Suzuki Swift VS Mazda 2
- Good looks
- Smart, well equipped range
- Fun to drive
- Relatively pricey
- Tiny boot & back seat
- Expensive, frequent servicing
- Big boot
- Good safety spec
- Smarter looks
- Not very comfy
- Engine not terrific
- Annoying mirrors
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 Mazda2 range has recently seen some big changes, with the facelifted model aiming to offer customers a different sort of car to what it was before.
It’s more expensive - prices are up by as much as 25 per cent! - but there’s a lot more standard equipment, some new trim levels, and all of them also get the G15 alphanumeric label… but it’s a carryover engine for this facelift, the first major update since 2015.
It’s an intriguing move from Mazda Australia to increase the entry price point by such a big amount because it’s essentially still the same old Mazda2 sedan underneath it all. And it’s not like this part of the market is flush with competitor offerings - there’s no more Hyundai Accent, the Kia Rio sedan is dead, there’s no Ford Fiesta sedan, Honda isn’t going to sell the new City model, you can’t get an MG 3 sedan, or a Kia Picanto sedan… in fact, there’s no other light sedan on the market anymore.
But there are some slightly larger sedans that are close on size, and in some grades even undercut the updated Mazda2 sedan when it comes to price.
So, does the most urban-friendly sedan on the Australian new car market still make sense?
|Fuel Type||Regular 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.
If you need a brand-new city-sized light sedan, your only choice is the Mazda2.
But if you can deal with a slightly larger car, you’ll get a more comfortable, enjoyable and spacious experience by choosing a Kia Cerato or Hyundai Elantra, both of which you’ll probably get for less money than this base model Mazda2 G15 Pure.
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.
The Mazda2 sedan has always been one of those cars that packs more in than you’d think - especially the boot. We’ll get to that in the next section.
But let’s cover off what has changed from the pre-facelift model to this one, because you may have noticed it looks a little different.
That’s because it has revised front and rear bumpers, which are cleaner and simpler than before, and the grille now has a mesh finish rather than the plastic beam section of its predecessor.
The rear does, too, with the new back bumper design and tail-light finish making it appear a little more contemporary.
It carries off its size pretty well. The Mazda2 sedan is 4340mm long (on a 2570mm wheelbase), 1695mm wide and 1495mm tall.
The cabin of the Pure model has seen some cosmetic adjustments, but the overall design remains the same. Check out the interior pictures to see what we’re talking about.
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.
If you’re choosing the Mazda2 sedan over the hatch, you’re effectively stating that your prioritise boot space in your life. And good for you, because the Mazda2 sedan has 440 litres (VDA) of cargo capacity. The luggage capacity can be expanded by way of 60:40 split-fold rear seats, too.
It’s easily large enough for the CarsGuide pram, and also managed to fit all three of our suitcases (124-litre, 95-litre and 36-litre) in though any more than that and the gooseneck hinges for the boot-lid could make for some issues actually closing the boot. The aperture is a very good size, and it’s not hard to load things in because it’s a nice low opening, too.
The seat trim of the Pure model is brown cloth, which will either tickle your fancy… or not. The trim is fine, and so is the perceived quality of the fit and finish. There are simple ergonomic instruments like manual dials.
There’s a nice leather steering wheel, but there is no digital speedometer, no head-up display, and no centre console bin or armrest. There is a pair of cupholders, a small centre bin in front of the shifter, and a small cubby at the back of the console which could be used as a cup holder for rear seat passengers.
The 7.0-inch media screen is looking small by today’s standards, and while I applaud the addition of Apple CarPlay and Android Auto, I had issues with it every time I drove the car. It wouldn’t connect first time, requiring me to: a) wait the 10-20 seconds for the screen to load; b) plug the USB in; c) wait for it to say “Apple CarPlay failed”; d) unplug and reinsert the USB. Then it was fine. But sheesh I’d get sick of that quick.
The interface - using the rotary dial - is annoying. Touchscreens should be touch-capacitive when using smartphone mirroring. The reversing camera is also a bit low-res in its display.
The back seat isn’t overly spacious. With the driver’s seat set in my position (I’m 182cm tall), my knees were hard up against the seat in front, and my head was brushing the ceiling. That’s despite good toe room and decent cabin width.
Rear occupants don’t get bottle holders, there’s only one map pocket, and there’s no centre armrest. Unlike up front, where the door arm-rest pads are soft, they’re hard in the back. There’s no rear seat air-vents, and the transmission tunnel eats into space more than it probably should in a car of this size.
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).
As referenced above, the Mazda2 entry price point is up considerably compared to the pre-update version, thanks to the ditching of the entry-level Neo model.
How much has the price gone up? $5500. That’s a huge price hike for a vehicle in the most coin-conscious segment of the market.
The result is a base model G15 Pure version of the Mazda2 - in both sedan and hatch body-styles - for $20,990 plus on-road costs (also known as RRP / MRSP). And that means it’d be about $24,000 drive-away. It’s essentially the equivalent of the old mid-spec Maxx model, but more expensive.
Oh, and that’s for the six-speed manual, which only a few per cent of people buy. The six-speed automatic - as tested here - is $22,990 plus on-road costs. Or about $26,000 drive-away. For the base model. Eep. However, if you’re in the market, check Autotrader and you’ll probably find decent deals.
If you want the top-spec G15 GT sedan, it’s $25,990 plus on-roads (pushing $30k on-the-road).
