Suzuki Reviews

…and competent budget cars rolling out of Australian showrooms.Cheap in 2011 no longer means tin-can terrible; from $11,790 for the Suzuki Alto to $12,990 for Nissan's Micra there's the choice of five, five-door hatchbacks safer, better-equipped and better-built than ever.Ten years ago the cheapest cars on the local market were the likes of the three-door Hyundai Excel at $13,990 and the Daewoo Lanos at $13,000.Since then average Australian income has jumped 21 per cent in real terms according to the ACTU even though petrol's gone from 80 cents a litre to $1.40 and more.But car prices have fallen in real terms, thanks to increased competition, a strong dollar and new brands headed this way from China.Technology, trickling down from higher-priced machines or, like stability control, mandated by authorities has made these budget cars more attractive than ever.Malaysian maker Proton were among the first to slice retail prices in the face of a feared onslaught from China, dropping the $11,990 S16 sedan into the light car battle market last November.Now Suzuki has taken the lead on pricing. (And Proton, with stock tight while waiting for a replacement, perhaps cheaper, model later this year couldn't make it to this comparison with an S16.)Their rivals are all finding new homes. While the overall car market is sluggish, down 5.3 per cent on last year, light cars have slipped only 1.4 per cent. Some 55,000 light cars were sold to the end of May, the second biggest segment after small cars and ahead of compact SUV sales figures.Suzuki Australia's general manager Tony Devers says the light car segment has grown dramatically over the past five years as Australians become more urbanised, more inner-city focussed.For Suzuki, light car buyers are split into two camps - over-45s looking for a second car and under-25s looking for university and city transport."What's the alternative - a four or five year old car with less fuel effciency and safety?" Devers says.VALUEYou get a surprising amount of kit in a cheap car these days: electric mirrors (in all but the Alto), airconditioning, plenty of safety equipment, electric windows (front only, but all four in the Chery) and quality sound systems.There is only $1200 between the cheapest and the dearest and the resale values are pretty close, too.Vehicle sizes are also much the same as is power. You would have to be Mark Webber to pick the difference between the least powerful (Alto 50kW) and the most powerful (Chery 62kW).The Micra wins on features with Bluetooth, USB input and steering wheel audio controls, but it is also the most expensive.The Alto is cheapest, but doesn't miss out on too many creature comforts except electric mirrors. And for an extra $700 the GLX has fog lights and alloys.TECHNOLOGYThe four cheapies we tested come with the new age of downsized engine. In the Micra and Alto, they are three-cylinder powerplants. The three-cylinder models were a little rough at idle, but so economical they mark the way of the future for city cars. In real world conditions, it was difficult to pick any power differences."It's surprising they are three-cylinder cars," says guest tester William Churchill. "They're pretty zippy for a three." On a low-tech note, it is difficult to distinguish the lock and unlock buttons on the Alto and Chery key fobs, while the Micra adds a car locator button that blows the horn.DESIGNThe Micra looks the most grown up and least quirky, having lost its bug eyes in the latest restyle. It also sits the nicest on its wheels, with marginal gaps in the wheel arches.One of our guest test-drivers, Amy Spencer, says she liked the slightly SUV look of the Chery. It also has smart alloy wheels and an instantly appealing interior.The Chinese have tried hard to funk up the cabin space, even if the seats lack support and some of the fit and finish isn't the best. Alto and Barina look similar on the exterior. Inside, both have comfortable and supportive seats, but the Holden trip computer is a bit too fussy and busy for easy reading.Cabin dimensions are similar across the four, although the Micra has best back seat legroom and the most luggage capacity, while the Alto's boot is tiny.The Chery also scored points with Spencer for its handy dashboard storage compartment.She and fellow volunteer test driver Penny Langfield also noted the importance of vanity mirrors on the visors. The Micra and Barina have two vanity mirrors, while the Chery has one on the passenger's side and Alto has one on the driver's side.SAFETYLangfield commented that safety is one of the most important aspects to consider."That is the thing you worry about the most with a small car," she says.But cheap doesn't mean they have scrimped on safety features. All have electronic stability control, ABS and electronic brakeforce distribution.The Chery has only dual front airbags, but the rest come with six airbags.According to the Australian New Car Assessment Program, the Chery has a three-star crash rating, Barina and Alto four stars and the Micra has not yet been tested, but the previous model with only dual front airbags had a three-star rating.DRIVINGWe took our three young volunteer drivers on a short city-based drive with plenty of hills and some freeway cruising. The Chery