Suzuki Swift Video Reviews

City hatchbacks are becoming more expensive as the standards grow ever higher for safety and tech. But which of these popular light car heroes is the best? We put the Suzuki Swift, Kia Rio and Toyota Yaris against each other to find out!

The Suzuki Swift hatch holds a special place in the hearts of Australian drivers, especially those who remember the peppy little GTi version last seen in 1999.With the blink-and-you'll-miss-it-new-model Swift update in 2010, fans were disappointed that the GTi still wasn't back on the list. For now, the Swift Sport is about as close to a GTi as Suzuki is likely to get. So is it convincing enough to coax buyers into its brick-like body?VALUEPriced from $23,990, the Swift Sport is $4000 more than the Swift GLX and a stout $6000 more than the faux-sporty RE.2. That extra cash buys you an upgrade from the 1.4 litre to the 1.6 litre VVT engine, a host of interior and exterior upgrades and a series of very effective chassis tweaks. The interior scores a six-speaker CD audio system with remote controls on the steering wheel, USB and Bluetooth phone and music streaming. You also get cruise control, headlight washers and keyless entry and start. The HID headlights are excellent, which was a pleasant surprise. An unpleasant surprise was the obnoxious beeping when the car is locked or unlocked.Hyundai's Veloster is the closest competitor philosophically and financially. The lack of proper rear access and the challenging looks play against the Hyundai, but it’s better-equipped and runs the Swift respectably close for road ability. The Veloster starts at an identical $23,990 and also has a double-clutch transmission option.Ford's Fiesta Zetec is down on power and torque and goes without the sportier chassis tune the Swift has, but is $3000 cheaper. The Fiesta's lower price you with some spare change to spend on the lengthy options list which includes the Powershift DCT double-clutch transmission. Both these cars best the Swift Sport's bizarre optional $2000 CVT auto with seven fake steps built in for the benefit of paddle-shifter fans.TECHNOLOGYThe 1.6-litre VVT develops 100kW of power and 160Nm of torque with the aid of variable valve timing. The six-speed manual manages 6.5l/100km on the combined cycle but is a little better on a steady freeway run. We saw 6.1l/100km in a mix of city stop-start driving, back road blasting and some freeway work. The chassis is a livelier package than the non-Sport Swifts, courtesy of re-tuned dampers and stiffer springs front and rear.DESIGNThe Swift's cheery face has been with us for two years, but in reality it's very similar to the car that preceded it -- which debuted eight years ago at Paris motor show. The current Swift grew in every direction but kept the same visual formula. It's a pleasingly chunky, upright shape and with the bigger wheels looks like a brightly-coloured Pixar-styled bug ready to leap into action, far more so than its under-wheeled brethren.On the Sport, you'll find deeper front and rear bumpers, side skirts, 17-in alloys, foglamps and a wing over the tailgate. The detailing on the Sport's ostensibly aero-related improvements give the car a more sporting, aggressive character -- you'll not mistake it for a lesser-equipped sibling. Inside is a big improvement over the lower models, with sports front seats and leather steering wheel. The slightly ill-fitting, scratchy plastics remain -- as does that haunting suspicion that something will start squeaking because the materials are so hard.As with the rest of the Swift range, the high roof is perfect for really tall people or those who like to wear their hair metro-gel high. The boxy, upright styling delivers a lot of cabin space, which is maximised by high-set rear seats. Shoulder room front and rear is hardly galactic and you may knock elbows while shifting gears. The boot looks ludicrously small when you first pop the tailgate. There's a false floor, but that extra space doesn't go a long way to making it a serious proposition.SAFETYThe Swift is packed with safety gear - ABS, front, side and curtain airbags as well as a knee bag for the driver. Stability and traction control are standard, as is brake force distribution and emergency brake assistance, helping the Suzuki to its 5-star ANCAP rating.DRIVINGIt takes a while to warm to the Swift. The manual gearbox is notchy and noisy, almost to the point of obstructive. A light touch is needed for a clean shift but the clunk-clunk-clunk is a little tiring. The clutch is light and the bite point could be anywhere, you can't really feel it. The electric steering is devoid of life, but quick and well-weighted.Despite the promise of the twin exhausts poking through the rear bumper, the noise isn't hugely inspiring and you begin to wonder what the fuss is about. Once you're moving, the car's dynamic ability quickly becomes apparent. Even though the ride is comfortable, the front end is super sharp, no doubt helped by a set of grippy 195/45 Bridgestone RE050s wrapped around 17-inch alloys.Nothing beats physics like a light kerb weight, something other manufacturers have taken a while to grasp. The Swift's 1060kg is 50kg lighter than the old model and lighter than most of its competition, making it agile and eager to change direction. We might, however, forgive a little more weight if it went to noise and vibration suppression - tyre roar is intrusive at high speed on anything but the smoothest surface and the pedals buzz more than we'd like.The 100kW power figure is adequate, but the 160Nm of torque is firmly at the bottom end of acceptable, forcing you to work the gearbox on even modest inclines. The torque arrives at 4400rpm, meaning you need to keep the needle pointing north by north-east to get the best out of the engine. It revs cleanly and happily, but you'll not want to stray too close to the redline as the engine runs out of puff and starts to thrash a bit.While getting up to speed can be a bit of a chore and won't trouble your neck muscles, keeping that pace is a genuine hoot. The Swift can be flung at corners at quite high speeds and it will hang on gamely before gentle understeer sets in, easily sorted with a lift of the throttle. The grip is surprising and while the chassis is moving around underneath you, it's never unnerving and always letting you know what's going on between each tyre and the road.The whole time the car stays remarkably flat and resists being knocked off-line by mid-corner bumps. The strong brakes never seem to give up, despite them looking tiny behind the big wheels. Again, the steering doesn't talk to you, but the chassis itself gives you plenty to go on with. Once you're past the apex of a corner, it almost begs you to get back on the throttle – and it promises to be a riot on the track.It feels a lot like the true spiritual successor to the original Mini, a fun car for drivers on a budget. Suzuki themselves were on a budget and choosing to put their effort into the chassis rather than chasing steering feel or a snick-snick gearbox to please the purists was the right choice.VERDICTYou could complain that the Swift is no GTi and that it needs more power, but that's missing the point. The comparatively low power and torque figures means the chassis will never be overwhelmed and it puts the driver in charge of the car, gets you involved and thinking ahead about gearshifts and braking. You'll hardly ever see the traction control light blinking at you.It shares little of the high-tech features its main competition enjoys and will have a harder job if Renault ever makes good on its unspoken threats and finally releases the Renaultsport Twingo. While lagging a bit on power and gear, the Swift is bags of fun once you're moving and the softness in its character means it is never hyperactive around town, its most likely habitat.It won't replace the Swift GTi in our hearts, but the combination of five doors, excellent handling and mechanical simplicity means the Swift Sport stands on its own as a budget sportster you can live with.Suzuki Swift SportPrice: from $23,990Warranty: 3 years/100,000kmSafety rating: 5-star ANCAPEngine: 1.6-litre 4-cyl petrol 100kW/160NmTransmission: 6-speed manual, FWDBody: 3.9m (L); 1.7m (w); 1.5m (h)Weight: 1060kgThirst: 6.5L/100km; 98 RON; 153g/km CO2

