2020 Suzuki Swift vs 2021

What's the difference?

The Swift Sport is a car I can’t get bored of. Even the auto is a fun little car which is great around town, but when the road offers you something more, the Swift is there to extract the best out of it.

The year-on-year improvements for this Series II are welcome too, bolstering an already compelling little package.

Let’s not mince words here. The GLX Turbo should be on everybody’s supermini shortlist. In fact, from the base GL to the baby hot-hatch class-leading Sport, every current Swift’s value for money rating is outstanding.

Eager, zippy, light on fuel but heavy on fun, our particular version in particular encapsulates Suzuki’s decades-long experience in delivering fiery and user-friendly city cars, yet possesses a dynamic capability and open-road confidence that makes it a sheer pleasure beyond the urban limits.

Road-noise aside, the Series II just enhances an already accomplished alternative to the Polo and Mazda2. If you’re after an affordable, characterful, comfortable, chuckable and controllable warm hatch, then the Swift GLX Turbo slays all before it.

Does anything quite say ‘fun on a budget’ more than this little car? I think not. The Sport takes the already attractive styling elements of the regular Swift range and gives it a bit of a macho injection with a bigger, angrier grille, wider front bumper, fake (I’d argue unnecessary…) carbon highlight bits, and a cool re-worked rear bumper which integrates its yappy-looking (but oddly, not sounding…) dual exhaust ports. The little Swift’s dimensions go a long way to making those neat 17-inch wheels look huge.

Other little bits bring the styling elements home, too, like the contrast black A-Pillars and roof, rounded out by the hidden rear door handles, and finished by the slightly blue glow of the LED light clusters.

Each change on its own would be minor, but they add up to something which has a lot more visual appeal than the regular Swift and many of its rivals.

Inside is a little less overhauled, with largely the same dash fittings as the rest of the Swift range. The big plus is the bucket seats which do a great job of holding you in place, while not being too tight or firm. There are a few gloss plastic additions strewn about, a new steering wheel which isn’t bad at all, and the colour screen in the dial cluster. That last one has some quaint performance-oriented features. It can show you how many Gs you’re pulling in corners, how much force the brakes are applying, and instantaneous boost, power, and torque gauges.

Plenty. Since launching at the 2004 Paris Motor Show, the reborn Swift has wooed consumers with pert and perky design inside and out, complete with BMW Mini-inspired upright windscreen, a contrasting ‘floating’ roof look, short overhangs and myriad personalisation options.

As a consequence of this, however, the first two generations from 2005 and 2011 respectively inherited packaging limitations, especially if long-legged passengers found their way squished in the back-seat area, while cargo capacity wasn’t much chop either. It’s clear the Japanese supermini sacrificed space at the altar of style.

Fortunately, the AZ-series redesign of 2017 was a complete and wholesale rethink, reimagining the Swift’s endearing bug-eyed fascia, boxy turret and reverse-angle rear-door window line, but within a much longer and wider track that allowed the timeless design to breathe. Stubbiness gave way to elegance, yet you’d never necessarily know at first glance that the latest hatch is dramatically larger and roomier inside.

Suzuki also took the opportunity to incorporate some fresh design details around the headlights, hidden rear-door handles and pared-back dashboard aesthetics.

The result is a modern classic.

There’s no getting around how small the Swift is, but still there’s room for improvement when it comes to storage in its cabin.

While the connectivity offered by the screen is welcome, there is only a single USB 2.0 port with which to charge or connect devices. This is joined by a single auxiliary port and 12v power outlet. There’s no fancy wireless charging or USB-C in the Swift range.

Annoyingly, there’s also not much in the way of storage for such loose objects. You get two cupholders under the climate controls, and a small shelf, but that’s really about it. The glovebox and door bins are also quite shallow, but the addition of a small bottle holder in each is welcome.

Thankfully, the Swift can be fitted with a centre console box as a dealer-fit option, one which we’d strongly recommend given the lack of storage as-is.

