win any drag races, but the comfortable ride and smooth steering, combined with looks that don't promise land speed records means it's far more suited to the sedan than the hatch.
Even with two well fed Holden employees and myself on board, the sedan didn't once feel like it was running out of puff, even on steeper hills.
The Astra sedan doesn't have the handling ability of its hatch sibling, it also has a ridiculously large turning circle of 11.9m (the Mazda3's is 10.6m), but it just skims in at seven out of 10 thanks to that great steering feel, and well-tuned suspension, keeping the ride comfortable and composed.
Luckily I drove two cars for this review. The first was the one I think most people will end up buying, the 1.2-litre Navigator Plus. One of my favourite things about Suzukis - including my Vitara Turbo long-term test car - is the decent tyres fitted to all but the cheapest of their cars.
What that means is when combined with a very impressive suspension tune which delivers an excellent ride and handling balance (especially for such a small car) it's also fun to drive, if that's your thing. If it isn't your thing, it's comfortable and feels good on the road.
The steering is perhaps a little slow for my liking which I found a little odd. The spec sheet says it has variable rack steering which means you get more steering angle at a faster rate the more you turn the wheel, but it seems to only accelerate usefully when you're parking or moving around at low speed. It always felt like it need another quarter-turn or so for the same effect compared to most other small cars I've driven. Most owners probably won't mind, I just think it would be even better if the steering was a bit quicker.
The dreaded CVT makes the most of the 1.2-litre's limited power and torque, which is what CVTs are good at. I dread CVTs - and this is purely personal - because I don't think they're very good in most of the cars fitted with them. This one can whine a bit as you're driving along, but I'll take that because it has a good strong take-up from standstill that feels almost like a good dual-clutch transmission. Some CVTs are far too soft off the lights and you end up getting swamped by delivery riders on pushbikes.
Moving up to the turbo GLX, the main difference is the extra power and torque. When I first drove it I thought, "Why wouldn't you buy this one?" While the extra oomph is welcome, it's really not a deal breaker and really not worth an extra (almost) four thousand dollars unless you're really wedded to the idea of a turbo or LED headlights. Both of which are good things.
The R+ hatch adds a safety pack which includes such as AEB and lane keeping assistance.
The LS+ sedan is $1250 more than the LS and comes with suite of safety gear including lane keeping assistance, lane departure warning and forward distance indicator.
You'll find two ISOFIX mounts and three top tether points for child seats across the back row in the sedan and hatch.
The Navigator Plus' Series II safety upgrades add blind spot monitoring and rear cross traffic alert and you get forward AEB with both low and high speed operation, forward collision warning, lane keep assist, lane departure warning as well as six airbags and the usual ABS and stability controls.
These features are also on the more expensive, turbo-powered GLX but not on the down-spec Navigator, which is one of the main reasons for me telling you in the intro that this is the better car.
The Swift features three top-tether points and two ISOFIX anchors for fitting child seats.
In 2017 the base GL scored four ANCAP stars while the other grades, offering things like forward AEB scored five stars.
The Astra hatch and sedan are covered by Holden's three-year/100,000km warranty.
Servicing is recommended every 15,000km or annually. The Astra also comes with Holden's life-time capped-price servicing. You'll pay $229 for each of the first four services, then $289 each for the next three before stepping up higher as the car ages.
Suzuki offers a five year/unlimited kilometre warranty, which is competitive.
Worth noting is the fact that the 1.2-litre's service intervals (12 months/15,000km) are a little more generous than the turbo's (12 months/10,000km). The 1.2 will cost $239 for the first service and then $329 for the next three. The fifth service is $239 or, if it's travelled over 90,000km, climbs to $499. If you stick to "average" mileage, that means a five-year service bill of $1465, or just under $300 per service. Not bad, although a Yaris is cheaper than that by quite some margin while a Rio is about double that (however it has a longer warranty).
If you go up to the GLX turbo, along with shorter intervals by distance, you'll pay $1475 or $295 per service, which again, is quite good and cheaper than the Rio and Picanto GT's servicing by quite a margin. The turbo triple obviously has more complex servicing needs and if you go over the expected milage, the final service will cost anywhere from $299 to $569, which is still reasonable.