Suzuki Swift VS Citroen C3
- Good looks
- Smart, well equipped range
- Fun to drive
- Relatively pricey
- Tiny boot & back seat
- Expensive, frequent servicing
- Unique styling
- Giant door pockets
- Sofa-like seats
- Slow and seemingly indecisive auto transmission
- Low on advanced safety tech
- No front parking sensors
Did you know Suzuki is one of the most profitable car companies in the world?
In fact, by some measures last year, the Japanese automaker overtook BMW as the most profitable automaker on the planet.
If that surprised you, you’re not alone. Sure, the brand produces some memorable models which have etched themselves on the Australian landscape over the decades, but they aren’t exactly technological wonders.
But nameplates like Swift, Vitara and Jimny have always been affordable, what-you-see-is-what-you-get type cars, and their simplicity gives Suzuki a unique ability to market them to developing economies like India and China as well as cashed-up first-world nations like Australia.
The Swift personifies that appeal, with its range spanning a wide berth from one of Australia’s cheapest hatchbacks, to the last surviving Japanese small performance hatch.
In an increasingly competitive segment though, does the Swift still have an edge? Let’s explore the range to find out.
|Fuel Type||Regular Unleaded Petrol|
The Citroen C3 is a little hatchback like the Kia Rio, Mazda 2 or the Suzuki Swift but it’s different to them, which is why you’re here, I think.
The C3 is different, not in a technological or engineering sense, but in the style stakes. It’s a premium and quirky French take on the tiny-car-thing in a similar way to the Audi A1, Peugeot 208 and Mini Hatch.
Yep, it’s cool, tiny, and little bit fancy. Sounds perfect for the 21st century Australian urban dweller, right?
Well, one came to stay at our urban home in Sydney for a week and here’s what I thought.
|Fuel Type||Premium Unleaded Petrol|
Suzuki offers a diverse range of Swifts, for the budget buyer who doesn’t mind a bare-bones offering , as well as those looking for a bit more out of their small hatch.
The GL Navi makes a great city car which is good to drive but compromised on storage, the GLX Turbo makes for an even better package, but is priced to make it a choice-over-value proposition, and the Sport is a uniquely positioned alternative to other hot hatches that shouldn’t be overlooked.
The impressive tech and safety features and decent driving characteristics of the GL Navi with the Safety Pack makes it our pick of the range.
What’s more important to you when choosing a small hatch, is it practicality, safety or performance? Tell us what you think in the comments below.
The C3 is not a bad choice of car for the urban dweller with its tiny size making it easy to park, big windows for good visibility, the air bump armour protecting its doors, and tech like Apple CarPlay and Android Auto for keeping your hands off the phone. The little Citroen is unique in its looks among many ‘samey’ hatches out there. If only the C3 drove as well as it looked. The driving experience could be smoother, but if you can get used to this side of its character there’s plenty to like – like those seats. So, for the daily driver score the C3 Shine gets 6/10 but a 7/10 for its urban score.
The Swift is up there in the looks department, duking it out with the also good-looking Kia Rio and Mazda2.
It carries the cute styling points that have been built up over the last two generations of Swift.
The swoopy lines dash across the front and side of its bulbous frame, rounded out nicely by chunky light fittings at the rear and that signature convex windscreen. The integrated rear door handles help it maintain a slick profile from the rear three quarter.
There’s little to tell the GL Navi entry-level car and the GLX Turbo apart aside from the addition of LED daytime running lights and slightly different (but still 16-inch) alloys.
The Sport gains a more aggressive, flared bodykit with black and carbon highlights as well as a dual-exhaust, angry-looking dual-colour 17-inch alloy wheels and a unique grille.
All Swifts get a small, but hardly cramped cabin. The dash is dominated by a decently-sized 7.0-inch multimedia touchscreen across the range. The stock UX is hardly impressive, especially compared to segment leaders like the Kia Rio and Volkswagen Polo, but every variant supports Apple CarPlay and Android Auto.
Every variant also gets a leather-appointed steering wheel that’s slightly flat-bottomed, but the GL-Navi gets a dorky set of manual air-conditioning controls compared to the slicker climate control cluster in the GLX Turbo and Sport.
Embedded in the dash is a simple dot-matrix display which can show trip computer information in the GL Navi and GLX turbo, or a colour screen with some more interesting features like turbo pressure and power output displays on the Sport.
Interior materials are comprised mostly of cheap plastics. This approach is hardly unusual in the segment, but the Rio, Fabia, Polo and Mazda2 all feel less chintzy.
There’s also limited legroom, and, annoyingly, there’s nothing soft to rest your elbow on in the door in any Swift variant.
When it comes to the Citroen C3 I think 98 per cent of the appeal is the styling, and the remining two per cent is that you can also drive it places. Okay, that’s probably a bit much, but a big part of the C3’s charm is the way it looks.
