2021 Suzuki Swift vs Toyota Yaris

What's the difference?

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.

The Yaris SX Hybrid is not a cheap car at nearly $30K before ORC, but it is a wonderful achievement when you tally up how spacious, refined, spirited, frugal and fun it is. There are enough quality touches and packaging smarts to put this right at the pointy end of the premium supermini class.

That said, we cannot help but wonder how much better value again a base-model Ascent Sport Hybrid would be for around $3K less, opening up an even wider audience to the impressive talents that the petrol-electric Yaris has to offer. Go on, Toyota, don't hold out on Australia by denying us a truly democratised hybrid experience. Remember, the bigger Corolla hybrid is cheaper...

Still, after years in the doldrums, the Yaris has graduated into the supermini A-league and is showing the way. It’s also light years ahead of the cruddy old Prius C it usurps.

From that point of view, the SX Hybrid represents excellent buying.

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.

The previous (XP130) Yaris was a neat but non-descript hatch that simply got messier with subsequent facelifts (don't we all!), and thus a far cry from the bold Renault Twingo Mk1-evoking design of the timeless 1999 XP10 Echo.

Fun fact: that was the first Toyota ever designed for Europe.

Today’s Yaris visually connects with the previous generation visually, and mostly in the way it suffers from some overly-fussy detailing – especially up front, where it’s all a bit mouthy. But the proportions are much better, with a shorter, squatter stance, while the rear possesses quite a bit of flair.

Compared to the ever-contracting supermini class, though, it lacks the pert chicness of the Suzuki Swift and solid sobriety of the Polo. This may be a problem given that Toyota has priced its contender right up with the Volkswagen.

Maybe the cabin can cut the premium mustard? Let's see...

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.

All the progress made by Toyota’s smallest offering has resulted in a city hatch with world-class packaging. Entry/egress is fine, thanks to a gaping big front door aperture and tall ceiling, along with lower seating that allows for unimpeded access for most people.

As with all the post-TNGA models, the Yaris’ cabin is a big step forward from what came before, with a lower-set driving position that’s second-to-none in this class. Considering the type of vehicle this is, it offers sufficient space in all directions, including for head room and despite that roof-height drop.

Occupants can stretch their legs up front if nobody's sat behind, thanks to that significant wheelbase stretch. With their smart appearance, the front seats are shapely and – for the driver’s side at least – height adjustable, though there’s no lumbar support for either front occupant, while the left cushion is set too high for taller passengers.

The Yaris doesn’t feel compact inside like it used to, helped out by excellent forward and side vision. The dashboard’s design lends itself to lots of shelf storage, backed up by a decently-sized glovebox, big door bins, two cupholders and an exposed centre receptacle (meant as the sole cupholder for rear-seat riders). This might be one of the most practical superminis on the market.

It’s also a much more solid, appealing piece of cabin architecture, with both the SX’s fit and finish and ambience easily able to carry off a European label – perhaps Skoda’s if not quite VW’s. We rate the soft cloth seats and their classy patterns; sturdy grey hard plastic components enlivened with piano black and brushed aluminium trim; handsome three-spoke steering wheel and its leather-like grip; and functional yet stylish overall shape of the fascia, including the digital instruments.

Note that the outboard rear-seat headrests are massive (and very comfy to use as a result), but they hinder the driver’s vision when reversing. They can be removed, though, while the large mirrors and camera do their best to offset the sizeable blind spots.  

Rear-seat access isn’t quite as effortless as up front, but the lofty seat (because of the hybrid battery), deep windows, narrow front seat backs and pleasant trim continue the appealing, airy themes. There’s welcome thigh support, a comfy backrest and space for big boot wearers’ feet, as well as a reading lamp, single map pocket and auto up/down windows that go all the way, but in the place of the AWOL overhead grab handles are coat hooks. For a $30K supermini, we’d also expect at least one USB and/or 12V connector either, as well as a centre armrest. Maybe that’s where the absent cupholders could go too. The door pockets can hold a 500ml bottle and that’s about it.

Lastly, there’s the boot. Not massive, but well-conceived for loading and unloading bulky items, and complete with a sturdy luggage cover that does a good job of quelling road noise. Of course, dropping those 60/40 split-fold backrests boosts capacity, from 270 litres (VDA) to who-knows-what? Toyota doesn’t publish a maximum load area number. Beneath the flat floor is a space-saver spare wheel - revealing just how more space-efficient hybrid powertrains have become; in the old days, there just wasn't room for anything other than a can of fix-the-puncture goo.

