Jaecoo J8 vs Suzuki Swift

What's the difference?

It is hard to argue with the sheer amount of stuff you get in the J8 for the price. And that long warranty and capped price servicing program remove the stress of buying into a new brand.

The J8 might be more car than most people need due to its size and lack of third row seating.

It’s okay to drive but isn’t class leading and no hybrid option will count it out for the ever increasing number of Aussies looking to petrol-electric power.

The J8 is a solid machine and well worth a look if you are after glitz and glamour on a budget.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

So, there you have it. A brief look at the new, sixth-gen Swift.

Better where it needs to be, the supermini survivor still remains competitively priced, with loads of new efficiency and safety tech that buyers will appreciate.

But, most of all, the Suzuki still feels, drives and rewards like the old model used to. It just does so with more sophistication.  

As inexpensive city cars continue to fade, the new Swift continues 41 years of providing a fun, affordable and dependable solution, in a vibrant and desirable package.

The J8 looks familiar but it's hard to remember where you’ve seen it before. There are shades of Mazda, Mercedes-Benz and Range Rover scattered throughout.

The J8 looks more native Jaecoo than the smaller J7, but either way it's a handsome machine in the metal.

Its large, prominent front grille with thick vertical slats gives it presence on the road. This is paired with a big JAECOO badge on the grille and dynamic LED headlights and DRLs.

It has a sleek side profile and does away with gaudy panel creases and sharp edges, which helps project its premium persona. This design is highlighted by its hidden door handles, well integrated roof rails and rear spoiler.

There is a rear light bar, which is the current must have styling item, and connects the tail-lights

Inside is where the action is.

It looks proper luxe, with soft touch and textured inserts all over. We spent the majority of our time in the Ridge AWD and on top of the dash is a type of soft synthetic suede and there are wood veneer-type inserts that give it a touch of class as well as some piano black highlights and plenty of premium feeling materials.

Even in the back seat, where some brands can cut costs, the J8 has a quality feel to it.

It is an impressive space for circa-$50,000.

At first glance, the new one looks a lot like the old one. Short overhangs, long wheelbase, upright A-pillars, that signature 'floating' roof. This could be nothing else but a Swift.

Obviously, though, every single panel has changed, resulting in a stronger, quieter and more aerodynamic body.

Helping communicate this is a new and very definite crease line added to create a more-pronounced shoulder. The bonnet seems to be more clamshell-like and the nose is squarer, too. Indeed, everything about the overall styling seems to be more upright.

Debate is already raging in some circles. Is the new Swift too fussy? Too conservative? Has it lost the playful boldness of the proceeding version's gently-sculptured sides and hidden rear-door handles? Are the proportions slightly out now? Has the previous design integrity and oneness of vision been diluted? Does the 2017 predecessor look better?

Underneath, the platform is essentially the same, while overall dimensions are largely identical except for a 20mm stretch and 25mm roof lift. Length, width, height and wheelbase numbers 3860mm, 1735mm, 1520mm and 2450mm, respectively.

Happily, the aesthetic changes inside are likely to please rather than perplex, and even delight rather than divide opinion.

Having only five seats in a car this big feels like a waste of space, and in reality it is. You’re now driving a very big and bulky car without the people carrying pros.

Very rarely will you need to use the giant 738-litre boot, but the ability to carry children’s friends or extended family is probably a more useful and regular scenario.

Up front there are plenty of storage options with lots of nooks and crannies in the centre console, including a sizeable and deep bin and good size pockets on the doors. Cupholders for both rows are a plus, too.

USB charging points for both rows are great. If you like to connect to Apple CarPlay via a cord and not wirelessly the port is down near the front seat passengers right foot, which is hard to access.

Additionally the wireless device charger is on the passenger side of the console. Both are hallmarks of a car originally designed to be driven on the other side of the road.

The back seat is huge, there is ample leg, shoulder and head room and it can easily accommodate adults or large teenagers.

From a packaging perspective, the latest Swift carries on from before, and that’s no bad thing. It remains exceptionally roomy as well as practical.

To that end, entry and egress are easy, there’s a sense of spaciousness thanks to deep windows, a high ceiling and lofty seating, while the latter also helps provide an agreeable driving position. Storage and ventilation are provided in abundance.

For many people, the dash redesign reflects a big change in attitude, having finally grown up and away from the previous cheap and cheerful look. Highlights include pleasing seat fabrics, interesting textures and a sense of quality craftspersonship, within a stylish and sweeping design. After 41 years, the Swift has matured gracefully.