There’s nothing wrong with that because the C3’s design is pleasing. If you were having trouble putting your finger on what it is about the C3's the styling that's so interesting and cute, then let me point out the rounded-off shapes.
Yep, they’re everywhere – the headlights, the tail-lights, and those 'air bumps' down the doors which stop them from getting dings in carparks. Even the C3 badge on the back of the car is stylised to make a rounded-off rectangle shape.
I’ve heard the word ‘squircle’ used in relation to them and they’re everywhere, even on your phone, just look at the shape of the apps. Never noticed it did you? And they were literally right under your nose.
Anyway, the same rounded rectangles are seen in the air vent design, the door handles, the shape is even pressed into the door trim. I’m not sure if I’m going bonkers, but does the steering wheel have a square with round edges look, too?
While we’re inside check out the suitcase strap style door handles and those seats. Oh man, if the car business doesn’t work out for this French brand the manufacturer could always go into making furniture because Citroen’s seats are supremely comfortable, supportive and stylish. In my opinion when it comes to comfort no other carmaker can beat Citroen’s seats.
Enough about the seats. This isn’t seatsguide.com.au, so let me give you the dimensions. The C3 is 3996mm long, 2007mm wide (with the mirrors out) and 1474mm tall.
There are six colours to choose from including 'Almond Green' and 'Cobalt Blue', which are both optional and so is the 'Aluminium Grey' our car wore with the 'Polar White' roof.
I nickname it Pigeon Grey because as you can see in the images the colour camouflages the C3 into the road and if it wasn’t for the white roof the car would be almost invisible in an urban landscape.
Maybe you want that but if it was me, I’d go for the standard Polar White and red roof which is also standard. The red and white combination suits this little car perfectly and it’ll stand out like it should.
Now, don’t get the C3 confused with the C3 Aircross which is the SUV version of the little hatch, while the C5 Aircross is even bigger. I’ve reviewed them all so you can read about those later. Let’s move on to the price.
There’s no escaping that the Swift is smaller than some other cars in the segment. The bad news is this means the rear seat and boot are smaller than the competition.
The rear seats come across as more or less of an afterthought. I fit in, but only just in terms of leg and headroom, and unlike the rather good front seats, the rear lacks any kind of contouring for extra comfort.
Because of the roofline that tapers off toward the rear, headroom is also much better in the front seat. No Swift gets leather seats, but the front seats are spongey and come with a decent amount of side-bolstering which can hardly be said for other cars in the segment. The Sport gets chunkier bespoke seats with better support when cornering.
The boot maxes out at 242 litres with the seats up, and a surprisingly small 556 litres with the seats down, so it is hardly versatile if you spend lots of time lugging objects around.
Storage for front passengers is made up of two large bottle holders in the doors, two small bottle holders in the centre console and a shallow storage trench under the air-conditioning controls.
There is one 12-volt power output, an auxiliary input and a USB port hidden away above the trench.
Rear passengers get… not much. There are bottle holders in the doors and a small tray behind the handbrake for extra objects as well as a small pocket on the back of the front passenger seat.
Some competitors offer centre console boxes, bigger cupholders a second 12-volt output, and in terms of boot capacity the Honda Jazz, Hyundai Accent and Suzuki’s own Baleno are far better in this segment.
Let me rephrase that. How are you going to be using your car? Are you going to try and get away with it as a family car? If so, I’d say it’s going to be too small because the boot has a cargo capacity of only 300 litres and it won’t fit a large pram.
Will there be people sitting in the back seats regularly? If so, again I think the C3 could be too small to frequently seat five, as legroom in the rear seats is tight, and at 191cm (6'3") tall I can’t sit behind my driving position.
But if most of the time only one or two adults are going to be in the C3 then it will suit them well, with enough boot space for a suitcase (see the images) or shopping. Plus, if you do need to carry more people you can, and it’s unlikely, they’ll be as tall as I am.
Cabin storage would be disastrous if it wasn’t for the enormous door pockets in the front and rear door. Apart from that, there’s no centre console armrest bin, two tiny cupholders near the gear shifter, a small glove box and a little shelf in the dashboard for a wallet or purse, but too small for my phone.
As for charging and connection for devices, the C3 could be better. There’s just one USB port (the old Type-A) and one 12V (who uses these?).
One of my practicality gripes about the C3 is that to adjust the climate control it needs to be done through the touchscreen, when a dial would be perfectly fine and quicker. Thankfully, there’s an actual volume control knob.
Price and features
The Swift range now spans from the not-so-basic GL Navi manual ($16,990) up to the performance-oriented Sport auto ($27,490). Already that’s a more versatile price range than most competitors, but as you move up the range, the relative value changes dramatically.
