Suzuki Reviews

To us, however, it merely shows that the intellect and work that went into reforming Suzuki's small 4WD weren't half bad — and that the Swift wasn't a fluke.There was an obvious need to modernise the Grand Vitara's outdated cabin and to civilise its mediocre on-road behaviour. But there was also a danger that in doing so, Suzuki would water down the effectiveness of the vehicle when travelling off the beaten track. Like Kia has done with its Sportage.To its credit, the Japanese maker has struck a fine balance between suburban sensibilities and talent in the bush.The foundation is now a safer, more car-like monocoque chassis construction than the former separate ladder chassis, though Suzuki has also engineered a rigid "built-in ladder frame" of six cross-members attached to two parallel longitudinal bars. The rear suspension is now an independent multi-link design rather than a rigid rear axle. And while low-range gearing remains available for serious off-road duties, four-wheel drive is no longer a part-time arrangement. Drive is sent via a torque-sensing (and lockable) centre differential to all four wheels on a permanent basis, with torque split 47:53 front-rear.Amendments such as these have transformed the Grand Vitara into a much tidier vehicle to drive on main roads and back roads alike, without loss of status as the small 4WD-of-choice for the tall timber. (With deference, we should add, to the Jeep Wrangler.)Still with short front and rear overhangs and decent ground clearance (200mm), the third-generation Grand Vitara five-door — tested here with the 2.7-litre V6 and optional ($2000) five-speed automatic — handled with similar ease the same arduous rutted tracks and steep inclines and descents as its predecessor. This is terrain that means trouble for almost all other small 4WDs.In faster conditions the differences between old and new are striking. The latest Grand Vitara has more composure across corrugations and other road blemishes, exhibits far less lean during directional changes and has much higher levels of overall refinement.The ride is absorbent across all surfaces, the steering has improved (a little) and dust sealing is excellent. The standard ABS brakes (with electronic distribution) are better calibrated for gravel roads and the front discs/rear drum brakes have more resistance to fade over taxing downhill stretches.Producing 135kW at 6000rpm and 250Nm at a high 4500rpm, the 2.7-litre engine has smoothness on its side and enough strength to shift the unladen Grand Vitara's 1640kg — 200kg heavier than the previous model — with a minimum of fuss, although with a fair-sized load onboard it struggles at low revs.It is certain to make lighter work of things than the 103kW 2.0-litre four also available. However, our test vehicle consumed fuel in the order of 15 litres per 100km across suburban and out-of-town (including off-road) driving. The five-speed auto also fell short of the mark with some rough shifts and lack of responsiveness on occasion. It uses a gated shift and does not have a sequential manual mode.Inside, the dull presentation, basic amenities and antiquated switchgear found in the old model have been ousted for a dark, modern cabin with silver highlights, circular motifs and a variety of plastic textures.The driver must do without steering reach adjustment and lumbar support, and cruise control is listed as a $677.72 dealer-fit option. The "real time" fuel consumption readout that rises and falls according to accelerator usage serves as little more than a distraction.Otherwise, the cabin is comfortable, functional and well-appointed. Among the features are large backlit instruments, driver's seat height adjustment, stereo buttons on the steering wheel and an integrated centre dash stack with well-placed and simple-to-use controls for the (automatic) airconditioning, four-speaker audio unit and 4WD mode.As well as a centre diff lock and low range, the latter includes a neutral mode that frees up the centre diff to reduce driveline wear-and-tear when towing.Fit and finish is to a high standard, storage facilities (including a large, lockable glovebox and rear door pockets) are abundant and large exterior mirrors and hunker-down rear headrests aid rearward vision, which remains hindered to some degree with the spare wheel hanging on the tailgate.Two-stage door unlock, lap-sash seatbelts in all positions and dual front airbags are also included, although curtain and side airbags found in overseas markets are unavailable.The Grand Vitara's longer, wider dimensions translate into more rear seat and cargo room, while access to the rear becomes a little easier with a lower floor height. Rear headroom remains excellent, legroom is better (but far from best-in-class) and the small seatbacks seem designed with children rather than adults in mind. Child seat anchor points are in a convenient position.The tailgate door with (16-inch) spare wheel attached is still slower and heavier to use than on rival vehicles. However, the luggage area itself has a useful number of tie-down points, shopping bag and cargo net hooks, a third power outlet and a retractable blind.The 60/40 split-fold rear seats fold and tumble to form a barrier behind the front seats, but do not lock into position. A strap hooks on to a grabhandle. Things like this need fixing before Grand Vitara becomes a class leader.Verdict:

Item by item the Swift doesn't produce much that is a standout; it's all pretty good but generally on a par with others in the segment. Stylistically it is in the "cute box" mould. A strong front-styling gives it presence and a squareish body allows for comfortable interior space.For a $15,990 car, the standard fittings are impressive. There are dual front airbags, ABS brakes, a six-speaker in-dash CD stereo with steering-wheel-mounted controls, airconditioning, height-adjustable seatbelts and driver's seat, electric mirrors and windows, power steering and remote central locking.The test car was fitted with the "S pack" which, for $2000, adds side and curtain airbags, alloys and foglights. But it is not just the list of what is in the car that impresses but the thought that has gone into the little extras. A tray under the passenger seat is perfect to keep knick-knacks out of sight. The inclusion of a pressure pad release for the rear hatch is a touch of class missing from many far more expensive models.The feeling of batting above its position in life continues in the interior of the Swift. A feeling of being in more prestigious surroundings persists with well-designed, quality-feel controls and comfortable, supportive seating.Pleasant surprises keep coming with the Swift's road behaviour. Impressively solid and grounded, the Swift suffers only from a slightly choppy ride at low speeds but when up and rolling the ride is stable and comfortable.The manual box is light and precise but the clutch is too light and the uptake too high up in the travel.A substantial feel to the steering wheel is in keeping with the quality feedback the front-driver provides. Turn-in is precise without being sharp but the chassis offers impressive stability under load.Don't be put off by the fact the Swift has drum rear brakes. Coupled to an effective ABS system the disc front/drum rear set-up works strongly and offers good pedal feel. Raw figures, 74kW@6000rpm and 134Nm@4000rpm, don't do the Swift's performance justice.The manual option definitely works best with the 1.5-litre engine, which spins up willingly and when held at the higher end of the rev range (anything over 3200rpm keeps the pot stirred) can be a lot of fun.In automatic trim, the Swift can struggle to get off the line, particularly with four passengers on board, but finds its legs when it's up and moving. Fuel economy is good rather than frugal. The manual on test averaged in at 9.3 litres per 100km, mainly around town. Suzuki claims 9.0 litres per 100km about town and 5.9 litres per 100km on the open road.Can't wait for the GTi.

It was ridiculed as an ugly duckling when new, but low running costs and few mechanical woes make the Suzuki Baleno an attractive used-car buy.MODEL WATCHSuzuki needed to do something special to make the Baleno stand out in a market segment crowded with proven performers such as the Toyota Corolla, Ford Laser, Nissan Pulsar and Mazda 323. It didn't.The Baleno wasn't a bad car by any means, it was simply that it was lost in its own mediocrity when it needed to be much better than the opposition just to get noticed.Its styling didn't help, no matter whether it was the three-door hatch, four-door sedan or wagon. Its looks were bland and boring, the lines soft and soppy, the curves rounded without clear definition.The Baleno's main engine was a sickly 1.6-litre single overhead camshaft four-cylinder unit that produced 73kW at 6000rpm along with 127Nm at 3000rpm. For those wanting more, there was a 1.8-litre double-overhead camshaft engine in the meant-to-be sporty GTX, which made a more inspiring 89kW at 6200rpm and 152Nm at 3400rpm.The transmission choices were a five-speed manual and four-speed auto, both were competent and got the job done without fuss.  Ride comfort was acceptable over most types of road, the handling was well balanced and reasonably assured if not inspiring.Inside the Baleno was well equipped.The base model GA had power steering, cloth trim, four-speaker sound and a split-fold rear seat. The GS had sports seats, height adjustment for the driver's seat and colour-matched bumpers. The GLX also had remote central locking. At the top of the range sat the GTX with alloy wheels, rear spoiler, sports seats, velour trim, central locking, power mirrors and windows and six-speaker sound.The main criticism of the Baleno was its lack of refinement compared to its rivals. Interior noise, from engine and wind, was high.  A 1999 facelift brought an updated front bumper, headlights, grille and bonnet.IN THE SHOPGenerally Suzukis fare well in terms of reliability, which says heaps for the design and development that has gone into them. The Baleno is no different. Owners report minor problems only. The engines and gearboxes stand up well if maintained properly.Look for a service record that shows regular oil and oil-filter changes, and a cam timing belt change around 90,000 km.  Tyres and brakes appear to last well.  Brake pads need changing at 60,000-70,000km while the norm for tyres appears to be from 60,000 to 80,000.CRUNCH TIMEThe Baleno is average in crash protection in the annual survey of used car crashes. While the GTX had dual front airbags the rest of the range missed out.OWNERS' VIEWSDavid Hicks bought his 1999 Baleno sedan cheap at auction with 45,000km on the odo and says it's the best car he's owned. It's light on fuel, light to drive and change gears and quiet inside due to the dash mat he's bought.David Borton is pleased with the 1999 Suzuki Baleno he bought new. He wanted a car that would be cheap to run for a couple of years and he opted for the Baleno, after his experience with a Suzuki Vitara. Six years and 99,000km later he still has it. He's stuck with it because of the low running costs.  Fuel consumption is between 7.5 and 8.0litre/100 km. One problem has been a leak from the top of the windscreen and a few dash rattles.RATING12/20 Worth considering if you want a car with low running costs, but looks are mundane.SUZUKI BALENO 1995-2001* Commendable reliability* Good tyre and brake life* Good fuel consumption* High interior noise level* Mundane looks* Average resale value

