Rivian R1S vs Suzuki Swift

What's the difference?

While there are some obvious signs that the R1S is Rivian’s first mass-market vehicle, the good news for the company is that its problems are not impossible to overcome. The suspension needs retuning to improve the ride quality and the multimedia system’s software needs upgrading. But even with those issues the R1S left a positive impression.

This is a very stylish SUV with great space and excellent performance, that also happens to be electric, rather than relying on being electric as its primary selling point.

Rivian has put more effort into the design and finishes than many of its EV rivals and the result is a vehicle that can genuinely compete with the established premium players with more credibility.

The only catch is there’s no clear timeframe for when, or even if, this generation of R1S will make it to Australia. The brand has repeatedly spoken of its hopes of entering the market here without locking anything in, but given the current state of the EV sales it may pay off to wait until the conditions are right for a new, premium player to try its luck here.

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.

Design is another area where Rivian has carved out a unique position for itself. Whereas other brands, including Tesla, have focused on simplicity and aerodynamic efficiency, Rivian has given the R1T a unique style that looks interesting, different and most definitely not plain.

The oval daytime running lights make every R1S and R1T stand out from a mile away, even on LA’s busy freeways. The overall design is high quality and manages to strike a good balance between aesthetics, aerodynamics and practicality - even if it doesn’t suit everyone’s personal taste.

The cabin is worth highlighting in particular, because rather than go for the ‘minimalist’ look that so many brands are going for these days, with as little switchgear and different trims as possible to keep costs down, Rivian has opted for something more complex and, frankly, more impressive.

There’s a level of craftsmanship, a great mixture of premium materials (including some striking light wood options) that make the R1S feel like a stylish and relaxed environment inside the cabin. Our particular example had a great mixture of colours, textures and patterns that really elevated the cabin experience.

The technology is also nicely integrated into the design, rather than being the focal point, like so many other modern electric vehicles. It still offers the same level of technology - a pair of screens - but doesn’t rely on them to carry the design of the interior.

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.

The R1S comes standard as a seven-seat SUV, split across three rows (two in the first row, three in the second row and two in the third row). Space across the three rows is fairly typical for an SUV of this size, which is to say generous up front, good in the second row and a little bit tight in the back.

What is good though, is the length of the cabin allows for quite a spacious boot even with the third row in use, which is definitely not something all seven-seat SUVs can claim. Using a direct conversion from Rivian’s specifications that list cargo capacity in cubic feet, the R1S has a claimed 498 litres with the third row in use and up to 1331L with the third row folded down. There’s also 314L under the bonnet and another 144L underneath the boot floor (although that comes at the expense of a spare tyre).

As mentioned in design, Rivian has nicely integrated the technology into the cabin, with the 12.3-inch digital driver display and 15.6-inch central multimedia touchscreen feeling like a natural part of the car rather than a centrepiece. Rivian has also managed to incorporate eight USB-C charging ports spread around the cabin to keep everyone’s devices charged up.

However, while the technology is nice from an aesthetic design perspective, the same cannot be said about its useability. Like Tesla, Rivian has opted to go it alone with its multimedia system and has developed its own Google-based software that is not compatible with either Android Auto or Apple CarPlay. That would be acceptable, although still disappointing, if the system worked as well as Tesla’s, however the Rivian system is very slow. It repeatedly took several seconds to load between the various functions, which may not sound like long, but when you’re trying to get back to the navigation so you don’t miss your freeway exit a few seconds can make a big difference.

But, honestly, in this day-and-age, systems like this should work quickly and seamlessly, so it’s an area Rivian needs to improve.

On a positive note, Rivian does have some cool accessories for the R1S including what it calls a ‘Camp Speaker’ which is a US$400 option that it integrates into the sound system but is also removable, so you can pull it out of the centre console and listen to your music if you’re around the campfire or having a picnic.

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.

As mentioned earlier, there are currently three versions of the R1S available, each with a different powertrain. 

The Dual Standard AWD has, unsurprisingly, dual motors (one at the front and one at the rear) which make a combined 397kW/827Nm. That’s enough for it to launch 0-60mph (0-96km/h) in just 4.5 seconds. The R1S Dual AWD has the same power, torque and acceleration figures, however it gets Rivian’s Large battery, which we’ll detail below.

The Tri-Motor AWD obviously has three motors, one on the front axle and two on the rear, which naturally provide more power, 633kW/1495Nm. With so much power and torque the Tri-motor is wickedly fast, taking just 2.9 seconds to launch 0-60mph.

If, for some reason, the Tri-Motor isn’t fast enough for you, Rivian has released the details on the Quad-Motor. It will have two motors on each axle providing a staggering 764kW (that’s 1025-horsepower!) and 1624Nm, enough to rocket it from 0-60mph in just 2.6 seconds and across the quarter mile in 10.5 seconds.

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.

Rivian offers three different battery types across the three variants, each with a different driving range. The R1S with the Standard battery (92.5kWh) has a claimed 434km driving range, the R1S Dual with Large battery (109.4kWh) extends that to 530km, while the Tri-Motor comes standard with the Max battery (141.5kWh) that has an impressive 597km of range.

It is worth noting, though, that those range claims are based on US EPA estimates, rather than either the WLTP or NEDC methods usually used.

Charging times vary depending on the type of charger used, in the US Tesla has given access to its network to other EV brands and the Rivian is available with a plug adaptor to use a Tesla charger. The R1S is capable of charging up to 220kW, which means it takes approximately 40 minutes to take the battery from 10 to 80 per cent. 

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.

The R1S and R1T are Rivian’s first mass-produced cars, and it shows. It’s not all bad news by any stretch, but there are some major issues the brand will need to address in the future if it wants to succeed globally (or even just in the US). 

The biggest issue is the ride, which just doesn’t feel as well resolved as the more established brands that have been designing, developing and building cars for decades. The R1S isn’t bad to drive by any stretch, but the ride is too firm at times and it also lacks control and feels too soft at others. 

All R1S grades come standard with Air Suspension that has multiple levels of firmness and can adjust the ride height. However, in the ‘normal’ setting the ride feels too busy, with the heavy (3096kg) SUV skittering over the imperfections in the road rather than absorbing them. The problem is, if you adjust the suspension to the softer setting it lacks control and has a tendency to bounce over bigger bumps and take a few seconds to settle. This was particularly noticeable on LA’s concrete freeways, but it would be an issue on any road with undulations or joints.

But while the ride needs improvement, the R1S has strengths in other areas - namely performance. The Tri-motor AWD we sampled had immense punch from its three motors and it certainly felt like 633kW and 1495Nm was on tap. We didn’t test its acceleration claim officially, but any take-off could be made into a rapid one with just a squeeze of the accelerator pedal. 

The R1S is also capable of towing up to 3500kg, so it’s a strong and capable SUV too, rather than just a speedy EV.

Another strength is the regenerative braking system. There are multiple settings but we found the lowest regen was the best option, as it still provides powerful regen but is more progressive than the more powerful modes.

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.

Rivian offers a four-year/80,000km warranty for the R1S vehicle as a whole, as well as a separate battery pack and drivetrain specifically. The Standard battery is covered for eight years/190,000km while the Large and Max batteries are covered for eight years/240,000km.

As for servicing, Rivian uses an app-based system, which allows owners to schedule a service at any time via the app and then either have a Rivian technician come to your home for a small service or drop it off at a service centre if it’s a bigger job. The app is also connected to the car, so if the car’s own diagnostic system recognises a problem, it can prompt you to book a service proactively.

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.