While there's no complaints in terms of the amount of room offered for front passengers thanks to those big seats and relatively high roof, rear passengers are largely forgotten.

The rear seat is really more of a foam bench with next to no contouring, storage is nearly non-existent with tiny bottle holders in the doors, a small binnacle in the centre behind the handbrake, and a single pocket on the back of the passenger seat.

Room also isn’t great for someone as tall as me (182cm) with my knees almost hard up against the front seat in my own driving position and a slightly claustrophobic roofline which my head touches.

The boot is also not one of the Swift’s strong points. With 265 litres on offer, it’s one of the smallest volumes in this class, and our test found the largest (124L) CarsGuide case fit snugly in with room for only a small duffle bag next to it. Overnighters only, then…

The Swift Sport does not have a spare wheel, with only a repair kit under the boot floor.

Today’s Swift may still look as diminutive as its successful predecessors since 2004, but it is now deceptively spacious inside, with none of the old back-seat claustrophobia that blighted previous incarnations.

Here’s the thing. If you’re picturing getting in and out of the front seat to be a bit of a stooping-down squeeze as per most superminis like the Mazda2, then you’ll be in for a pleasant shock, because the Swift’s stylishly upright squareness and wide-opening doors pay entry/egress dividends, big time. Most people can simply climb in and out, as per most compact SUVs. Easy.

Once sat ahead of a beautifully sparse dashboard, you’ll also appreciate the excellent forward vision that the near-upright pillars offer, as well as the generous headroom and vast degree of adjustability offered by the driver’s seat and tilt/telescopic steering column. Even 200cm-tall folk will find a comfortable position up front. The cushions and backrests themselves are broad but supportive.

What’s directly ahead of the driver is also worth praising, thanks to lovely analogue dials with silver markings on a textured grey background highlighted by a sporty red ring of lighting. That’s as per usual for this generation Swift, but the MY21 update’s digital auxiliary speedo is an answer to more than a decade of pleas to Suzuki’s product engineers. Thank you!

The subtlety flat-bottomed three-spoke wheel is a delight to grip – being thin where it needs to be – while the placement of the standard paddle-shifters, along with the multimedia and (adaptive) cruise control switchgear on the spokes are further plus points.

The centre console is dominated by Suzuki’s ever-present touchscreen featuring a colourful and logical quadrant of audio, telephony, sat-nav and vehicle-settings functions. There’s reasonably effective voice-control, and while we’re no fans of finger-slide volume adjustment, this one seems to be more effective than others inflicted upon us. This said, nothing beats a good old-fashioned volume knob.

Beneath that, the single-zone climate control system brings effective cooling, heating and de-misting as required, though the fan adjustment isn’t intuitively sited where you may expect it to be.

The Swift may be style-savvy, but Suzuki’s thought of everything when it comes to packaging, with heaps of storage up front, including a small but useful glovebox size, decent bottle slots in the doors and room for bits and pieces in the lower-console area.

The same more or less applies out back too, though the faddish pillar-mounted door handles might be beyond the reach of smaller arms. Again, wide doors and a tall ceiling allow for easy entry, and once there, the amount of space is actually startling if you’re coming in from other superminis. Even long-legged riders can sit without their knees touching the front seats, with the added bonus of there being room for big feet under them. That’s something you could never say about older Swifts.

Additionally, the rear bench is flat but sufficiently comfy, and while there’s only a single cupholder at the rear of the front centre console and none elsewhere back there due to the absence of a centre armrest (or USB ports for that matter), the doors provide a couple of small slots for little items. Everybody bar the driver has an overhead grab handle, the windows wind all the way down and the middle position isn’t too much of a purgatory as long as you don’t mind rubbing shoulders with other passengers.

Some people may find the propensity of black plastic to be a bit cheap-looking, but the fact is that everything is extremely well screwed together, with no squeaks or rattles.

