Suzuki Swift vs Skoda Fabia

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.

For a lot of people looking for a light hatchback, the Fabia Monte Carlo simply won't be an option, because of the pricing. Luckily there are a number of other high-quality, yet more affordable models to choose from. Remember, that entry-price will come down eventually when a lower grade Fabia arrives.

But if you look at the Fabia as a rival to something with a fancier badge - say the aforementioned Audi and Mini - then it starts to make more sense. Neither of those models come close to the standard gear of the Fabia, and the Skoda offers practical features that no other brand has. Add in the fact that it is a joy to drive and the Fabia rises above those premium contenders by some margin.

So, if you're after an affordable runabout, look elsewhere. But if you were considering a more high-end brand of hatchback, the Fabia Monte Carlo is likely more than a match.

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

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.

There was something a bit odd and left of centre about the previous Fabia's design. It was tall and not particularly sleek, but it was still super appealing.

For the new generation, the Fabia has matured into a modern, handsome, even sleek European hatchback.

Being a Monte Carlo it gets a sporty body kit with gloss black highlights on the grille, front and rear bumper, the mirror caps and on the two-tone roof.

The bi-LED headlights, sharp-looking LED tail-lights and 18-inch black metallic brushed alloy wheels elevate the Fabia in Monte Carlo guise to one of the sexiest models in the segment.

That sporty look continues inside with Monte Carlo flourishes throughout. It gets a three-spoke flat-bottom leather sports steering wheel, red inserts on everything from the dash, doors, centre console and even the seats as part of a five-stripe motif, and aluminium finish pedals and carbon-fibre look inserts.

That splash of red, as well as the Fabia's dash and interior layout work well, although it's not as clean a design as the Polo. But it's hard to fault.

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 new-gen Fabia shares a vehicle platform with its Volkswagen Polo cousin and has grown in every dimension except height over the previous model.

Up front, you get a great driving position and feel lower to the ground, helping the connection with the road.

There's decent head and shoulder room in the front row, and those sports seats offer significant lateral support, almost hugging your torso. They are comfortable and the cloth trim gets a big tick from me.

The dash design and layout is bordering on busy but all controls are easy to identify. I will never understand why some carmakers insist on using a steering wheel stalk for the cruise control when it is much easier to operate from the steering wheel itself. Make it happen please, Skoda!

The sizeable 9.2-inch multimedia touchscreen uses capacitive touch and is relatively simple to navigate.

The Fabia has two USB-C ports up front and a 12-volt charge point in the central storage bin.

Speaking of, the central compartment is average in size but will fit a phone or two. For the moment, there is no removable front cupholder in the Fabia, but it is offered as an accessory. Skoda Australia said it was due to a mistake in ordering and that it will be fitted as standard in Fabias built from October onwards.

There's extra space next to the wireless charging pad for another device, the glove box is big, and there's ample room for big bottles in the door cavity. The Fabia comes with a number of Skoda touches - hello, umbrella in the door - including a tiny waste bin for the door storage, which I think is a simple but brilliant idea.

In the second row, you'll find lower air vents, a pair of USB-C ports, ISOFIX points on the outboard seats, three tether points and a small storage tray over the transmission tunnel. But you won't be able to fit larger bottles in the doors.

It is tight back there, too, especially behind my 183cm (six foot) driving position. The chunky sports seats seem to eat into rear seat legroom, so it will be interesting to see how much space there is in a lower grade model without those seats.

The Fabia's boot can swallow 380 litres with all seats in place, increasing to 1190L with rear seats lowered.

That is a bit more than the VW Polo (351L) but can't quite match its SUV stablemate, the Skoda Kamiq (400L).

Extra cargo features, standard on the Monte Carlo, include a luggage net system, extra hooks that can be attached to the rear ISOFIX hooks, and a multi-function storage hammock that can be used for delicate items or just extra security in the boot.

It's a good thing the new Fabia is packed with standard gear, because the price for the single-grade 110TSI Monte Carlo flagship is… $37,990 drive-away. That's a lot of dollars for a light hatchback.

Skoda Australia says that is approximately $8000 more expensive than the previous-generation Fabia Monte Carlo 70TSI. The company also says the new Fabia has more than $15,000 worth of additional equipment compared with its predecessor. And taking into account the price, that means there is $6700 worth of value gained.

Skoda is launching with the top-spec model because it believes it is more appealing to buyers and will get more attention than an entry-grade model. But, while Skoda Australia hasn't confirmed it yet, you can bet that there will be a more affordable model grade coming soon.

Unfortunately, there is no sign of the super practical wagon body style for this generation of Fabia.