suffered a little from being straight out of the box with only about 150km on the odo and most of that on test.It may still be bedding in the brakes, but they felt mushy until they warmed up. Then they got a bit firmer, but still lacked initial bite and feel.The Chery's airconditioning also has a ringing sound in the fan which may go away after a while.We also noticed it revved a bit when you pushed in the clutch, indicating perhaps a slightly sticky throttle while still new.Yet the Chery drew favourable comments from all quarters for its responsive and "zippy" engine. However, Langfield noted it was "a bit sluggish coming up the hill"."I've heard all the hype about this being the cheapest car, but it goes better than I thought it would," she says. Spencer was rapt with the sound system: "It's great when you ramp it up."However, she instantly fell in love with the Micra."I liked this car from when I reversed it out of the carpark. It's quite zippy. I love the big mirrors. I like how the dashboard gives it a bit of space. It's not cramped up."She also liked the fact the seat height adjustment in the Micra and Suzuki: "It's great for short people."Churchill says the Micra's instruments are easy to read and found the audio controls on the steering wheel convenient."Smooth" was the word for Langfield to described the power, gearshift and ride."It's got a good audio system. The radio is nice and high," she says as she pumps up the volume on Triple J. She also likes the ample cup holders.The Barina is a no-fuss, solid and strong city car. "It's simple to drive but the LCD screen on the instrument panel is a bit distracting and very busy," says Churchill. Langfield agrees, but says, "I'm sure you would get used to it after a while."She liked the "smooth gear action" but found it "a bit gutless in places, but it picks up when you need it".The Suzuki surprised us all with its plucky three-cylinder engine. "It takes off when you want it to. It feels more intuitive and responsive," says Langfield.But Spencer laments the lack of boot space. "There'll be no camping weekends with this boot."Churchill says the gearshift was easy and the clutch feels light. "It's the most simple to get in and just drive."VERDICTThe Chery is the real surprise. It's better than we thought and attracted some good comments for styling, audio and power.The Barina feels safe, strong and reliable, while the Micra feels the most refined, although the most expensive. But we have to agree with the punters.While we found good and different points across the four we appreciate the Suzuki's willingness and price point as the leader of this pack.Last word goes to Langfield: "All these cars are better than my car so I really can't complain."VOTINGPenny Langfield: 1 Alto, 2 Micra, 3 Barina, 4 Chery. "It just feels good to drive. You feel like you are driving a real car, not a toy".Amy Spencer: 1 Micra, 2 Alto, 3 Barina, 4 Chery. "An all-round good car. It has a bit of storage space and just looks and feels good to drive."William Churchill: 1 Alto, 2 Barina, 3 Chery, 4 Micra. "I can get in and didn't need to get used to driving it. The dashboard is also easy to use."SUZUKI ALTO GLPrice: $11,790Body: 5-door hatchbackEngine: 1 litre, 3-cylinder 50kW/90NmTransmission: 5-speed manual (4-speed auto option)Fuel: 4.7l/100km; CO2 110g/kmDimensions: 3500mm (L), 1600mm (W), 1470mm (H), 2360mm (WB)Safety: 6 airbags, ESP, ABS, EBDWarranty: 3-year/100,000kmResale: 50.9%Green rating: 5 starsFeatures: 14-inch steel wheels, A/C, aux input, full-size steel spare, front power windowsBARINA SPARK CDPrice: $12,490Body: 5-door hatchbackEngine: 1.2 litre, 4-cylinder 59kW/107NmTransmission: 5-speed manualFuel: 5.6l/100km; CO2 128g/kmDimensions: 3593mm (L), 1597mm (W), 1522mm (H), 2375mm (WB)Safety: 6 airbags, ESC, ABS, TCSWarranty: 3 year/100,000kmResale: 52.8%Green rating: 5 starsFeatures: 14-inch alloy wheels, front power windows, A/C, USB & Aux audio input, auto headlights off, optional full-size spareCHERY J1Price: $11,990Body: 5-door hatchbackEngine: 1.3 litre, 4-cylinder 62kW/122NmTransmission: 5-speed manualFuel: 6.7l/100km; CO2 159g/kmDimensions: 3700mm (L), 1578 (W), 1564 (H), 2390 (WB)Safety: ABS, EBD, ESP, dual front airbagsWarranty: 3 yr/100,000kmResale: 49.2%Green rating: 4 starsFeatures: 14-inch alloys, full-size steel spare, A/C, 4 power windows and mirrorsNISSAN MICRA STPrice: $12,990Body: 5-door hatchbackEngine: 1.2 litre, 3-cylinder 56Kw/100nmTransmission: 5-speed manual (four-speed auto option)Fuel: 5.9l/100km; CO2 138g/kmDimensions: 3780mm (L,) 1665mm (W), 1525mm (H), 2435mm (WB)Safety: 6 airbags, ESP, ABS, EBDWarranty: 3 year/100,000km, 3-year 24-hr roadside assistResale: 50.8%Green rating: 5 starsFeatures: Bluetooth, A/C, 14-inch steel wheels, full-size steel spare, aux in, front power windowsPROTON S16 GPrice: $11,990Body: 4-door sedanEngine: 1.6 litre, 4-cylinder 82kW/148NmTransmission: 5-speed manualFuel: 6.3l/100km; CO2 148g/kmDimensions: 4257mm (L) 1680mm (W) 1502mm (H), 2465mm (WB)Safety: Driver's airbag, ESC,Warranty: three year, unlimited km, 24-hour roadside assistResale: 50.9%Green rating: 4 starsFeatures: 13-inch steel wheels, full-size steel spare, A/C, remote central locking, front power windowsUSED CAR OPTIONSTHERE are a number of options to an