Suzuki Swift vs Mazda 2

What's the difference?

The Suzuki Swift GL S Plus offers good value-for-money, strong safety, a competitive ownership package, miserly fuel economy, a surprisingly roomy interior and respectable overall refinement. That's offset somewhat by sluggish performance, a firm ride, sober interior, and a small boot (with the rear seats up). As always, the significance of these pluses and minuses depends on your specific priorities. But we reckon for a car well past mid-life it's still worthy of a spot on your small urban car short-list.

While Mazda's insistence that the Mazda2 is a 'first-car' could be very limited by the incomes of most teenagers or early-20s city-dwellers, the starting price being close enough to $20,000 for a dynamically enjoyable and convenient small car isn't to be scoffed at.

The new styling of the Mazda2 is well executed, and as an alternative to small SUVs (which continue to become more popular) it's a sensible option, especially considering its efficiency and ease of use.

The lower specifications in the range are probably the best in terms of value, as even the features on the higher grades aren't groundbreaking, and the Pure SP definitely exudes the most style cred.

Suzuki's traditionally followed its own path when it comes to design, and where other current small cars are increasingly a mix of sharp angles and geometric surfaces, the Swift's exterior is a blend of relatively soft forms and rounded intersections.

The headlights and tail-lights are large irregular shapes, and the distinctive side glass treatment tapers towards the rear, the smaller back windows ending in a vertical door handle and a narrow black graphic element which wraps around the C-pillar to the hatch window.

Note to Suzuki designers: The high-set handles may add visual interest, but they're a pain to use.

Interior styling offers a hint that despite upgrades and facelifts along the way this generation of the Swift is now five years old.

The approach is straight bat, with a multi-tiered dash design accommodating conventional analogue dials in a vaguely racy 'twin-peaked' instrument cluster, the multimedia display in the centre stack and ventilation controls underneath that.

Other age-related giveaways are the manual handbrake and uniformly grey colour palette. The only breaks being occasional flashes of faux metal trim and shiny back inserts.

It all works well from an ergonomic point-of-view but lacks inspiration and emotional impact.

Aside from the Pure SP, the Mazda2's styling changes are subtle. Mazda's design team aimed to move the model's looks slightly away from the previous ‘premium' chrome-adorned look to a sportier and more ‘aggressive' style.

A redesigned front bumper and mesh grille, with the rear's nip and tuck being more subtle, don't need to do much to keep the hatchback looking fresh. Despite being almost a decade old, the Mazda2 looks, to some extent, like it could be a new generation.

The Pure SP in particular is a highlight, with the blocked grille evoking some ‘electrification' vibes, while the coloured-accent treatment at the front and rear of most variants is a welcome addition for something different.

The range of differing wheels is also a plus point for the Mazda2 range, with each model having its own distinct characteristics.

Inside, the Pure SP also gets a stand-out panel across the dash in a lighter colour like mint, while others get different seat trims and colour accents in places like the vent surrounds.

New colours for the range are 'Aero Grey Metallic' and 'Air Stream Blue Metallic'.

Measuring a bit over 3.8m nose-to-tail, and roughly 1.7m across, the Swift is perfectly proportioned for the urban environment. And with an overall height of just under 1.5m and a 2.45m wheelbase it maximises the packaging potential for passengers within such a compact footprint.

Interior accommodation is good, with plenty of space up front, and in the back. At 183cm I was able to sit behind the driver's seat set to my position with a surprising amount of head and legroom.

Three full-size adults across the rear seat would be an uncomfortably cosy arrangement, even on short trips. But a trio of up to early teenage kids will be fine.

Seating negatives amount to something of an armrest rant. Specifically, the lack of a front centre armrest, front door armrests that are unreasonably hard, and omission of a fold-down rear centre armrest.

When it comes to storage, there's a reasonably generous glove box in the front, plus bins and a bottle holder in each door, as well as two cupholders and an oddments tray in the centre console.

Those consigned to the rear have to contend with a close to bare-bones layout, with a single cupholder (located at the rear of the front centre console), a bottle holder in each door, and a single map pocket on the back of the front passenger seat.

No adjustable ventilation, again, no fold-down centre armrest, and no USB or 12-volt power outlets. In fact, the only connections available are a 12V socket, USB-A media and charging outlet and a 3.5mm 'aux-in' jack, all in the front console. The kids won't be thrilled.