It’s also worth pointing out the super-clear analogue instrumentation dials, supported by a digital speedo and configurable trip computer data; actual buttons for the heating and air-conditioning system and – joy of joys – a handbrake lever.

Plus, if you want to turn off the various beeps from the driver-assist systems, physical buttons are but a simple press away. No distracting sub-menu searches within fiddly touchscreens here, thanks.

Except if you want to change the volume because you’ll need to prod the screen after all. The knob is always the better option, Suzuki.

What else? The rear bench area is a little plain but surprisingly roomy for this class of light car. Probably more so than a Corolla provided back in the early 2000s, with a decent level of cushy support for two people or three at a squeeze.

Given the extra specification, even the cheapest grade is all the Swift you’ll need. A sign of a democratic car.

But keep in mind the base variant no longer comes with a driver’s seat adjuster, passenger vanity mirror and multiple USB ports found in the Plus and GLX versions, while it is alone with a clammy plastic rather than leather-sheathed steering wheel rim.

At least cargo capacity edges up, by 23 litres to 265L (VDA), and that’s just under the luggage cover, thanks to some clever repackaging of a now-lower boot floor and internal tailgate panels. Drop the rear backrests and that expands to 569L.

Note, however, that for the Swift to achieve its sensationally low kerb weight that starts from just 919kg (up around 50kg), it now uses a fiddly and frankly-inadequate tyre repair kit. Thankfully, Suzuki offers that space-saver spare, at extra cost (and mass) of course.

Still, keeping those kilos low pays high dividends when it comes to performance and economy.

So. Why are there so few affordable city-sized superminis like the Swift?

Just 10 years ago, the Swift had at least 25 rivals under $25,000. Today that’s phonetically as well as literally down "t(w)o" "three" – namely, the ageing but still-surprisingly-spry Mazda2 and intriguing all-new MG 3, as well as Australia’s sole sub-$20K new car, Kia's darling Picanto.

Many of the Class of 2014 have since morphed into pint-sized crossover hatchbacks like Suzuki’s soon-to-be-discontinued Ignis, the Hyundai Venue and Kia Stonic. And if you must, there are also the cheerless MG ZS and ancient Mitsubishi ASX biggish-small SUVs – but they’re cheapo for a reason.

Unlike the latest Swift... which, from $24,490 drive-away, is more than reasonably cheap, since it introduces some electrification tech across the whole range, while still being around the same price as the old base GL.

This now makes the new Swift Australia’s cheapest 'hybrid'.

Granted, despite wearing the Hybrid badge on every grade, it’s just a mild hybrid system, but one that provides extra electrification to usefully boost performance and economy for the all-new powertrain and revised transmissions. More on all that later.

What else? The base Swift at last gains LED lights, telescopic as well as tilt steering adjustment and important driver-assist safety like Autonomous Emergency Braking (AEB), along with lane-support systems, adaptive cruise control and rear parking sensors.

Also included now are keyless entry/start, a 9.0-inch touchscreen as part of a new multimedia set-up, wireless for Apple CarPlay (but not for the Android Auto), a digital radio, heated mirrors, traffic sign recognition, auto high beams and an alarm.

And there's more. The entry-level Swift Hybrid is also class unique in offering a manual gearbox. Good on you, Suzuki.

Not for you? Don't worry, because the Hybrid auto that is expected to be the bestseller starts from $26,990, drive-away. For the record, that’s only about $1000 more than the equivalent old version but with all that extra gear to boot.

But, beware, the base-model Hybrid alone lacks a few items that may or may not have been standard in the outgoing Swift, such as a driver’s seat-height adjuster, leather-wrapped steering wheel, privacy glass, alloy wheels, front passenger vanity mirror, front-seat map pockets, multiple USB charging outlets and a spare wheel (though you can pay extra for one as the wheel-well remains).

All of the above, except the missing spare, are included in the new Hybrid Plus auto grade, from $28,490 drive-away, along with heated front seats and additional driver-assist tech like a blind-spot monitor. We’ll get into more detail in the Safety section below.

Finally, there’s the Hybrid GLX auto, with its wireless phone charger, folding exterior mirrors, steering wheel paddle shifters, climate control, glossy alloys and more from $29,490, drive-away.

Sadly, the terrific old GLX 'BoosterJet' three-cylinder turbo is no more, and there might not even be a new Swift Sport to continue the GTi hot-hatch legacy.

