Lamborghini Huracan vs Suzuki Swift

What's the difference?

Not just a spectacularly stupid idea made real, the Lamborghini Sterrato is by far the best, or at least most hilarious, of the many Huracan variants the company has produced. 

It makes you feel like a hero, even when you’re going sideways on dirt like a nutter. It could just be my new favourite supercar. 

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and 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.

Oh yes, it’s pretty interesting, all right, because it breaks new dusty ground for Lamborghini, and its Huracan in particular.

To cope with its intended use, the Sterrato has been raised 44mm higher than the ground-hugging normal version and it’s also had giant, bolt-on style guards attached to make it look a bit wilder.

Also quite noticeable is the huge roof scoop - which renders rear vision from the driver’s seat a complete zero, they may as well throw the mirror away - which has to be there to help the V10 engine breathe.

The side air intakes through which air usually gets to the mid-mounted power plant have been blocked up, because they would have sucked in too much dirt and gravel. 

I’m happy to report the silly looking rally style headlights stuck to the Huracan’s shark nose are optional, although again, no doubt every buyer has gone for them, because they stand out in a crowd.

The Huracan Sterrato has no problem doing that on its own, of course, because it already looks extremely aggressive, and its knobbly, all-terrain tyres finish off that style flourish.

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.

Next question, please. You don’t get cupholders, there’s not really anywhere to put your phone and the cabin generally feels as roomy as a phone box that’s been through the wash and shrunk quite badly.

There’s a frunk that can barely hold two small backpacks and that’s about it. If you want practical space, buy an Urus. The Huracan Sterrato is not a practical car, but that’s not part of its design brief.

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.

The Sterrato is powered by a Lamborghini engine that’s on its way into the history books, a 5.2-litre V10 that will die with this, the last variant of the Huracan.

Its replacement will be powered by a V8 hybrid, which will no doubt be more powerful but simply will not sound as amazing.

The version in the Sterrato has been detuned slightly, partly because of the breathing issues - you just can’t get as much air into an engine when it’s driving through its own self-propelled dust storm - and because of its all-terrain tyres, the first ever to be speed rated to 260km/h.

It still makes an impressive, and very loud, 449kW (602hp) and 560Nm, however. I’d describe it as “more than enough”.

That monster engine is matched with a seven-speed dual-clutch automatic and a very, very clever all-wheel drive system.

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.

So, Lamborghini claims the Huracan Sterrato will deliver a fuel "economy" figure of 14.9 litres per 100km, which seems like a lot, until you consider it probably won't get anywhere near that, if you drive it the way you're supposed to, particularly foot flat and wheels spinning on dirt.

Again, fuel economy is not a core value for this car, nor its buyers.

An 80-litre tank means a theoretical range of around 480km.

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.

I could give you the short version of what it was like to drive the Lamborghini Huracan Sterrato at speed on a specially prepared dirt race track, which would be to say that I have never, ever had so much fun in a car, but that would be selling it short.

While the Sterrato is clearly built to do one insensible thing brilliantly, while somehow not imperilling the life of its driver, what is most incredible about it is how good it is at everything else, as well.

To create this Huracan, Lamborghini had to increase the ride height significantly, soften up the suspension and increase its amount of travel.

It also had to ask Bridgestone nicely to produce a tyre unlike anything the world has ever seen, an all-terrain tread capable of dealing with dirt and gravel and yet also grippy enough to be used on a sealed race track, or to carve up your favourite mountain pass. 

It also had to be capable of being speed rated to 260km/h, or about 100km/h faster than any all-terrain tyre Bridgestone has ever produced before. 

Looking at the unique Dueler All-Terrain AT002s, with their chunky tread, you would assume that the Sterrato is going to be noisy, slippery and possibly a little rough on public roads, but that’s not the case at all.

This Huracan rides more smoothly - largely thanks to those suspension tweaks - and more quietly than its forebears, and it’s actually more practical around town as well, thanks to the ride height. So, no more flinching at speed bumps.

The tyres also provide proper supercar levels of grip on public roads, even those dusted with a bit of desert sand.

There’s a bit of squirm at the rear and under hard braking, but overall the experience is typically Lamborghini Huracan wonderful, all playing out to a soundtrack that is beyond beautiful from that howling V10.

The first part of our track experience at the Chuckwallah Raceway was also familiarly fantastic, the Huracan ripping around the sealed track at astonishing speed; it certainly doesn’t feel detuned.

Lamborghini had gone to the trouble of mirroring the sealed circuit with a specially constructed dirt track in the infield, so that 50 per cent of our lap would be spent sideways in ankle deep, dust, sand and rocks, much of it through long, long bends, with the occasional chicane set up specially for Scando flicking action.

Now, I am not, by any means, an expert at drifting, nor an accomplished rally driver, so I was, to put it mildly, shit scared of getting this half-million-dollar, limited-edition, 449kW monster on to the dirt section.

I feared I would spin around, or flip upside down, or find some other way to embarrass myself, but what happened when I got there was beyond inexplicable, and beyond joy.

This car is so clever, so easy to drive, so beautifully balanced, that it can turn a total newb into Colin McRae. His name comes to me because the whole experience reminded me of driving a rallying video game, it felt unreal, and yet overpoweringly visceral at the same time.

I could start a drift with the slightest flex of the throttle, then balance the car as it pivoted around a bend before nailing the throttle and haring off to the next fantastic drifting opportunity.

When we got back on the sealed stuff, the car would shake like mad, at 200km/h, as the dust attempted to get its way out of the wheels, but that just added to the excitement. 

The secret wasn’t that I’d somehow become a better driver, it was what Lamborghini engineers call, accurately, “the hero maker”. 

It’s a software and hardware package called LDVI, or 'Lamborghini Dinamica Veicolo Integrata', which, when you put the Sterrato in 'Rally' mode, uses many sensors combined with torque vectoring and selective braking to keep you going where you want to go, with minimal intervention.

Or at least minimal intervention that you can feel, which makes you feel like a hero.

I kind of understand how it works, but I totally relate to how it makes you feel. Like a genius. And you’d pay $500K for that, surely?

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.

The Huracan Sterrato comes with a Lamborghini warranty good for three years with unlimited kilometres.

It also comes with 24/7 roadside assist for an unspecified amount of time. It is also offered with pre-paid scheduled maintenance service for three or five years.

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.