Further back, the luggage area is deep but not very long, offering up an adequate 242L, though of course the split/fold rear backrests do fold forward to extend that up to 556L. However, the resulting floor area is also stepped. A space-saver spare wheel resides beneath the floor.

The Swift’s bandwidth is impressive.

In the cheap seats is the brilliant base GL Navigator 1.2 litre from $18,990 (before on-road costs), the Sport 1.4L turbo from $26,990 is a pint-sized pocket rocket, while the GLX Turbo from $25,290 sits somewhere in between.

Powered by a 1.0-litre three-cylinder turbo and mated solely to a six-speed torque-converter auto, it represents up-spec sophistication in a small yet salubriously specified package. That’s the pitch, anyway.

Direct rivals include the all-new Toyota Yaris Ascent Sport (from $23,630), recently made-over Kia Rio GT-Line ($23,990), Mazda 2 G15 GT (from $24,990), Volkswagen Polo 85TSI Style (from $25,690), Skoda Fabia 81TSI Monte Carlo (from $25,990) and – at a stretch – the Citroen C3 Shine (from $28,990). In this light, the GLX Turbo’s pricing is tight.

So, what’s changed for MY21? You may spot the refreshed grille, front bumper, alloys and colour palette, as well as the inclusion of auto-up/down windows, heated side mirrors, blind-spot monitoring, rear cross-traffic alert and rear parking sensors, but we’re most excited over the newly-added digital speedometer. Finally!

That’s about $2K’s worth of extra kit, though the GLX Turbo’s price has jumped $2300. Any which way you look at it, it now costs more.  

Still, the safety/convenience roll call is long, with autonomous emergency braking (AEB), lane departure warning with steering assist, forward collision warning, adaptive cruise control, four-wheel disc brakes, six airbags, anti-lock brakes with electronic brake-force distribution and brake-assist, and stability/traction controls all present.

Keeping with luxury themes, the GLX Turbo also ushers in telescopic/tilt steering adjustment, paddle shifters, sat-nav, reverse camera, Apple CarPlay/Android Auto support, Bluetooth audio and telephony connectivity, electric-folding/heated door mirrors, keyless entry/start, climate control air-con with pollen filter, six-speaker audio and 16-inch alloy wheels, making it a decently-equipped supermini for the money.

About the only obvious omissions for the 2020s go-getting urbanite is wireless phone charging and USB-C ports, though a single USB-As outlet (as well as a 12V and AUX-IN access for your old iPod) is fitted. Phew!

Simplicity incarnate, the Swift Sport employs the acclaimed 1.4-litre BoosterJet four-cylinder turbocharged engine from its Vitara SUV sibling.

Power is fantastic for this (usually sub 100kW) segment with 103kW/230Nm on offer. It feels every bit as punchy, too with max torque easily displacing the automatic’s 990kg kerb weight from just 2500rpm.

Unlike the regular automatic Swift, Suzuki made the correct decision to equip the Sport with a much better-feeling six-speed torque converter automatic.

Suzuki is an expert at exceptional turbo installations, as the GLX’s 998cc 1.0-litre twin-cam 12-valve Boosterjet three-cylinder turbo and intercooled petrol engine with variable-valve timing attests.

Tipping the scales at a featherweight 945kg and delivering a sparkling 82kW of power at 5500rpm and 160Nm of torque from 1500-4000rpm, this K10C unit is rated at a very healthy 89kW/tonne.

Sadly, the six-speed manual gearbox available elsewhere is denied for the Australian market GLX Turbo, which is a shame considering how rorty and rapid a powertrain this installation is.

But the default six-speed torque-converter automatic is a smooth and slick operator, and also comes complete with a set of paddle shifters located behind the steering wheel, for some manual manipulation of the transmission if required. Knowing that this is not a dual-clutch transmission will be a relief for many consumers who may be wary of the expensive long-term upkeep of such technologies.