Boot space is passable rather than spectacular for the class (so that's where the rear seat room comes from...) with 242 litres on offer.

As our photos show, the (admittedly big) CarsGuide pram wouldn't fit, and we could only squeeze in the small (36L) and medium (95L) suitcases from our three-piece test set without removing the cargo cover. Fold the 60/40 split-folding rear seat down and available space opens up to 556 litres.

Worth noting there aren't any tie-down hooks to secure loose loads, and there's a space-saver spare under the floor.

The Mazda2's interior is mostly unchanged through the facelift, with the car's overall dimensions unchanged and not affecting space for its occupants.

Up front, the two seats are comfortable for adults and arm, shoulder, and head room is ample.

Storage space for drinks, phones, or small bags and wallets is sufficient, though not quite road-trip-worthy.

In the rear seats, adults will find enough space to be comfortable for short trips but might get a little restless after a while.

Headroom when sitting upright is tight for anyone around 182cm (six-feet) tall, and a lack of armrest and little storage save for the doors means loose items will be joining occupants on the seat or sitting on the floor.

The Mazda2 has a claimed 250 litres of luggage space in the boot, which is fine for a small hatchback, but short of rivals like the Toyota Yaris' 270L.

Mazda has managed to keep pricing for its entry model relatively low for the segment. In fact, the base Pure in manual form starts from $22,410, before on-roads, and the auto is only $2000 more.

That means at a time when the Toyota Yaris is starting to look more expensive than its historic ‘cheap and cheerful' image allows, Mazda is pushing the Mazda2 to be slightly more premium while keeping its price competitive.

Standard features for the range, which start in the Pure variant, include a 7.0-inch touchscreen with Apple CarPlay and Android Auto capability, plus auto headlights and windscreen wipers.

The Pure SP, which starts at $25,210, gains a different styling kit that adds a body-coloured front panel to the grille, plus a carbon-look roof in vinyl. It also gains the ‘shark-fin' roof aerial.

The Evolve, which starts from $25,910, gains LED DRLs, with the mesh grille replacing the SP's block colour panel.

Its upholstery gets red stitching, plus it's also got a couple more tech additions with Mazda's active head-up driver display, traffic sign recognition and satellite navigation.

Finally, there's the top-spec GT, from $27,610, which gains unique aero-inspired 16-inch alloy wheels, and a set of black leather-upholstered seats with synthetic suede and red trim.

A sedan is available in Pure or GT specification at the same prices and with the same features as the hatch, though you can't get a Pure sedan in manual - that's available in the hatch only.

The Swift GL is powered by a 1.2-litre, naturally aspirated, four-cylinder petrol engine, driving the front wheels through a continuously variable auto transmission.

Featuring dual variable valve timing to enhance performance, and two fuel injectors for each cylinder (in the name of better fuel atomisation and efficiency), the all-alloy unit produces 66kW at 6000rpm and 120Nm at 4400rpm.

Mazda's ‘SkyActiv-G' 1.5 litre four-cylinder petrol engine is the unit used for six-speed manual and automatic models, but outputs vary slightly.

Manual cars produce 82kW and 144Nm, while autos deliver a slightly lower 81kW and 142Nm, both driving the front wheels only.

It's pretty much the same engine you used to find in an entry-grade MX-5, just with less power.

Suzuki's official fuel economy number for the combined (ADR 81/02 - urban, extra-urban) cycle is 4.8L/100km, the 1.2-litre four emitting 110g/km of CO2 in the process.

Our time with the car included mainly city and suburban trips, with some freeway freeway running thrown in, and the result was a (dash-indicated) average of 5.8L/100km. Still pretty handy.

Minimum fuel recommendation is 91 RON standard unleaded (or E10), and you'll need just 37 litres of it to fill the tank. Using the official consumption figure, that translates to a range of around 640km.

Improved fuel efficiency and lower CO2 emissions come thanks to the automatic's slight drop in power and torque.

Mazda claims a 5.0L/100 km rating for the automatic Mazda2, which is down by 0.3L/100km over the previous version, but the manual's unchanged engine tune burns through the petrol at 5.4L/100km.

Filling the 44-litre tank with at least 91RON or even E10 is fine, and with its auto variant's efficiency rating means the Mazda2 technically has a theoretical range of 880km.