Still, Suzuki’s managed to keep the entire range under $30K drive-away, despite big changes inside and out. Let’s check those out.

Power comes from a 2.0-litre, four-cylinder, turbo-petrol engine that makes 183kW and 385Nm, which is matched to an eight-speed automatic driving either the front or all four wheels.

That’s a decent amount of grunt and is on par with a Volkswagen Golf GTI, but the J8 weights about 1800kg in 2WD guise with AWD adding 100kg.

Those numbers are also short of the 206kW/422Nm delivered by the Santa Fe’s turbo-petrol motor but are better than the 200kW and 333Nm made by the Sorento’s non-turbo V6.

The lack of a hybrid option at launch, which is popular in rival machines, could prove to be a misstep.

Jaecoo said a plug-in hybrid version was under consideration, but is likely to come at a decent premium.

If there’s one area where Suzuki shines, that’s in making sweet little engines, and the new, chain-driven, 1197cc 1.2-litre mild hybrid three-cylinder petrol unit is no exception.

Now, on paper, 61kW at 5700rpm and 112Nm at 4500rpm may seem slightly lacking. A Mazda2 manages to make nearly 35 and 30 per cent more power and torque, respectively.

But the Swift's new 'ISG' integrated starter/generator/electric motor unit delivers an additional 2.3kW and 60Nm.

Combined with the hatchback's comparative lightness, it makes for a sufficient power-to-weight ratio of between 63 and 66kW per tonne.

Or, in other words, it provides some welcome extra low-down muscle.

Drive is naturally sent to the front wheels, via either a light-yet-positive shifting five-speed manual gearbox, or new CVT auto. Both have been heavily revised in their new roles serving the mild-hybrid powertrain.

Jaecoo claims on the combined (urban/extra-urban) cycle the J8 Track 2WD will drink 8.3L/100km and the Ridge AWD will gulp 8.6L/100km, which is better than its similar sized rivals. But those rivals also have hybrid options that are more powerful and drink less fuel.

It also requires premium unleaded fuel, while the others drink the cheaper stuff.

A 65-litre fuel tank gives it a theoretical driving range of 755km in its thirstiest guise.

We didn’t get to spend enough time behind the wheel to do a thorough real-world test, and the majority of our drive was spent on high-speed arterial roads or motorways where petrol cars are at their most efficient. So we’ll reserve judgement until we undertake a more comprehensive test drive.

The latest Swift’s maturity does not end with its suave cabin presentation.

Prioritising high economy and subsequently low pollution, this Euro 6d-rated three-pot hybrid powertrain promises an astonishing combined fuel-consumption average of just 3.8 litres per 100km for the manual, and slightly more for the CVT at 4.0L/100km.

The results are 78 and 80 grams per kilometre of carbon dioxide emissions, respectively, along with around 970km between refills of the meagre 37L fuel tank.

These facts somewhat ease the pain of the need for more-expensive 95 RON premium unleaded petrol instead of the regular brew. High-tech solutions do require superior fuel, after all.

With just 70km on our ultra-tight test car’s odometer, the trip computer’s 6.7L readout is likely no indicator of the frugality we’re expecting to come.

So, how are such low consumption figures attainable? Along with better aerodynamics and a low kerb weight, the latest Swift Hybrid’s ISG hybrid unit generates supplementary electricity under acceleration, to ease the engine’s reliance on petrol.

It also recharges the 12-volt lithium-ion battery that lives beneath the front passenger-seat floor off-throttle via regenerative braking.

Note that the Suzuki never drives purely on electricity.

There is a clear line of demarcation between the Chery brand and Jaecoo, and the J8 drives substantially better than Chery’s line of budget-friendly Tiggo SUVs.

We spent most of our time in the Ridge AWD and the fancy active suspension makes a huge impact. It keeps the vehicle in check through corners, exerting excellent body control. It's a bit unnerving how flat the car sits through the bends with next to no body roll.

Despite riding on giant 20-inch wheels the J8 soaks up bumps and road imperfections with ease.

The Track 2WD falls off noticeably in this regard without the active damping.

The steering is light and a bit floaty, which saps confidence when entering corners as there isn’t a lot of feedback on what is happening underneath you.

The steering ratio seems a bit wide of the mark, the wheel needing more input than we'd like.

The engine delivers decent grunt and it's tuned for leisurely acceleration rather than performance. 

There was the odd occasion when the transmission and the motor weren't quite in sync and you might get a bit of hesitation and then too much oomph all at once.