It didn't help my calls for a complete assessment of its purchase appeal when time after time the kids and I found something else to love about the sporty four-wheel-drive.For me, it was the small things that made the difference.For instance, the stereo volume control button on the steering wheel.This enabled me to either play referee to the battling siblings or drown out the arguing.As a height-challenged person, there were two outcomes I relished in the silver 2.7-litre V6.First, I didn't need a ladder to hoist myself up into the driver's seat. Second, it was amazing at how different other drivers behaved when I was behind the wheel of a vehicle a little more imposing than my little hatchback. For a while there, I felt six feet tall.Driving at night was an eye-opener in more ways than one – the lights even on low beam had an incredible span, far better than any car I had ever owned.The Grand Vitara was surely a pleasure to drive. Plenty of room for the tribe, comfortable and a smooth ride.It had great pickup and removed the stress in the daily commute from the Fleurieu to the city.Advertised as a mix between bold and sleek, the V6 stunner was a head-turner, easy to get around in the city and shopping-centre car parks as well as smooth on the country roads.Storage was great, with the rear seats of the five-seater able to not only be folded forward but into the leg area behind the driver, creating even more room.Compartments of all sorts were everywhere; some I had to get my 12-year-old to work out how to open and shut.Truth be told, I had to really scratch around to find reasons to justify not to run out and buy one the next week.And it really is affordable to get behind the wheel – with prices for the three-door manual starting from $23,990, up to $32,990 for the five-door automatic.LOVE IT LEAVE ITSuzuki Grand VitaraLOVE ITThe volume control. No more leaning over and taking eyes off the road.Lights – driving at night was a whole new experience.Roomy for the kids and great storage.LEAVE ITFuel costs, if you are not prepared for them, are a bit of a shock. A full tank emptied at 420km, which raised a few questions in terms of long-distance driving.A bit more road noise than expected in a new vehicle.

The first evidence came this year with the Euro-style Swift, one of this year's star cars and an all-round top drive.Now we have tested the latest Grand Vitara and know Suzuki cannot go back.The four-wheel-drive flagship is much more refined, much better in all conditions, and still priced to compete in the compact class.Earlier Vitaras, and even the basic baby, Jimmy, were all right, but not close to the class leaders.And they concentrated more on doing the job in the bush than being the kind of suburban-style four-wheel-drives that have cashed-in during the worldwide growth in this class.This Grand Vitara has the refinement and comfort that was missing, but will still go seriously into the outback. It looks a lot nicer than before, not just a box, and cabin design is better.Suzuki has also spread the enjoyment with three and five-door wagons and a choice of engines, from a 1.6-litre four to a 2.7-litre V6.The price spread is smart, too, from $23,990 to $32,990, and you can add options, including alloy wheels, cruise control and a hard cover for the rear-mounted spare.The Grand Vitara is not a total success — we're not fans of the V6 or the park-bench back seat — but there's a lot to like.We first enjoyed the newcomer at a couple of press previews that put it through all sorts of conditions, from stop-start city running to mud and sand.The Grand Vitara surprised us as much as the new Swift had.A full-scale test just proved the points. Suzuki has adopted a similar approach with the Grand Vitara to that taken with the Swift.It has stepped outside its Japanese comfort zone — and the development targets for earlier models — to create a vehicle that is more than just a bush-baby price fighter.Competition in the four-wheel-drive world has never been tougher and Suzuki knew it had to change its approach to compete with everything from the Toyota RAV4 and Nissan X-Trail to the Kia Sportage and the Hyundai Tucson.Even the Subaru Forester and Outback are included in the compact four-wheel-drive class, and some people will also shop the Grand Vitara against Jeeps in the medium class.Toyota is preparing an all-new RAV4 for Australia early next year that threatens to rewrite the rules.Until then, the Grand Vitara is about as good as it gets in the class and the company should have no trouble hitting its target of 5500 cars a year.The car has fully independent suspension for the first time, and a four-wheel-drive system that handles serious off-road work.Airconditioning and CD sound are part of the package and the cabin has all the right equipment.The Grand Vitara has twin front airbags and anti-skid brakes, which should be compulsory in every car, though it has only rear drum brakes.ON THE ROADSUZUKI has jumped to the front of the class with this Grand Vitara. It beats the RAV4 and X-Trail