From the get-go the Swift justifies its slightly higher price-point with decent equipment. The entry-level GL Navi manual has 16-inch alloy wheels, a 7.0-inch touchscreen with Apple CarPlay and Android Auto support, built-in navigation, a leather-trimmed steering wheel and a reversing camera.
You can add a Continuously Variable Transmission automatic for $1000 or step up to the GL Navi Safety Pack (auto only) for another $1000.
At this point I should pause to say that adding the Safety Pack the automatic Swift at $17,990 gives it the best active safety suite available on any hatch under $20,000. It is therefore our pick of the range. See the Safety section of this review for more on the Swift’s safety features.
The next grade up is the Swift GLX Turbo ($22,990 – expensive for this segment). The GLX Turbo adds an improved engine, keyless entry, push-button start, climate control (instead of basic air-conditioning) LED headlights with auto-high beams and a sportier 16-inch alloy wheel design.
Stepping up to the Swift Sport ($25,490) comes at a significant cost but improves the engine out of sight. You can also have the Sport in either a six-speed manual or six-speed auto.
The Sport has all the refinements of the GLX Turbo but is overhauled with a bigger, punchier engine from the Vitara, front bucket seats, a more exotic bodykit and sporty 17-inch alloys.
The Sport is the last surviving Japanese performance hatch in this segment, and its only realistic competitor for the time being is the Kia Rio GT-Line ($23,090).
There’s one grade in the C3 line-up, it’s called the Shine and the list price is $28,990.
Coming standard is, proximity unlocking with push button start (so convenient if you’re getting in and out a lot on short trips), parking sensors (but only at the back not the front which is a bummer in the city), a touchscreen with Apple CarPlay and Android Auto, a reversing camera and sat nav, digital radio, Bluetooth connectivity, climate control, cruise control, 16-inch alloys wheels and LED running lights, but halogen headlights.
I’d expect more features for this price and there are rivals packing more into small cars than this for the same money. The Volkswagen Polo is $3K less and gets impressive features and if the VeeDub isn’t kooky enough then there’s Skoda's Fabia for $22K.
I get it, those cars aren’t as cool, so I’d seriously check out the $26,990 Peugeot 208 GT-Line which (because they’re part of the same company) shares the same engine and transmission and many other mechanical and tech bits.
As for the Audi A1, the most affordable lists for $32,350, but it is a premium and cool little car worth taking a look at.
The Mini Hatch is more expensive again, but undoubtedly cool and different.
None of the rivals have the C3’s ‘air bumps’ treatment. It’s a Citroen creation which first made an appearance on the Cactus SUV about five years ago. They’re little plastic bubbles that are basically armour for your car to protect it against runaway shopping trolleys and people opening their doors into yours. They’re not just a gimmick, they work.
You won't find seats like the C3’s in any of the competitor’s cabins, either. The ones you can see in the images come standard and they’re so good I’m thinking seriously about asking Citroen to make me a couch.
Engine & trans
Across the Swift range there are three engines. The GL-Navi has a 1.2-litre non-turbo four-cylinder ‘DualJet’ offering 66kW/120Nm.
Stepping up to the GLX turbo introduces a 1.0-litre three-cylinder turbocharged engine producing 82kW/160Nm. That’s a significant boost in power over the base car, and peak torque arrives much earlier (1500rpm).
Finally, stepping up to the Sport adds a much spicier 1.4-litre four-cylinder engine normally tasked with propelling the heavier Vitara. The Sport can make use of 103kW/230Nm.
The GL-Navi can be had with either a six-speed manual or a CVT auto, the GLX Turbo can only be had with a six-speed traditional torque converter auto, while the Sport can either be had with a six-speed manual or torque converter.
The Swift’s range of engines and transmissions is fairly expansive but unlike some competitors in this segment, none of the options feel underpowered or outdated.
The C3 has a 1.2-litre, three-cylinder, turbo-petrol engine making 81kW/205Nm, while a six-speed automatic transmission shift gears.
If a three-cylinder engine sounds tiny to you, then you’re right, it is, but these small powerhouses are really common for little cars these days. Plus, the power and torque outputs are more than enough for a car that weights only 1090kg.
The transmission was the let down here, the shifts slow and uncertain at times
Combined cycle fuel consumption for 1.2-litre variants is rated at 4.8L/100km. We produced a real-world figure of 6.8L/100km in the Swift GL Navi manual.
Moving up to the 1.0-litre turbo, fuel consumption is rated at 5.1L/100km. I scored 7.0L/100km in a real-world test of the GLX-Turbo and Peter Anderson scored 6.9L/100km.
The Sport has a combined fuel usage figure of 6.1L/100km against which I scored 8.0L/100km on my most recent week-long test. (good luck getting under that. It’s damned fun.)
Citroen says that after a combination of open and city roads the C3 should use 4.9L/100km, while its urban mileage is 6.8L/100km.