There are some pretty impressive inclusions to justify the increases. There are new 15-inch alloy wheels, a system called G-Vectoring Plus (a torque vectoring system designed to improve cornering behaviour), plus there’s LED headlights, hill start assist, a reversing camera and rear parking sensors.
The Pure model misses out on a few things compared to the GT sedan, which has traffic sign recognition, a surround view camera, front parking sensors and adaptive cruise control.
Instead, the Pure has regular cruise control, and a lot of the new additions are safety-focused: it has auto emergency braking (AEB) with pedestrian detection, lane departure warning and lane keep assist, blind spot monitoring and rear cross-traffic alert.
It also debuts the aforementioned smartphone streaming tech of Apple CarPlay and Android Auto, which the Mazda2 hasn’t had up until now. The media screen - which is touch capacitive at a standstill and has a rotary controller to use at speed - also has six speakers, Bluetooth phone and audio streaming, digital radio and optional sat nav.
Just to add a little bit of context to the value equation here, if you can deal with a slightly larger car, you could get into a Kia Cerato or Hyundai Elantra for similar or less money. And that’s what I’d suggest you do.
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.
Under the bonnet of the Mazda2 - no matter which model you choose - there’s the brand’s newly monikered G15 SkyActiv engine. It’s a 1.5-litre gasoline (hence the G15) four-cylinder unit, with 82kW of power (at 6000rpm) and 144Nm of torque (at 4000rpm). Those outputs are up 1kW/3Nm over the pre-facelift car.
There’s no hybrid, plug-in hybrid, electric, turbo-petrol or LPG version of the Mazda2 sold in Australia… or anywhere else, for that matter. You can get it as a diesel in some markets, but not Australia.
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.)
The claimed fuel consumption for the Mazda2 G15 auto sedan we drove is 5.3 litres per 100 kilometres.
On our test, which included a range of driving with plenty of traffic snarls, some arterial road cruising, and a short stint of 110km/h freeway motoring, we saw an indicated 7.0L/100km on the car’s trip computer, while our at-the-pump calculation was higher than that, at 7.4L/100km.
The fuel tank capacity for the Mazda 2 sedan is 44 litres.
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.
With compact dimensions, the Mazda2 sedan is one to consider if you really need a sedan. I don’t know why you’d really need a sedan, and if you’re an urban-dweller you’re likely going to be more naturally drawn to hatchbacks because they’re generally shorter and therefore easier to park.
But if you’re a sedan fancier, then the Mazda2 is just about your only compact choice.
It needs to be said, though, that there are more comfortable cars than the Mazda 2, especially around town.
The suspension of this little car is seemingly designed to offer a sporty experience, which is at odds with the intent of the car. It’s very firm, lacks composure over repetitive lumpy bumps and the suspension is very noisy in that situation too.
It isn’t crashy, but it can lack body control and composure, and at times I felt it was skittering over pockmarks, and it didn’t instil much confidence.
It’s better at higher speeds, and if the road is smooth. And if that’s your user case - or if you simply don’t care much about ride comfort - this could be just fine for you.
There’s no doubt that stiff suspension does help the Mazda2 feel a bit more sporty than it actually is, because it handles direction changes quite well, and as we’ve come to expect of Mazdas today, the steering is direct and sporty feeling. It doesn’t suffer mismatched weighting, either, meaning it feels like when it should and gains heft when you’d expect.
The engine is eager enough, but the throttle requires a bit more management than seems necessary - and that’s actually more to do with the transmission’s logic than anything else. At times when you think you’re pressing hard enough, you might find the engine is labouring, so you press harder on the accelerator and it kicks down and pushes you away with vigour. It’s just not as easy to make smooth progress in normal driving as I’d like.
There is a ‘sport’ mode for the transmission that ultimately solves that problem because it stops the auto gearbox from shifting up to a higher gear (to save fuel), but do you really wanna be in ‘sport’ mode all the time? I know I don’t.
One of my biggest urban driving gripes is Mazda’s insistence to only fit the passenger-side mirror with a convex lens. The driver’s side mirror isn’t convex - and that means other road users can be hard to discern, and to be honest the car’s blind-spot monitoring system saved us from side-swipes a couple of times this week.
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.
The Mazda2 has been around for quite a while. It scored the maximum five-star ANCAP crash test rating back in 2015, but the criteria has evolved somewhat since then.
However, it must be stated that Mazda has been proactive in updating its safety spec levels across its entire range, and the Mazda2 is no exception.
Standard safety equipment includes auto emergency braking (AEB) with pedestrian detection (but not cyclist detection), plus all models get a lane departure warning system, lane keeping assistance, blind spot monitoring, rear cross-traffic alert, rear parking sensors, a reversing camera, and even low-speed rear AEB.
The Mazda 2 - be it sedan or hatch - has six airbags (dual front, front side, full-length curtain), and it has dual ISOFIX child seat anchor points and but only two top tether points (outboard).
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.
Mazda Australia has a five-year capped price servicing campaign for all of its models, too, but the service intervals are shorter than competitor brands, too - yes, the company’s cars require servicing every 12 months, but the distance interval is 10,000km - meaning if you do a lot of distance, you might find yourself heading back to the dealer well before the 12-month period is up.
Servicing costs are reasonable, with the average cost per visit working out at $312 over five years/50,000km, not including consumables.
Mazda backs its cars with five years’ roadside assistance.
Worried about Mazda2 problems, reliability, faults, engine issues, transmission problems and other common complaints? Check out our Mazda2 problems page.