because it has the strengths of each without the weaknesses.The Suzuki offers the best of both worlds — the suburban strengths of the Toyota and the Nissan's ability in the bush.It has commendable quality, is good value and there is a nice spread of models.Suzuki expects most buyers to have a family focus that will take them into the five-door wagon, with the V6 being the top choice in the engine room.But the company has spread its bets by continuing with the short-wheelbase three-door for younger buyers and weekend fun runners.But don't think it is perfect. We tested the V6 automatic, which is meant to be the hero car, but found a coward in the nose.The 2.7-litre V6 is not nearly punchy or responsive enough, and we often had to use the shift lever to stir things along.Part of the problem is that the engine takes too long to hit its straps and maximum torque is way up at 4500 revs.On top of that, 135kW is not that great when you have at least 1640kg to haul and probably more with a family and luggage inside.The automatic, though a five-speed, is also slow to respond. And when it does, it often makes a violent kickdown shift.The upside to the weakness is pretty good economy. It averaged 11.1 litres/100km during our time, but that is also a result of using a light foot in order to avoid the jerky shifts and planning well ahead for less-intrusive overtaking moves.Our only other complaint is the parkbench rear seat. It is far too upright and thinly padded for adult comfort.So, with that out of the way, it is easy to say that the Grand Vitara rides really nicely, handles well, is beautifully built and copes easily with any conditions.It is easy to park, has excellent headlamps and is easy to load. The sound system is good and the airconditioning excellent.We were surprised by the firm-but-compliant ride, which means it does well on the bitumen and keeps its tyres planted when you head into the bush. It would take a serious off-roader to find a challenge the car could not overcome.It is also easy around the city, which is why it's going to sell better than earlier Vitaras and sit comfortably in showrooms beside the Swift.THE BOTTOM LINE14/20A GREAT improvement in Suzuki four-wheel-drives, but the edge is blunted by a lacklustre V6 engine and automatic.

It has always been a good thing, if a little squeezy inside, but one of the few compact 4WDs that's noted for its off road prowess.There's plenty of stories going around about big 4WDs getting stuck up to its axles, only to be pulled out by a passing Suzuki.The new 21st Century Grand looks set to continue this tradition, with a "built-in" ladder chassis and selectable, low range four-wheel drive.But after putting the top of the range V6 through its paces, I can't shake the feeling that some of the Zuke's legendary "go anywhereness" has been sacrificed in the name of better road manners.Like the previous model, the Grand Vitara is available in short and long-wheel base ver- sions, with a new, seven seat XL-7 version said to be on the way.The four cylinder, three-door model misses out on low range and is obviously aimed at the young female buyer who couldn't give two hoots about going off road.Both the four cylinder and V6 five-door, five-seat wagons get high and low range gearing.Although this time around you dial in low via a dash-mounted, knob instead of the traditional transfer lever.For the first time too, the new Grand can be driven on the road with four-wheel drive engaged, thanks to the inclusion of a centre differential.Our test vehicle was the top of the line V6 fitted with a five-speed manual transmission, priced from $30,990.A five-speed auto is optional for another $2000.Gone are the round goofy lines of the previous model, replaced with a sharper, cleaner more modern look.Inside, the look is fresh and modern too with large easy to use controls.Fit and finish are good, seats are comfortable but but the steering wheel is nothing fancy and crusing control is missing.It's still a bit of a tight fit inside, particularly rear head room with the elevated seating position.However, it is, after all, a compact 4WD.The V6 is the 2.7-litre unit from the previous stretched XL-7.However, there are some differences, most significant of which is that peak torque is generated at 4500rpm instead of 3300rpm.Torque is the stuff that gets a vehicle off the line quickly and makes easy work of steep hills.The lower in the engine rev range that it is generated the better.The 2.7-litre engine delivers a total of 135kW of power at 6000rpm and 250Nm of torque at 4500rpm.Fuel consumption is a claimed 11.1 litres power 100km for the manual and 11.6 litres power 100km for the auto, from a 66-litre tank.That's a little less than the XL-7 – but then the Grand weighs almost as much at 1595kg.We didn't get a chance to empty the tank, but these figures sound about right (trip computer only displays current usage).On the road the Grand Vitara is a smooth operator with good road holding ability and hardly any corner roll.The engine sounds promising, with a raw note under hard acceleration, but you need to keep the revs up to get the best out of it.Off road the Grand is limited by ground clearance which is a minimum 200mm.Although there is plenty of underbody protection, it is prone to bottoming out on rocky descents.This is not an issue in dirt or sand, but could be of concern to owners not wanting to damage vehicles.Two airbags and ABS are standard but it might be an idea to check out the options list, because alloys and fog lights are not.