My fuel test covered 174.1km of mainly urban roads and I needed 11.76L to fill the 45 litre tank to full again. That comes to bang on the serving suggestion of 6.8L/100km.
Not bad, but not fantastic fuel economy for a small car.
The C3 comes with fuel saving idle stop tech, too, which cuts the engine as the vehicle slows to a stop.
Thanks to some competent engine choices, all Swift variants are at least decent from behind the wheel.
Unlike entry-level versions of the Toyota Yaris and Kia Rio, the 1.2-litre engine in the GL-Navi feels up to speed. It’s not quick, but more than adequate for city driving duties. The availability of a manual is a plus for those who want to wring a bit more out of the little engine.
The 1.0-litre three cylinder in the GLX Turbo is a load of fun. It has the gruff snarl unique to three-cylinder engines, and the turbo kicks the boot in nice and early for a characterful drive experience.
The six-speed automatic, which is the sole transmission choice for the GLX, is better than the lackluster CVT in the GL Navi, and the addition of paddle shift adds temporary bursts of entertainment.
The Sport, true to its name, has far more power than it realistically needs, while not being as off-the-hook (or anywhere near as expensive) as properly ‘hot’ hatchbacks like the Renault Clio RS or Peugeot 208 GTi. For those interested, the Sport has a 0-100km/h time of 8.0 seconds.
It’s all the hot hatch most people will need, with its improved suspension qualities keeping it a little less skittish around corners and over bumps than the rest of the range.
All Swifts have solid, direct steering and standard MacPherson struts at the front with a torsion beam at the rear. Most of the time this set-up is reasonably comfortable around town, although the front is far softer than the rear which can sometimes result in the very light Swift becoming unsettled over poor surfaces. Road noise could definitely be better in any Swift.
Regular swift variants have turning circles of 4.8m whereas the Sport with its larger wheels has a turning circle of 5.1m.
The C3’s length is its biggest urban strength, and in the time I had it there was almost never a spot I couldn't squeeze into.
Visibility is also good in all directions, through those giant windows, although I did feel low down with even small SUVs seeming to tower over me.
I’ve reviewed the SUV version of the C3, the C3 Aircross, and the slightly taller ride height made for even better visibility.
A comfortable ride and a fun sporty feel to the handling makes buzzing around town enjoyable, but if I could change anything it’d be the engine and transmission.
This may be a highly acclaimed three-cylinder engine and the transmission is a six-speed auto (torque converter, not a dual clutch), but their interaction with each other doesn’t provide the smoothest driving.
The shifts sometimes arrive too early, or at peculiar times, sometimes hesitating mid-shift, and moving to higher gears results in slumps of turbo lag.
I also found the fuel saving idle stop tech way too intrusive, to the point where the engine was cutting out midway through intersections as I was waiting to turn. Thankfully, you can turn this off.
All Swifts in the range carry maximum five-star ANCAP safety ratings as of June 2017.
However, unlike the entry-level Mazda2 Neo the base GL-Navi is void of active safety features.
Thankfully, there is a must-have safety pack which adds $1000 to the price. It’s worth every cent as it adds auto emergency braking (AEB), forward collision warning, lane keep assist with lane departure warning and active cruise control.
As mentioned earlier, that’s the most impressive active safety suite available in cars under $20k. Suddenly that extra $1000 on the GL Navi is worth every cent…
Unlike the base Mazda2, even the cheapest Swift has a reversing camera.
All Swifts have the expected stability controls, six airbags, dual ISOFIX child-seat mounting points on the outer rear seats and three top-tether points.
ANCAP scored the Citroen C3 four stars out of a maximum of five in 2017, but that was before AEB was added in 2018. Also, standard is lane departure warning, and blind spot detection. As mentioned above there’s also rear parking sensors and a reversing camera.
The AEB system works at slower city speeds which is a plus for urban driving, but it doesn’t have pedestrian and cyclist detection, which is a minus.
And there’s no rear cross traffic alert either, which in other cars has saved my skin more than once while reversing into busy little streets.
For child seats you’ll find three top tether anchor points and two ISOFIX mounts across the second row.
Suzuki offers a five-year/140,000km warranty on the condition that you service on time at a Suzuki dealer.
Otherwise the warranty is limited to three-years/unlimited km. Most rivals now offer at least non-conditional five-year, unlimited kilometer promises.
To really twist the knife, Suzuki requires that you service the Swift at inconvenient six-month intervals (or 10,000km, whichever comes first).
Servicing isn’t particularly cheap either. For the life of the five-year warranty, Turbo variants cost an average of $490.40 to service a year, while the 1.2-litre non-turbo is hardly cheaper at an average of $476.40 per year. Expensive for a ‘cheap’ car.
Servicing is recommended every 12 months or 15,000km and capped price servicing is offered with the first visit costing $381, then $491, $621, $496, and $385 for the fifth.