all-new light car if shopping for something secondhand and sensible.Among these, Glass' Guide lists manual versions of Honda's 2003 Civic Vi five-door hatchback at $12,200, the 2005 Toyota Corolla Ascent sedan at $12,990 and Mazda's 2004 Mazda 3 Neo (sedan or hatch) at $12,400.The Civic impressed at the time with good interior space and comfort, reliable reputation and a long list of gear including dual airbags, ABS plus power windows and mirrors.The Mazda3 range was an instant hit with critics and consumers, bringing style back to the marque. The Neo's standard gear included air-conditioning, dual airbags, CD player plus remote central locking. Toyota's Corolla has long been a safe and solid performer in the small to compact class; 2005 versions arrived with dual airbags, air conditioning, ABS and proven reliability.

Suzuki Swift GLX and VW Polo 77TSI Comfortline go head-to-head in this comparative review.

The new Suzuki Swift has grown up. It is exactly what you expect of a major newcomer in 2011, with the same strengths as the outgoing car and enough improvements to justify a change.The styling is a letdown - more like a facelift than a true model change - but the offset is provided by a starting sticker that's the same as the basic Swift from 2005. That means pricing from $15,990 for the manual-only Swift GA, although even that car now comes with seven airbags and ESP stability control.The Swift continues as a boxy five-door hatch that's easy to drive and park, and a serious rival to a range of baby-class cars including the benchmark Volkswagen Polo, Toyota's Yaris and the ageing Honda Jazz.VALUEThe bottom line is the bottom line for bargain-basement buyers, and Suzuki has done well - helped by the strength of the Australian dollar - to hold the starting price down to $15,990. Most customers are going for the slightly upscale GL from $16,690, mostly because it is available with Suzuki's four-speed auto but also because it gets a slightly better dashboard with a revcounter and USB sound input, as well as extra paint on the basic plastic parts.The Swift now comes with a 1.4-litre engine but there is promise of more go in an upcoming Swift Sport. Suzuki Australia claims a significant influence from the mid-sized Kizashi, particularly in the dashboard design and cabin quality, while trumpeting the success of the previous model - which set a Suzuki record for hitting two-million sales.There are three models - GA, GL and GLX - with the top-line car going to $18,990 or $20,690 as an auto.TECHNOLOGYThere is nothing revolutionary in the fourth-generation Swift. The 1.4-litre engine is new and brings 70 kiloWatts and 130 Newton-metres with average economy of 5.5 litres/100km and CO2 emissions of 132 grams/kilometre, but the auto is still only a four-speeder.The car has a slightly longer wheelbase, to improve ride and add some millimetres in the cabin. Suzuki claims everything from improved braking to sharper electric steering, as well as better ride comfort from tweaked - but still rear torsion-beam - suspension."The development team's motto for the new Swift was simple - More Swift," says Tony Devers, general manager of Suzuki Australia."DESIGNYou could be forgiven for thinking that someone put the previous Swift into a 3D photocopier and set the result to 105 per cent. So it's a very, very familiar family look.The previous Swift was a revelation when it arrived, and scooped the 2005 Carsguide Car of the Year award, but not the shape is predictable and nothing special. Even so, the dashboard is more modern and user-friendly and the overall space inside is more comfortable and enjoyable.SAFETYSuzuki claims class leading safety thanks to seven airbags in the cabin and the usual ABS brakes-ESP stability control. The seventh bag is for the driver's knees. The great news is that all the protection comes on the basic car, not through an extra-cost safety package or exclusively on the flagship model. The previous Swift was a five-star car and Suzuki is expecting the same score for the new model.DRIVINGThe new Swift is like so many cars these days - bigger, smoother, nicer, better. But it is missing the surprise-and-delight of the previous model. The cabin is a bit better, and there is a touch of Kizashi in the design and controls, but it's not ... special.Suzuki has done some really great cars in recent years, most notably the previous Swift and the Kizashi, but this one is only good. If that sounds like criticism, it is.But not because of any faults in the car. It's just that Suzuki can, and should, do better and will need more to compete with its rivals in coming years. The Volkswagen Polo costs a fair bit more but is the new benchmark in the class, and the Swift must also be shopped against the impressive Ford Fiesta and even the ageing Toyota Yaris.It's hard to make direct comparisons, with so many body styles and different engines among the opposition, but the Swift is right in the five-door heartland with its 1.4-litre engine. It is a good drive, and has good space for the class, with good value.It rides better than before and is fairly sharp in its steering response, but the engine is let down in the four-speed auto. So the new Swift is a nice car and a nice drive.  The pricetag is very good. But we expected more.

