Suzuki Fronx vs Suzuki Swift

What's the difference?

If you’re considering a small car, particularly if an SUV is the goal, a Suzuki should in most cases be on the shopping list. Back-to-basics motoring is key to the brand’s identity. Its most popular model is a tiny ladder-frame 4X4, for example. Hi Jimny.

The Fronx doesn’t break new ground in any practical sense, but it does come in with a decent price and list of features that should sway plenty of small-car fans in the showroom.

It’s decent to look at, comfortable for the segment, and easy to get used to and drive. The numerical rating on this review betrays just how likeable the car is.

It’s not extremely refined and it starts to lose its dynamic shine on rough roads, but in an urban setting the Fronx should excel.

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

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

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

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

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

‘Fronx’ as a name doesn’t exactly scream ‘cute’, but the little SUV has a pretty classically Suzuki design. This is not a complaint at all.

The Fronx is 3995mm long, 1765mm wide and 1550mm tall, but despite its diminutive dimensions the brand has opted to lean into a ‘coupe’ style with a sloping roofline that creates a relatively sporty look, especially for something with a two-digit power figure.

So while some of Suzuki’s designs have been divisive in Australia (Ignis, anyone?) the Fronx takes a slightly more conservative approach by leaning into more design trends than just the coupe-back SUV shape. 

For example, its tail-lights span the width of the tailgate rather than simply flanking the boot as was standard for decades.

The LED daytime running lights at the front are also arranged in a slim, high-up position with a set of headlights below.

Inside is arguably more conservative than out, as the Fronx goes with a fairly standard formula in terms of its layout, with few premium materials (the synthetic leather on the seats feels cheap for example) or adventurous design elements to be found.

But that’s not such a bad thing.

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.

Because for all the conservative, even outdated, styling in the cabin, the fact is it’ll be refreshingly familiar to someone who’s getting out of a car from perhaps even before the year 2000.

Suzuki’s place at the budget end of the new-car market means its customers are likely either quite young and buying their first new car, or relatively old and looking for a cheap, rarely used runabout as the ‘last car’.

For the former, a lack of techy distractions is paramount. For the latter, ease of use wins over cutting-edge tech in most cases. Which is why it’s probably okay that the Fronx’s multimedia touchscreen and software wouldn’t feel out of place almost a decade ago.

It can be a tad fiddly to use at speed, but it’s still more straightforward than the ‘iPad-like’ systems Tesla has made popular, and there are physical controls for important functions like climate control.

There’s also a row of ever-present haptic buttons for volume controls and navigation shortcuts.

The ergonomics of the interior are quite basic, but there are no red flags in terms of visibility, reach, or placement. 

The head-up display is a bonus, but the physical dials on the dash rather than a digital driver display are clear enough, despite again feeling nabbed from a time before head-up displays even existed. 

Space for the front passengers is decent, it’s not cavernous but it’s far from cramped. Elbow rests and seating positions allow for a relaxed ride.

The back seat is a slightly less comfortable place, but at 178cm I can sit behind my own seating position without my knees touching the seat in front, and my head has just enough space above to accommodate the top of a mullet.

Behind that, luggage capacity in the boot is 304 litres, or 605 litres with the rear 60/40 split seats folded.

There’s also no space-saver spare tyre, just a repair kit as standard.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

The Fronx is powered by a 1.5-litre four-cylinder engine with mild-hybrid assistance, driving the front wheels via a six-speed automatic transmission. 

Its outputs are quoted at 76kW and 137Nm, not exactly high-grade stuff and part of the reason the Fronx feels like it takes more than 10 seconds to hit 100km/h.

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.

Suzuki claims fuel consumption at 4.9L/100km. With its 37-litre fuel tank, the Fronx should be able to manage more than 600km on a single tank, though theoretically its maximum range given its claimed fuel efficiency is 755km.

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.

How you plan to use the Fronx will make a big difference in whether what you’re about to read is a good thing or not. 

The Fronx is a light SUV for a start, so expecting brilliant handling, effortless acceleration and a dead-quiet cabin is going to mean you’re disappointed.

But if you want something easy, engaging and fun, the Fronx might work for you.

Our brief test loop wasn’t entirely indicative of what the Fronx is likely to face day-to-day. With limited time and no preset drive program, the roads within a 20-or-so minute drive of Nagambie, Victoria had to suffice.

The Fronx fared well on the average road, it turned out, with the 1064kg Suzuki managing to feel planted enough to hurl along 100km/h back-roads without complaints. It rides on the same platform used recently by the Suzuki Baleno, something I’ll admit to not having driven.

The rougher roads didn’t faze the light SUV too much, though consistently uneven surfaces made it feel unsettled in some cornering.

Its steering and suspension give enough feedback to make the right inputs easily, though the nature of its light weight and minimal accoutrement in terms of driver assistance make the Fronx feel very rudimentary from the driver’s seat.

At low speeds around the centre of town, the Fronx manages the state’s terrible roads well, though taking off from intersections can be laborious. Much like overtaking, the drivetrain will complain.

And don’t expect its mild hybrid system to do a lot in the way of hard work - or any work at all, really. You could take the hybrid badge off the car, let someone have a drive, and they’d be none the wiser.

From the limited observations on the launch, the Fronx would feel best at home in suburbia or a metropolitan centre more so than on the Hume Highway or the towns dotted alongside it.

Essentially, this is not a refined road trip car for the highway, but its no-fuss approach to getting around means you shouldn’t be surprised if you start seeing them in the car parks at universities or bowls clubs.

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.

Suzuki has a five-year, unlimited kilometre warranty for its new cars, which is a little behind the curve compared to many budget-friendly brands these days. 

Suzuki does have a five-year servicing schedule, with intervals every 12 months or 15,000km, whichever comes first. Total cost is $2005 over the five years, with services averaging $401, which is not particularly cheap.

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.