Likewise, unlike the base 1.2L Swift models, there’s no sluggish CVT continuously variable transmission to blunt power delivery.  

Note that a manually operated handbrake is also fitted. Hallelujah.

In automatic form, the Swift Sport wears an official combined fuel consumption of 6.1L/100km. Seems unachievable for a hot hatch? Surprisingly, no.

I spent my week driving the Swift how it wanted to be driven and was surprised to find the computer reporting just 7.5L/100km at the end of my week. This was extra surprising because on three previous real-world tests in the manual I recorded much closer to 8.0L/100km.

The Swift Sport is only capable of drinking mid-range 95RON unleaded petrol, and it has a tiny 37-litre fuel tank.

Not much.

Averaging an official 5.1L/100km for a carbon dioxide emissions rating of 119 grams per kilometre, the GLX Turbo is certainly one of the most frugal superminis on the market today. Given its 37L fuel tank, that should average just over 725km between refills. The urban and extra-urban figures come in at a miserly 4.3L/100km and 6.6L/100km respectively.

We managed a remarkable 6.4L/100km at the pump, and that included our fast and furious performance and dynamic road testing – and in a test car that arrived with barely more than 250km on the odometer to boot; despite this, the tacho visited the redline at regular intervals due to the fact that this engine begs to be caned.  

So, while the 1.0-litre turbo triple Boosterjet engine demands 95 RON premium unleaded petrol minimum, the real-world economy payback is well worth the few extra dollars at the bowser.

The Swift Sport really lives the ‘fun’ of the Suzuki brand. It’s light and agile, with more than enough power to put a smile on your face.

It’s not at the level of being a track-ready machine like the Ford Fiesta ST, but that’s not really the point of this car. No, the Swift Sport excels at extracting joy out of the corners and straights of your otherwise boring daily commutes. It’s fun to throw around roundabouts, to blast down alleyways, and wrangle through long bends.

Honestly, you’ll probably get more of your money’s worth out of thrashing the Swift Sport on daily commutes than you will coddling a sportier machine in your garage for weeks at a time.

The steering is simple and direct, but owing to this car’s sub 1-tonne kerb weight, the front tyres proved skittish, both under acceleration and cornering.

Understeer is kept partially in check by the firm suspension, but the harsh ride might not be for everyone. Harsh bumps are easily transmitted into the cabin, and the low-profile rubber doesn’t do much to abate road noise, especially at freeway speeds.

The seats are comfortable though, and visibility is great, so the Sport is no less of an excellent little city commuter than the rest of the Swift range. You can park it pretty much anywhere.

Having tested this car multiple times though, I must recommend the manual. The auto, as tested here, is fine. But the manual really brings this little hatch alive, giving you control over every faucet of those little joyful moments I mentioned earlier, so you can extract every little bit out of this car’s simple but brilliant formula.

Don’t get me wrong, I’m glad it has a six-speed torque converter rather than a dreaded CVT but it just felt a little bit more pedestrian than the manual version, even with paddle-shifters… You’ll save two grand by selecting the manual. Worth thinking about.

The GLX Turbo is an abject lesson on how to deliver a small-capacity forced-induction powertrain package – minus the infuriating hesitation and fatiguing jerkiness. While several rivals offer up three-cylinder turbos – and most with dual-clutch transmissions – they could certainly learn from motorcycle-maker Suzuki’s masterful engineering prowess.

Aided by that six-speed torque-converter auto, the Swift’s off-the-line acceleration feels instant and energetic, without any interminable lag-then-suddenness to hamper progress. The throaty and thrummy 1.0-litre zings as it sings along all the way to the 6250rpm red line, punching away powerfully, with quite eye-opening pace the welcome upshot. Selecting the paddle shifters brings some driver interaction, though – unlike, say, in a Mazda – the transmission won’t hold on to a chosen gear, but will instead change up to the next ratio. Oh well. Bring on the manual please, Suzuki.