Just when it seemed Suzuki was about to drop off the radar the company launched a whole new range of cars to kick-start its presence in the market.The rebirth if the brand began with the new Swift, which was greeted with great enthusiasm by the motoring press and public alike, and that was followed up by the SX4.  The sports-crossover SX4 had proved popular when launched in Europe and Japan and the company hoped it would restart sales here as well.MODEL WATCHInitially there was just one SX4 model, a cute four-wheel drive go-anywhere five-door hatch, but it was joined a few months later by front-wheel drive and all-wheel drive sedan and hatch variants.That first hatch was a pretty little car with neat, modern lines, and lots of glass for an airy cabin. By contrast the later sedan and hatch versions weren't as attractive with slabby sides and a rather clunky appearance.All models had a 2.0-litre double overhead camshaft four-cylinder engine, which boasted 107 kW at 5800 revs and 184 Nm at 3500 revs, enough to make it a willing performer for anyone prepared to stir it along through the gears.  The gearbox choices were a five-speed manual or four-speed auto, and both were geared to get the SX4 moving off the line.Final drive varied depending on the model. There were the regular front-wheel drive models, the all-wheel drive that drove through the front wheels with drive going to the rear on demand, and the four-wheel drive model.The latter used Suzuki's intelligent all-wheel drive system, which was controlled by an electromagnetic wet clutch and was selected using switch on the centre console.It could operate in front-wheel drive mode, active all-wheel drive mode, in which drive varied as needed from 95 per cent to the front to a 50/50 split front to rear, or as a locked diff with a fixed 50/50 split for better traction in the harder going.  Three models made up the range, including the base model, the S and the 4x4.All were quite well equipped. The base model boasted air-conditioning, power windows and mirrors, eight-speaker CD sound, remote central locking and immobilizer.  Once you took the step up to the S you also got cruise control, 15-inch alloys, fog lamps, and a leather steering wheel.At the top of the pile there was the 4x4 that had climate controlled air, 16-inch alloys, rear spoiler and cloth trim as well.IN THE SHOPWhile they've always been diminutive Suzukis have generally been reliable, thanks mainly to their quality engineering. The same can be said for the SX4.  Few complaints land at CarsGuide and readers tell us they're happy with their cars.The only time they see the inside of a workshop is when they're due for a service.  Servicing is very important on today's cars, which rely on fresh oil for a long life. Check for a service record that confirms regular oil and filter changes.  Also inspect the bodywork for damage that might be attributed to a crash.IN A CRASHThe SX4 had the basic safety features with dual front airbags, ABS brakes, brake force distribution and emergency brake assist across the range.  The S and the 4x4 hatch were better equipped than the base model; they also had side and curtain airbags.What was lacking across all models was stability control. When tested by ANCAP in 2007 the SX4 was awarded four stars out of a possible five.UNDER THE PUMPFuel economy was regarded as acceptable rather than special. Suzuki claimed it would average 9.5 L/100 km.OWNERS SAYWhen they road tested the SX4 Alec and Lynne Jones were immediately impressed by its comfortable, supportive seats, roomy cabin, easy-to-use controls, standing-start performance, and fuel economy. There only criticism is that they say the paint chips easily compared to cars they've previously owned. Everything else, they say, is excellent, and they rate it nine out of 10.Young mom Kim Maxwell downsized from a much-loved VS II Commodore Berlina V8 to a front-wheel drive Suzuki SX4 and after some misgivings about the Suzuki's size and four-cylinder engine she says the move was a great one.She loves the economy she gets, and says it has been perfectly reliable in the 37,000 km she has done to date. Her only criticisms are of the front quarter windows, which create a large black spot that requires care when making a turn, and the rear seat belts that aren't child seat friendly.If it weren't for the blind spots she would be happy to buy another one, but until Suzuki changes the design in that area she won't.LOOK FOR. Nippy performance. Good economy. Very reliable. Blind spots from front quarter windows . Four-star safetyTHE BOTTOM LINEA well-built and reliable small car that would serve the family well.  70/100Have you owned a SX4? Tell us your experience in the comments below.