The V6-engined Grand Vitara is the big seller among the Suzuki wagons. But there is also the cheaper, just as capable, four-cylinder Vitara.For $27,900, this is a proper four-wheel-driver.The Vitara has never been the biggest, flashest of compact SUVs. But it does have a full chassis, it does have a two-speed transfer case and it does go where others struggle. It does have a swag of gear from ABS brakes to airconditioning.Heading down the highway, the Suzuki wagon is not as quiet, not as refined as most of the soft-roaders. There is an occasional skip and jump from the rigid, and live, rear axle plus a bit of engine noise and a little road noise.At 100km/h in fifth, the two-litre engine is turning around 3500rpm.Front seats are OK and there's room in the back for another pair of adults, all good for at least a two-hour stretch.The cabin is quite neat and tidy, with little confusion over buttons, knobs and instruments. The interior is screwed together with care.It is a narrow, upright cabin, so a long, long haul with a couple of big adults may test friendships. Conversely, the Vitara's shape and size make it handy in shopping car parks or down a bush track.The rear cargo area is not huge, although it has decent height.Yet there is little the Suzuki cabin misses, from air to vanity mirrors to electric windows and airbags for driver and front passenger.Up front, there are a number of cubbyholes, including a tray beneath the front passenger seat.On the test car, the five-speed manual gearbox and 94kW engine were both a little coarse. The transmission was notchy, the engine appeared not as smooth as class rivals but this may change with more kilometres beneath the wheels.And while that five-speed change never improved – in particular the slot into first – the engine sounded quite right on a gravel track.It is here the Vitara hits its straps. It is small, light and happy to run hard. The suspension, deemed a tad too irregular on lumpy bitumen, hits a sweet spot.Off the dirt and the muck, there is a lever for the transfer case from two-high to four-high to four-low – simple, strong and straightforward.

She may be small in stature but Kylie is larger than life and makes many red-blooded males drool.And so it is with Suzi.Suzi who? Suzuki Swift.Here's a little model with curves in all the right places. Beautifully proportioned and with some serious sex appeal.And just like Kylie, despite her size, she's a real head turner.Girls look on in envy and guys do a double-take to get a second glance. Maybe they can see something of their girlfriends in Suzi.But there's more to the Suzuki Swift than just good looks.She's full of information. One quick look at her dash will tell you the time, fuel consumption and outside temperature.And she has all the right accessories – electric windows and mirrors, six-speaker CD player, airconditioning, power steering, remote central locking and UV-reducing glass (to stop all those nasty sun spots) ... and extra stereo controls on the steering wheel.She's even got mini-compartments – on the instrument panel, glove box, in the front doors and a tray under the front passenger seat plus front and rear cup holders.And Suzi Swift is safety conscious with a collapsible steering column, front airbags and rear and side curtain airbags that move with the seats (on the S model).An immobiliser and tamper-resistant door locks are included to help prevent theft.And all this for just $17,990. That's a lot of value packed into a little price tag.A 1.5-litre engine powers her along with a five-speed manual gear box (or four-speed automatic).Little Suzi is perfect for city driving – smooth through the gears, easy to handle and a breeze to park.But she's also very comfortable and quiet on the open road with enough power for overtaking.She purrs like a kitten ... a very little kitten.Clever use of interior space means there is plenty of room for people and luggage.Shop for a week, pack for a weekend away or fold down the split rear seats and load up even more.Even 14-year-olds can lounge in the back seats without banging their heads.Suzuki Swift proves that it's the little things that count.