Still, the auto’s lithe 945kg kerb weight is a huge factor in how spirited and sprightly the GLX Turbo is, right from the go-get. Indeed, its light and breezy attitude informs every other aspect of the driving experience, too.

For starters, parking is simple and easy, aided by direct steering, a tight 9.6-metre turning circle and the confidence-boosting vision afforded by deep windows, lofty seating, thin front pillars (the fat rears aren’t so great), the rear-camera view and proximity sensors. Brisk throttle response means darting in and out of tiny traffic gaps is second-nature, with the suspension playing a fine supporting role coping with the dips, bumps and humps that the fractured urban landscape throws at it. Collectively, all highlight Suzuki’s 60 years of experience creating capable cars for the city.

Yet the GLX Turbo shines away from the big smoke too. Older Swifts were often criticised for nervous or fidgety steering at speed, but the engineers have struck a delightful balance this time around that should please everyone. While the handling remains light and direct, it’s now also linear and controlled. Mid-corner bumps don’t upset the driver’s chosen line around, and there’s no steering rack rattle to speak of despite the front end’s hunger to hunker down either,  resulting in a sense of newfound calm and maturity.

That also translates to the Suzuki’s ability to cruise comfortably out on the open road, its tall sixth gear providing a subdued and laid-back attitude that is quite at odds at the 998cc turbo econo-box specification. Yes, the adaptive cruise control isn’t a stop/start system like the very latest varieties, cancelling out below about 20km/h, but hey, at least it’s included for relaxed highway schlepping.

Rolling along on Bridgestone Ecopia EP150 185/55R16 rubber, road and tyre noise might spoil the serenity for some, though, as it varies from a dull background drone to a hollow rumble depending on the road surface. It’s this Swift’s single biggest dynamic shortfall, and probably the price paid for its maker’s desire to pare down weight in the name of economy. A bit more of that heavy sound-deadening material would probably help enormously here.

Keener drivers may rue the early intervention of the stability and traction control systems that cut power and/or brake the car suddenly through more enthusiastic cornering manoeuvres, and the same also applies to the seemingly paranoid forward collision warning. However, for most folk, the electronic safety net they provide far outweigh any inconvenience. 

The Japanese-built GLX Turbo is fitted with an array of safety systems that is the equal of the European class leaders in this field.

These include autonomous emergency braking (AEB), lane departure warning with steering assist, forward collision warning, blind-spot monitoring, rear cross-traffic alert, adaptive cruise control (though without stop/go functionality), four-wheel disc brakes, six airbags, anti-lock brakes with electronic brake-force distribution and brake-assist, electronic stability control, traction control, emergency stop signal, daytime running lights, hill launch assist and rear parking sensors.

There are also two rear-seat ISOFIX points as well as three top tethers for straps.

Tested in 2017, the Swift scored a five-star ANCAP crash-test rating.

Suzuki says the AEB works between 15km/h and 140km/h, while the pedestrian detection system operates the Swift's AEB works between speeds of 15 and 140km/h.

The Swift is covered by Suzuki’s five-year/unlimited kilometre warranty which is on par with Japanese rivals, bested only by the Kia Rio with its seven year/unlimited kilometre promise.

Also updated is the brand’s capped price servicing program which has the Sport visiting the shop once a year or every 10,000km (much better than six-monthly intervals which the brand used to have). Each visit will cost between $239 and $429 for the first five years, for an average yearly cost of $295. That’s super cheap.

Suzuki has switched to an industry-average five-year/unlimited kilometre warranty and roadside assistance.

Service intervals are every 12 months or 10,000km, while published basic capped-price servicing is available. Prices start at $239 (years one, three and five) and reach as high as $429 (year four). Total cost is $1475, averaging out to $295 annually at the time of publishing.

Vehicles under five-years old but with higher mileages can expect to be charged up to $529, according to Suzuki’s website.