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.

Slightly, bigger, but slightly more economical. Mildly evolved, but essentially the same. It won’t be the cheapest in the small car class, it’s unlikely to be the dearest.And there, in essence you have the new version of Suzuki’s best seller, the Swift, due our way in February, as tested by Carsguide this week at Ryuyo proving grounds in Japan.Much depends on February’s launch price. Given our dollar continues to punch above its weight, there’s little reason to expect a marked increase on the $16K starting price of the outgoing range. If it is, well …Is the newcomer worth the wait? On the whole, yes.The GL comes with 15-inch steel wheels, rather than the GLi’s 16-inch alloys. Both have i-Pod connectivity, but the latter’s interior finish and exterior touches are a class above, the GLi replete with fully adjustable steering wheel, keyless ignition and start/stop button.No plans for an S model yet, at least none Suzuki will comment on while the current model is out there.Again a question of incremental improvement. Suzuki emulates the trend to engine downsizing, but with none of your fancy German turbo charging or direct injection.The new 1.4-litre four cylinder petrol unit loses 100cc in the current model. At 70kW and 130Nm it’s also down on power and torque – and it’s asked to move a bigger, heavier (due to increased standard safety gear) car.Yet it does so with evident ease while returning better fuel economy and emission figures. That’s down to fiddling with the throttle and transmissions.These, the standard five speed manual and optional four speed automatic, each remain a cog short of contemporary and, in the slusher’s case, three off the cutting edge.Another carry over is the suspension set up, Macpherson struts up front, old style torsion beam aft.Stop me if this is becoming a familiar theme, but it’s immediately obvious this is a Swift, only a bit bigger. This model is much more striking though, not least for its pert, Renault inspired rear end.Within the GL’s a bit grim, though again a step forward. The GLi lifts the game. That said Korea has caught up with, even surpassed, the hard black plastics that define both cars – another reason why Suzuki would do well to contain any price rise.In the metal, the Swift is, in its way, more impressive than the well-received Kizashi. While that was a surprising and welcome departure, the Swift is in a sense more impressive because its context is more rigidly defined. It looks pretty cool.Matching the seven airbags of Volkswagen’s Carsguide Car of the Year Polo, Swift emulates its five star crash safety rating in European testing.Also standard on GL and GLi is electronic stability program, anti-lock brakes bolstered by brake assist and force distribution. Disappointingly, the GL gets drums at the back; the GLi has discs fore and aft.A car developed partly at Suzuki’s own proving ground is hardly likely to disgrace itself here. Even at speeds impossible elsewhere except perhaps Germany, the Swift is a stable, refined and dynamically adept performer; all of which bodes well for the real world where the wind noise level will be acceptable.The auto can’t keep up with the manual, but is some way more than adequate. You won’t lose much by taking the lazy option other than a few thou in the asking price and less than a litre more juice every 100km.Steering which initially feel too light, is accurate and direct; the little car turns in and holds speed through bends in a way that will at least give Ford’s Fiesta – the best handler in this class – something to think about without keeping it awake at night.A good thing made that bit better.

SOME time in the future, the Suzuki Kizashi will become the Datsun 1600. Go to a rally meeting and see how many Datsun 1600s are still running around. They have a great little chassis, excellent handling and bullet-proof mechanicals.The same could be said for the new Kizashi, the first mid-sized car from the Japanese manufacturer and possibly the future favourite of amateur rally drivers. Now Suzuki has given the Kizashi a sportier look and added all-wheel drive, but still kept the price under $40,000.VALUEThe Kizashi Sport AWD costs $39,990, which is $3000 more than the top-selling XLS with continuously variable transmission. That puts it in competition with the slightly larger Subaru Liberty which starts at $35,490, but equivalent equipment level models are over $40,000.You get more than just AWD for the extra $3000. Outside there is a new-look grille with black chrome mesh, bigger air dams, new 18-inch alloys, chrome side highlights and fog light surrounds, a rear boot spoiler, side skirts and 10mm lower suspension with stiffer springs.In the cabin there is a new leather steering wheel with chromed accents, a silver double-stitching highlight on the leather seats and trim and Bluetooth with controls on the steering wheel and the ability to play your music. This is all on top of a very high level of specification in the FWD models.TECHNOLOGYThe car retains its 2.4-litre four-cylinder petrol engine, but there is a strong push from Suzuki Australia to introduce a turbo-powered unit, such is their belief in the chassis to safely handle the extra power. The Sport AWD arrives with CVT only.It has a front transfer case with electromagnetic coupling and a rear differential with a three-link prop shaft linking them. It can be switched on the fly between 2WD and AWD modes at the touch of a button on the dash to the right of the driver.In AWD, it runs in FWD until the electromagnetic coupler senses slip and transfers torque up to 100 per cent in the direction required.There is also a type of launch control that splits torque 50-50 for maximum grip and take-off acceleration, when more than 10 per cent throttle is applied and the vehicle is moving at less than 10km/h. There is no centre diff lock and the dampers and shocks are unchanged. It runs on 235mm Yokohama low-decibel