With only a 1.5-litre four cylinder engine on board, the Swift struggles at times.But the gated four speed auto has a good spread of ratios and it is easy to flick between gears. This is the car Suzuki has been waiting for. It looks great, particularly in profile, with a much stronger, muscular presence than the current crop of tall goofy looking gokarts.Build quality is impressive and so is the price which starts at $15,990. You get a lot of car for your money and it makes the Swift a strong contender for car of the year.1.5-litre four cylinder twin cam engine delivers 74kW of power and 133Nm of torque. It's a double overhead cam unit, but Suzuki was producing this kind of power almost 20 years ago with its 1.3-litre GTi. Can't wait for the GTi version of this car, with say the 1.8-litre engine from the Liana.Gated four-speed auto lends itself to manual changes. There's not much oomph in top gear but a flick left finds third gear for overtaking. Pull back from here for second. Couldn't be easier.Brakes are a disc/drum combo. Loses points in this department, but they seem up to the task.Standard equipment includes aircondition- ing, two airbags, ABS brakes, electric mirrors and windows, keyless entry, six speaker in dash CD stereo system, audio controls on a leather steering wheel.Suspension is geared towards ride rather than handling and a version with sports suspension is another item for our wish list. Handles pretty well just the same, with an occasional bouncy moment.Economy is excellent at a claimed 7.5L/100km for the auto and it runs on standard unleaded. You can coach yourself to drive more economically with the instantaneous readout from the trip computer.Sporty touches include a three spoke leather steering wheel, stumpy gear shift lever and illuminated ring around the speedometer. A smallish computer screen located atop and centre of the dash shows time, fuel consump- tion, and outside temperature.Good audio for the money with six speakers including a subwoofer located under the driver's seat.Bit disappointed with the way the upholstery is are finished. Almost like after market seat covers with tie offs flapping around.For $2000 more you get the Swift S with fog lamps, alloy wheels, and side and curtain airbags. 

The year was 1976, and the car I bought, at odds with other selections including a forgettable Fiat and the Honda Civic, was one of 13 that entered the country without any emission controls.It was neat, fast, affordable ($4300) and versatile. I put one set of tyres on it, one battery and sold it 12 years later for $4200.Few cars ever felt like that Golf. But the Suzuki Swift gets damn close.This is enormously surprising because though they have the same roughly crafted credentials — front-wheel-drive engine, five-door body — Suzukis come from different worlds and different eras.The Swift comes with dual airbags, airconditioning, electric windows and mirrors, and a CD player. I also note that the Swift costs $15,990, plus on-road costs.In 1976, the Golf cost me the equivalent of a year's gross salary. It had no airconditioning, no electric anything and the tape deck was my option.In 2005, the Swift is about a third of an equivalent income yet has more equipment, is as quick, is more fuel efficient, has fewer emissions, is safer, has a more compliant suspension, comes with a better warranty and, generally, is a far better buy.The Swift is nothing like its similarly named predecessor. This one has a sparkling 1.5-litreengine, room for four adults, and though it has limited boot space, is a flexible unit for carting the family.On the road, its most endearing feature is the quietness of the engine. Be warned that even when the engine is idling, many novice drivers will try to restart it.At 100km/h on the freeway, the manual version cruises at just 2700rpm, which means low engine stress and excellent fuel consumption. A refuel shows the Swift sipped just 8.1 litres/100km.If I were a more gentle driver, there should be no reason why I couldn't hit close to the claimed seven litres/100km average.Economy aside, the priceincludes loads of features that are well integrated into the package.The ride is supple enough to suit the comfort needs of a young child sitting in the back, while the split-folding rear seat gives the Swift the flexibility to overcome its small boot. The space-saver spare tyre is inexcusable in a car aiming to appeal to a family lifestyle, which includes country driving.That aside, there's little to complain about. Suzuki Australia is pulling its hair out trying to get more stock, which indicates just how good this car is.Apart from the base model tested, Suzuki has a premium model with alloy wheels and foglights. An automatic gearbox is optional.But for the purist who wants a car that can live with city traffic and take the children to school on Monday, there's not a lot better at this price.