Comparatively the Mazda2 scores well here, the more expensive Toyota Yaris comes with a 4.8L/100km consumption claim with its CVT auto. A Suzuki Swift, with a smaller 1.2-litre engine, also has a 4.8L/100km rating.

Sure, 900kg isn't a lot of kerb weight, but 66 isn't a lot of kilowatts, and 120 isn't a lot of newton metres. In short, this little car is far from a powerhouse.

It takes a strong and persistent flex of the right ankle to get the Swift GL moving adequately, the CVT auto shuffling itself around to keep the 1.2-litre engine somewhere near its (relatively high) 4400rpm maximum torque sweet spot. Not ideal in dense, slow-moving traffic on tight streets.

If you're after more urgent acceleration in a Swift, the 1.0-litre, three-cylinder GLX Turbo is the better option. It'll hit 100km/h from rest in around 8.0 seconds while this car will take around 11 seconds. Only snag is the $29,790 (before on-road costs) price tag.

On top of the performance challenges, the ride is firm, the Swift's strut front / torsion beam rear suspension transferring a fair bit of bump and thump from our spectacularly ordinary city and suburban roads. This despite the 16-inch rims being shod with 185 width rubber boasting a normally comfort-enhancing 55-series sidewall profile.

Overall refinement is more than acceptable, though. Even while working hard, the engine remains reasonably quiet and outside noise from the urban grind is modest.

The steering delivers good road feel and the brakes (ventilated disc front / drum rear) are also nice and progressive.

No surprise, given the Swift's compact dimensions, that it's a breeze to park in tight spaces, the reversing camera remaining clear day and night.

Our drive loop for the Mazda2's launch included a mix of urban, highway, and rural driving, with varying road quality and conditions.

Fortunately for the little hatchback, it handled everything well or at least at a passing mark, with only a couple of small shortcomings that are common in the segment.

The Mazda2 is a joy to drive in most circumstances, with a lively but confidence-inspiring chassis and controls that give a connected feel to the road.

At low speeds, the Mazda2's relatively low power isn't noticeable, with the gearbox getting things moving at a reasonable pace and the engine is responsive enough with the traditional gearbox helping it along.

It's worth noting that for ultimate control over the drivetrain, Mazda still offers a six-speed manual transmission in the entry-grade Pure, and it's a gem.

Smooth, sporty shifts and well thought out gear ratios mean the manual is easy to handle even in traffic, and the clutch has a forgiving bite point. The 'i-Stop' stop/start system works with the three-pedal car, too, as does cruise control.

In terms of handling and comfort, the Mazda2 is a little shaken by large bumps, though some of the rough surfaces on our test loop were particularly brutal.

Similarly, when pushed hard to conquer steep hills the 1.5-litre engine becomes a little harsh.

On twisty sections the Mazda2 (especially in manual form) provides ample fun while remaining predictable in its steering and chassis feedback, rather than feeling loose.

The updated Mazda2 is equipped with the brand's suite of 'i-Activsense' safety tech, which includes 'Smart City Brake Support' for operating forward and reverse, blind-spot monitoring and rear cross-traffic alert.

The Evolve and GT model grades are fitted with traffic sign recognition.

The GT model grade comes fitted with front parking sensors and a set of surround-view parking cameras.

The Mazda2 also features six SRS airbags to cover the driver and front passenger, side airbags, and curtain airbags front and rear. It also has ISOFIX anchor points and top tethers for child seats in the rear.

Mazda isn't going to put the Mazda2 up for a new crash test rating by ANCAP, with the brand telling us the new safety additions bring the car's safety up to date, though its original rating from 2015 was a maximum five stars.

Suzuki covers the Swift with a five year/unlimited km warranty, which is cost-of-entry now in the mainstream market. Roadside assistance is renewed annually for up to five years if the car is serviced at an authorised Suzuki dealer.

Speaking of which, service is scheduled for 12 month/15,000km intervals, with costs capped for five years/100,000km. The average annual figure over that period is $293, which is competitive in the small car class.

Mazda offers a five-year/unlimited-kilometre warranty across the range, under which the Mazda2 will be covered. That's on par for the market, although some rivals, like the MG3, come with a seven-year term.

Scheduled servicing costs for the first seven workshop visits range from $334 to $587, and are undertaken every 12 months or 15,000km (whichever comes first).