tyres to reduce noise.STYLINGFor some, there may be a bit too much bling, but sports drivers quite like that. I think it's a handsome cab with enough touches of chrome bling to make it look a step up on the top-spec XLS without overdoing it. It retains the 18-inch wheels from the XLS, but with new alloy designs and comes in red, black, silver, white, pearl and a new mineral grey colour, but dropping the blue.DRIVINGTake it for a drive and words like refined, quiet and poised come to mind. But when we took the standard Kizashi on Carsguide Car of the Year testing earler this month (November 2010), we were surprised by the lack of lateral grip from the Yokohama low-noise tyres on wet hot-mix asphalt surfaces.So I went searching for similar surfaces in the rain to see if the lack of grip in the AWD model led to the same squirmy handling we experienced in the FWD model. While the Yokohama tyres are still compromised for wet lateral grip, the AWD system works overtime to reduce the oversteer and understeer shenanigans.In countersteer situations, the power steering also lightens the wheel weight to help you correct a skid and the 50-50 weight distribution helps the driver keep some order.Apart from the tyres, my only other concern is the gearbox. It is one of the better continuously variable transmissions I've tried with a quick response and little flaring. However, I heard it groan a couple of times when pushed.It would be nice if Suzuki offered their trusty six-speed manual gearbox from the standard model and truly earnt that "Sport" tag.VERDICTThe car is so quiet, you can afford to slap on some decent rubber that makes a bit more road noise, but provides more assuring wet weather grip. Given Suzuki's reputation for reliability and this car's excellent handling characteristics, in 20 years you can still be running it competitively at your local rally track.

No more so than in Australia, where some of the best breaks in the land require a vehicle that can eat up the miles and take some bumps and knocks in order to reach the spots where the waves are rolling in.Holden SandmanOne of the vehicles that immediately springs to mind is the Holden Sandman. Famous, or perhaps infamous, for its cavernous rear load space, the Sandman was devised to take advantage of the expanding "recreational" market and had room for boards, gear and sleeping bags in the back.First seen in the early 1970s, the genuine Sandman was on offer in two V8 models but it was the often lurid paintwork that caught people's attention.Holden resurrected the idea of the Sandman with a Ute-based concept car done by Reg Mombassa (and Mambo) for the 2000 Sydney motor show. It also made a trip to the North American motor show circuit but had the nude artwork on its flanks tamed before getting its U.S. visa.Price (when new): from $4156-$9554.Sold: 1974-1979Engines: 4.2-litre and five-litre V8sGearbox: four-speed manual, rear-wheel drive.Ford Escort SundownerFor those who couldn't stretch to the full-size models, Ford's Escort panel van, the Sundowner, had potential as a surf trip machine.Ford did its own Australian version of the Escort van with 1.6-litre and two-litre engines as well as full stripe kits and side "bubble" windows, as well as things like a full headlining, carpet, not to mention better fuel economy as the supercar and fuel crisis scares sent shockwaves through the industry.Ford improved the rear sleeping space by allowing the front seats to tilt forward for more rear space for the drive-in or beach.Price (when new): from $5712-$7891.Sold: 1978-1982Engines: 1.6-litre and two-litre four-cylinderGearbox: four-speed manual or optional three-speed automatic, rear-wheel drive.Volkswagen KombiVolkswagen's Kombi, or Type 2 as it was supposed to be known, was an icon of the anti-war movement but had fans beyond those just putting flowers in their hair and giving peace a chance.Early T1 versions had split front windscreens and barn-style side doors (and are worth a pretty penny now if you have one sitting under a sheet in the shed) but it was the T2 that built the legend in Australia.Also known as the Kombi - a name also used in Brazil, where it was also built - the VW Kombinationskraftwagen (or combined-use vehicle) lent itself to carrying boards and crew, with the campervan versions also becoming popular as surf safari vehicles.Volkswagen also tried to resurrect the Kombi surf machine with a sharp-looking Microbus concept car in 2001 and more recently a Kombi Beach model that went on sale for two years from 2006.Price (when new): from $2440-$9995.Sold: 1965-1980Engines: 1.4-litre, 1.5-litre, 1.6-litre, 1.8-litre and two-litre four-cylinderGearbox: four-speed manual or optional three-speed automatic, rear-wheel drive.Bedford vanWave-chasers have also been known to go large by means of a 1970s Bedford Van, some of which had 173cu in (2.8-litre) Holden engines in them. Perhaps most famously used by TV's The A-team, the Bedford could be made into a muscle car or an all-rounder to cart boards and entourage.Price (when new): from $3635-$11,283.Sold: 1970-1981Engines: two-litre four-cylinder and 2.8-litre Holden six-cylinderGearbox: four-speed manual or optional three-speed automatic, rear-wheel drive.Suzuki SierraSuzuki is well-known for its motorcycles and little cars, but for many the icon of the brand is its little Sierra off-roaders, which many saw as a good machine to get to surf breaks limited by access.The lightweight Sierra - available with a hard-top or a removable soft-top - weren't the ideal vehicle for an overnight stop (swags or tents a must) but if you needed cheap, economical transport to a great (but remote and inaccessible) surf break, then the little Suzuki was a good bet.The company has even recently resurrected the Sierra nameplate, albeit on a model within the Jimny range.Price (when new): from $6429-$16,990.Sold: 1981-1999Engines: one-litre, 1.3-litre four-cylinderGearbox: four-speed and five-speed manual, rear-wheel drive.