Being a Monte Carlo, it comes with a sporty body kit and interior, and it gains a punchy 110kW turbocharged petrol engine. Any additional Fabia grades are likely to get the 1.0-litre 80TSI engine.

What else do you get for your $38k?

The Fabia Monte Carlo comes with heated front seats, auto-dimming rear-view mirror, power folding and heated exterior mirrors, dual-zone air conditioning, keyless entry and start, wireless device charging, a 10.25-inch fully digital instrument cluster, a 9.2-inch multimedia screen with digital radio, wireless Apple CarPlay and Android Auto, voice control, and a six-speaker audio system.

And there's more standard safety gear, too - see the section below.

There's no question the Fabia is packed with standard gear. In fact, it's a challenge to find another light hatch as well equipped.

But that price is also a stretch when you consider some of its high quality rivals like the Mazda2 GT, from $26,490 before on-road costs, the flagship Toyota Yaris ZR Hybrid from $32,200 (which is jam-packed with safety gear), and even the mechanically related Volkswagen Polo Style from $31,250.

The Fabia price is only $1000 cheaper than the Volkswagen Polo GTI - but that's a dedicated hot hatch.

If you're badge focused, you can get into a premium light hatch for less money than the Fabia. For example, an Audi A1 (from $33,800 before on-road costs) or a Mini Cooper five-door Hatch (from $38,500), although they don't have the same level of standard gear as the Fabia.

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.

The Skoda is powered by a 1.5-litre, four-cylinder turbocharged petrol engine, offering up a healthy 110kW of power and 250Nm of torque.

It is paired with a seven-speed dual-clutch automatic transmission that drives the front wheels only.

This engine is familiar from other Volkswagen Group models, including the VW T-Roc, and more.

Skoda has an advantage over its rivals with this powertrain. Not including the dedicated hot hatches in the light-car segment - VW Polo GTI, Ford Fiesta ST, Hyundai i20 N, Toyota GR Yaris - the Fabia Monte Carlo is the most powerful model in its class.

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.

Skoda claims the new-gen Fabia will consume an average of 4.9 litres of petrol per 100 kilometres on the combined cycle.

The Fabia requires RON 95 premium fuel and it has a 40-litre fuel tank.

In terms of emissions, the Euro 6 engine emits 113 grams per kilometre.

Given we got in and out of different examples of the Fabia at the media launch, we didn't do a fuel test.

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.

Whatever questions there are over value-for-money, the Fabia is a winner on the road.

The turbocharged engine is a real sweetie and is a terrific match for the Fabia's chassis. Acceleration from a standing start is brisk without blowing one's socks off. It's not a hot hatch, but honestly, it's not far off. Skoda says 0-100km/h is done and dusted in 8.0 seconds but it feels slightly quicker.

The seven-speed dual-clutch transmission is well matched with the engine, but tends to hold gears on steep descents.

With a tare weight of 1265kg, the Fabia is light enough to be nimble on the tight and twisty Blue Mountains roads where the launch event was held. There's plenty of grip from the tyres and the Fabia hugs corners exceptionally well.

Strong brakes and excellent steering response help ensure the Fabia is a driver's car.

The ride is firm but far from jarring. Aside from a massive pothole that I didn't see until it was too late, the Fabia seemed to soak up the many bumps and corrugations of the uneven roads on the drive route better than the Karoq SUV we drove the day prior.

Skoda is offering a healthy list of standard safety gear with the new Fabia.

As well as auto emergency braking with pedestrian and cyclist detection, it has multi-collision braking, driver fatigue detection, lane keeping aid, adaptive cruise control, driver fatigue detection, blind-spot monitor, rear cross-traffic alert, lane keeping aid, tyre pressure monitor, reversing camera, front and rear parking sensors and an emergency stop signal.

It has already received a five-star rating from crash safety watchdog, ANCAP, in 2021.

The Fabia is not offered with a front centre airbag that can lower the risk of injury between the front passengers in a side collision, but it scored top marks for side impact tests, regardless.

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.

Like other Skoda models, the Fabia is offered with a five year, unlimited kilometre warranty.

The servicing schedule is every 12 months or 15,000 kilometres, whichever occurs first.

Capped-price servicing packs for the Fabia Monte Carlo cost $1500 for five years or $2100 for seven years, both breaking down to a reasonably competitive $300 per service.

Skoda has also just launched service and maintenance subscription plans that allow owners to pay a monthly fee to cover servicing and some parts costs.

The Fabia is covered by an initial one year of free roadside assist, but if you continue servicing your Fabia with a Skoda dealer, it will be topped up by a year for a maximum of nine years.