It has no problems getting up to speed on the motorway and handles overtaking with ease. 

Jaecoo, and its parent company Chery, have worked hard on the safety tech calibration and it's much less intrusive on the J8 than some earlier models. This applies especially to the lane keep assist, which only steps in when needed. There are far fewer bings and bongs than before.

You sit up nice and high in the J8, which gives you a good view of the road ahead, but the sloped rear window restricts vision out the back compared to boxier shaped SUVs.

It is a big rig and you feel that on the road, even the Jaecoo team said you’d notice the width of the J8 on the road, which might be an issue if you live in compact inner city areas or deal with cramped car spaces.

No Swift since 2004’s new-millennium redesign has been anything less than fun to punt around. A focus on driving pleasure and superior dynamics has helped make each version a cut-above most rivals.

Losing the smooth old 1.2-litre four-cylinder engine in the name of low consumption and emissions is a noble move. But how does this translate out in the real world, especially with a Swift fan behind the wheel?

It's mostly great, actually.

Losing a cylinder results in a slightly less creamy power delivery, especially as it’s accompanied by a distinctive three-cylinder exhaust-note thrum. But that’s still in keeping with the Swift’s endearingly sporty character.

Better still, even with all the examples we tested showing barely more than delivery mileage on the odometer, there seems to be more than enough grunt to please driving enthusiasts.

While not wanting to tax engines that weren’t even run-in yet, the charming revvy eagerness and instant throttle response remains, along with a discernible extra kick when accelerating away from standstill.

Even being so new, our Swifts proved to be lively, lusty and surprisingly rapid performers. We can’t wait to test run-in examples!

The five-speed manual is deliciously well-oiled and precise, immersing the driver into the Swift experience on another level compared to the CVT auto, which still manages to impress by responding quickly and effortlessly, without feeling laggy or droney. A lot like the old version.

Suzuki is making a lot of noise over how agile yet comfortable the newcomer’s handling and ride qualities are, as a result of improved rigidity and noise-dampening measures.

The Swift’s MacPherson-style front struts and torsion beam rear suspension systems have been revised with stronger and quieter mounts for better performance, while the electric steering has been retuned for greater feel and linearity. 

The result? Even our limited time behind the wheel revealed tactile and precise steering, composed handling and extraordinary isolation from the road below for a car barely weighing 950kg (at most).

Combined with the nuanced driver-assist safety tech that rarely interrupted the fun, the latest Swift is a cheerfully animated, nimble and rewarding experience... and one that stands out all the more for evolving while so many other like-minded rivals like the Ford Fiesta have sadly fallen away.

Bravo, Suzuki. Generation Number Six remains the enthusiast driver’s choice, and a hybrid bargain to boot.

The latest, sixth-generation Swift has yet to be crash-tested by ANCAP.

Even the base Hybrid now includes driver-assist safety like AEB that includes night and day pedestrian and cyclist detection as standard, along with lane-departure warning, lane-keep assist, 'Weaving Alert' (a driver-drowsiness warning prompt), rear parking sensors, traffic-sign recognition, a reverse camera, automatic high beams and adaptive cruise control.

You’ll need to go Hybrid Plus for rear-cross traffic alert and blind-spot warning tech, though.

Note that Suzuki does not supply information about the AEB and other driver-assist tech’s operating parameters.

Also fitted are six airbags (dual front, dual front side and curtain), electronic stability control, anti-lock brakes with electronic brake-force distribution and brake-assist.

The rear seats also contain a trio of child-seat tether anchorages, as well as an outboard pair of ISOFIX attachments.

Jaecoo backs its cars for eight years and unlimited km, which is one of the most comprehensive in the business. MG, Mitsubishi and Nissan all have 10 year warranties but are not unlimited km and Mitsubishi and Nissan need you to only service at their dealerships.

Jaecoo backs this up with an eight-year capped priced servicing program, which costs $2952 for the Track 2WD and $3452 for the Ridge AWD. That’s slightly on the expensive side but better than being at the whim of the mechanic after five years.

Keep in mind the fourth and eight year services are biggies, costing $699 and $799 in the Ridge AWD and $499 and $599 in the Track 2WD.

You also get eight years of roadside assistance if you service your car at the dealership.

Suzuki offers an industry-average five-year/unlimited kilometre warranty and roadside assistance.

Service intervals are every 12 months or 15,000km, while basic capped-price servicing is available, with the website showing pricing for the first five years and 100,000km averaging $391 per workshop visit.