The starting lineup for this year's Carsguide Car of the Year contest already includes the Suzuki Kizashi. Now we have the Kizashi Sport, complete with all-wheel drive and a range of other tweaks, to make an extra claim.The Sport has arrived earlier than planned, just a couple of months after the regular Kizashi, but Suzuki Australia is ready and willing to take it on and tackle a range of tough rivals led by the Subaru Liberty."The original vision for Suzuki's first mid-sized car always included an all-wheel drive model," says the head of Suzuki Australia, Tak Hayasaki.The Sport is priced from $39,990 complete with a constantly-variable transmission and the luxury equipment - including leather seats and a sunroof - already fitted to the Kizashi XLS at $34,990.Suzuki believes the Sport could lift Kizashi sales by around 50 per cent, adding another 100 cars a month to its rollout, by appealing to slightly younger buyers. But it's not promising a WRX-style performance punch."I want to be very clear. It is not a race car," says Tony Devers, general manager of Suzuki Australia. "What it does bring, however, is a new driving benchmark for the brand. We have a true driver's car that promotes the traditional strengths of all Suzuki vehicles."But the Sport does not get an extra help from the engine room, already seen as a shortcoming in the basic car. Suzuki knows a turbocharged engine would be ideal in the car, but currently has no plans.VALUEThe Sport continues Suzuki's value-first approach with the Kizashi, which starts at $27,990 in a class where the Liberty is priced from $33,990, the Mazda6 starts at $27,310 and the Honda Accord Euro runs from $33,490.It's a $5000 step up from the XLS but most of that can be costed into the CVT transmission, which mades the all-wheel drive system look like a bargain.The Sport is not a huge departure from the other Kizashi models, but gets 18-inch alloys in a slightly different design, mesh in the lower part of the grill, side skirts and a rear spoiler and - mostly importantly - the factory Bluetooth connection currently missing from the rest of the range. Of course there is also a sports steering wheel.TECHNOLOGYThe key to the Sport is its all-wheel drive system. Unlike most others, it is switchable and that means you can flick to front-drive. Carsguide is not sure of any benefit, but Suzuki claims it can give a slight improvement to fuel economy during highway cruising.Suzuki says it draws on 40 years of experience back to the original Jimny, but it's really just a development from the SX4 system. It can feed up to 50 per cent of the drive to the back wheels and has a system to limit front-end push in corners, even providing a degree of counter-steering if the car is heading towards a rear-end slide.The car is 70 kilograms heavier which takes the fuel economy up to 8.4 litres/100km and Suzuki has not compensated in the engine, which still makes 121 kiloWatts and 230 Newton-metres.The CVT has a six-speed 'manual' setting and comes with paddles behind the wheel for shifting, as well as a lever set for sporty driving with a push forward for downchanges and a tug back for upshifts.DESIGNA tiny rear spoiler, the alloys and changes to the nose are the obvious differences in the Sport. But the car is also set 10 millimetres lower on its suspension, to improve cornering grip, and that helps with the looks.The changes are just enough to give the Sport a bit more impact in a carpark, and work well with the basic Kizashi design.The car still looks smaller than its rivals but Suzuki - again - punches home the message that it's the same size inside as its class rivals and has a very usable boot.SAFETYThe all-wheel drive system is an important safety boost, particularly for people who will be driving in snow or other slushy conditions. The car has five-star safety and the usual suite of safety gear, from front-side-curtain airbags to ABS brakes with electronic brake distribution, ESP stability control and traction control.Suzuki demonstrates the strengths of the Sport with snow-driving trials at the motor industry proving ground in the mountains outside Queenstown in New Zealand and it is impressive. It is very difficult to break traction, although the front pushes wide if you go too fast into a bend, and the Sport works with the driver at all times.It's not as much fun as I had hoped, but the slippery stuff shows Suzuki has the basics right on the Sport.DRIVINGThe