WE turn the spotlight on automotive's newest and brightest stars, as we ask the questions to which you want answers. Ultimately, however, there is only one question that really needs answering - would you buy one?What is it?The GLX is Suzuki's top of the range Swift which has just been updated although it looks very much like the previous model.How much?GLX is $18,990, $3000 more than the entry GA and $2000 more than the mid-range GL model. The optional four-speed auto adds $1700 to the price.What are the competitors?Plenty of competitors in this segment, but the Swift knocks them all for six in terms of style. It's actually 90mm longer and 10mm higher than the old one, with another 50mm between the axles which means more room inside.What's under the bonnet?Same 1.4-litre four-cylinder engine as the other models. Delivers 70kW of power and 130Nm of torque, compared to the old 1.5's 74kW/133Nm.How does it go?Surprisingly well. Even the auto is zippy. The engine has a sporty note under hard acceleration and it remains sure-footed in corners, with stability control to sort things out if necessary.Is it economical?Better than before. Suzuki is claiming a 13 per cent improvement in fuel consumption, down from 6.3 to 5.5 litres/100km for the manual, and from 6.6 to 6.2 litres/100km for the auto.Is it 'Green?'Gets four stars from the Government's Green Vehicle Guide (Prius gets five). The auto produces 147g/km of CO2, a little more than the manual.Is it safe?Gets a full five stars thank you very much. Seven airbags standard, along with traction and stability control plus anti-lock brakes with brake assist and electronic brake force distribution.Is it comfortable?Gets our vote. One of the first things we noticed about this car was its big car feel belying its size. Interior has a much classier feel, with better finishes. Sits on 16 inch alloys, with 185/55 rubber.What's it like to drive?Feels very smooth and sure footed, with good sound insulation. A longer engine stroke and electronic throttle control contribute to better throttle response.Is it value for money?As well as more gear the GLX adds some mechanical upgrades like foggies, rear disc brakes, and the addition of reach adjustment for the steering wheel. There's also Bluetooth, climate air and a keyless entry/start system.Would we buy one?You bet. Love the looks, like the way it rides and handles but the higher price for the GLX puts it within cooee of plenty of excellent competitors. Rear legroom is still tight and the spare is a spacesaver.SUZUKI SWIFT GLX AUTORATINGVERDICTSwift ... bigger and more economical than before.

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.