Kizashi, already the most enjoyable drive in the class, gets better with the Sport job. It's a little better turning into corners, it has great grip and balance in bends, and the slightly lower ride height seems to work well with the all-wheel drive system. But. There is a big but.The Sport only comes with the CVT and that is not going to please sporty drivers, even if Suzuki says the vast majority of Australians choose automatics. You can pick from the six 'gears' set in the CVT but if you leave the transmission alone it makes the car feel too dowdy and unresponsive.Once you take manual control the Sport is great fun to push along and the basic strengths of the car - from a solid chassis to comfy seats, a punchy Rockford Fosgate sound system and even the easy-to-use dials and controls - make it a car to enjoy.We'll wait for home-territory testing to judge the car against its rivals, particularly the Subaru Liberty, but the Suzuki makes a very good first impression. And the price is tight. But the Kizashi is a car which can clearly cope with more power and the Sport proves the point.The Sport is good, or better than good, but now we're waiting for some turbo action in the engine room.SUZUKI KIZASHI SPORTPrice: $39,990Engine: 2.4-litre four cylinderOutputs: 131kW@6500 revs/230Nm@4000 revsTransmission: Six-speed CVT, all-wheel driveEconomy: 8.4L/100kmCO2 emissions: 198g/km

WHAT IS IT?Kizashi is Suzuki's first go at a larger car and it's an impressive effort. Looks the goods and is about the size of a Camry or Mazda6, with a 2.4-litre four cylinder engine and space for five occupants. The Japanese name interestingly means 'something good is coming'.HOW MUCH?Our top of the range XLS manual is priced from $34,990 plus on-road costs. A CVT style auto will set you back another $2000. Bluetooth is $500 and satnav is a prohibitive $4000, though we're told Bluetooth will soon be standard on XLS.WHAT ARE THE COMPETITORS?The aforementioned Camry and Mazda6, plus the likes of Liberty, Mondeo, Accord Euro, new Hyundai i45 etc. In terms of size it's exactly the same width as a Camry but with its short rump is about 16cm shorter.WHAT'S UNDER THE BONNET?A 2.4-litre four cylinder petrol engine, with 131kW of power and 230Nm of torque. That's more power and torque than Camry, but it falls short of the current front runner the i45 at 148kW. The engine is a development of that in the Grand Vitara.HOW DOES IT GO?Not bad. Smooth and nice and quiet, with impressive ride and handling. The manual lends a sporty feel, but it could do with a bit more torque down low. Nice to see one-touch blinkers too!IS IT ECONOMICAL?Yes. For an engine this size 7.9 litres/100km is excellent. With a 63-litre tank that gives the car a theoretical range of close to 800km. Mind you, we were getting 8.3 and it was nearly empty with 454km on the trip meter.IS IT 'GREEN'?Yes again. Produces 186g C02/km. The Green Car Guide gives it an air pollution rating of 8.5 out of 10.IS IT SAFE?From all accounts. We're still waiting for it to be crash tested here, but in the States it scored a full five stars. Comes standard with six airbags, electronic traction and stability control and anti-lock brakes with brake force distribution.IS IT COMFORTABLE?Thumbs up. Nothing like heated seats to get you through cold winter mornings. Power adjust driver's and passenger seat, with 10-way adjust for the driver and 4-way for the front passenger (plus driver's lumbar adjustment too).WHAT'S IT LIKE TO DRIVE?Sportier than your average family bus. The four cylinder engine needs and likes to be revved and the shortish-throw manual falls easily to hand and is a snack to use. We found the steering a little heavy initially. It's the first Suzuki with steering wheel reach adjustment, but either our legs are too long or our arms are too short, because finding the ideal position eluded us.IS IT VALUE FOR MONEY?Competitively priced. Well equipped. Feels like a quality job. Full size alloy spare. XLS gets a 425 watt sound system with a USB port for music devices like iPods. Standard gear leather and twin-zone air, along with auto everything, front and rear parking sensors, trip computer with distance to empty, a sunroof, foglights, push-button start and cruise control.WOULD WE BUY ONE?It would certainly be high on our list of contenders if we were in the market for a mid-sized Korean/Japanese car. Being a brand newie, it also has early adopter appeal.