All-in, then, the Yaris’ roomy, inviting and high-quality cabin proves just how far the little Toyota has come. Time to check under the bonnet.

A decade ago, no Yaris had the technology or ability to directly compete against super-parsimonious Euro supermini diesels like the Volkswagen Polo TDI or Ford Fiesta Econetic (remember that?).

Now that diesels have fallen from grace, it’s the hybrids that are stepping up, with the Yaris representing a modern-day evolution. That the Toyota supermini has undergone its own revolution for incarnation number four since the Echo surfaced in late 1999 should not be underestimated. Slightly shorter and lower than before, but sitting on a wheelbase that’s some 40mm longer, it switches to the Toyota New Global Architecture with a stronger body, lower seating and a reduced centre of gravity, promising improved packaging as well as dramatically greater safety and dynamic capabilities.

In this context, the $29,020 before on-road costs (ORC) that Toyota charges for the SX Hybrid takes some of the sting out of the series’ unbelievable circa- $7K price hikes when the new-gen version debuted last year – particularly when you realise that there are no other similarly-sized supermini hybrid rivals. In fact, the next cheapest non-Toyota hybrid is the Hyundai Ioniq Hybrid Elite for $6000 more.

But there is a very conspicuous pricing anomaly here.

The company will sell you the larger and more powerful Corolla Ascent Sport Hybrid from $27,395 (before ORC), as well as the longer and roomier Yaris Cross GX 2WD Hybrid light SUV from $28,990 (before ORC), which seems odd until you realise that there is no base Yaris Ascent Sport Hybrid currently available. If there were, we’d assume the $2000 premium that’s charged for adding electrification should apply to the regular entry-level petrol version, meaning that non-existent entity would cost $25,630.

Is Toyota playing games with its faithful-to-a-fault customers?

At least the Yaris is well equipped.

On the safety front, all grades include class-first front-row centre airbags to help protect lateral occupant collision in a side impact, autonomous emergency braking (AEB) with pedestrian and cyclist detection, secondary collision braking, adaptive cruise control (but without the full stop/go tech offered elsewhere, disappointingly), auto high beam, lane-keep assist, cornering assist, road-sign recognition and a reverse camera.

There’s also a 7.0-inch touchscreen featuring Apple CarPlay/Android Auto, Bluetooth audio and telephony compatibility, digital radio and voice recognition, a 4.2-inch multi-information display, tilt and reach steering adjustability, electric windows, power folding mirrors and air-conditioning. Stepping up to our SX ushers in digital instrumentation, climate control, keyless entry/start, satellite navigation, more premium trim including a leather-clad steering wheel, LED lights, privacy glass and 15-inch alloy wheels.

Most of that Yaris SX gear, by the way, isn’t on the base Corolla Ascent Sport Hybrid or Yaris Cross GX 2WD Hybrid, partly redressing the price gap.

For a blind-spot monitor and front and rear parking sensors you’ll need to find another $3080 for the flagship ZR, which also adds a head-up display, more bolstered front seats, racier upholstery, a spoiler and 16-inch alloys. It’s too bad Toyota doesn’t make this grade’s safety gear available as a separate low-cost option pack on lower-line variants. And no amount of cash will get you a wireless smartphone charger. What is this? 2019?

The Yaris SX for 2021 is available in the following colours: Cherry Blossom (pink), Glacier White, Ebony Black, Crystal Pearl, Silver Pearl, Atomic Rush (maroon), Scarlet (purple), Lunar Blue, Bronx Bronze, Coral Rose, Electric Blue and Electric Green. Premium paint adds $500.

Inevitably, the SX Hybrid’s biggest ace up its sleeve is under the bonnet and back seats, thanks to an all-new 67kW/120Nm 1.5-litre three-cylinder petrol engine paired with a 59kW/141Nm electric motor and lithium-ion battery. Not only does the combined power total rise to 85kW, it offers startling economy of just 3.3L/100km, to make it the most frugal Toyota ever sold in Australia.

So, yes. The Yaris is far from cheap. But it is also generations ahead of the dated and unrefined model of the same name it replaces. And – Corolla and Yaris Cross aside – it is the least expensive hybrid you can buy right now.

Until Toyota decides to introduce a Yaris Ascent Sport Hybrid, that is. If that happens at all. That would make the brand’s tiniest petrol-electric model a steal.

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.

The series-parallel hybrid-equipped Yaris employs an all-new 1490cc, 1.5-litre, direct-injection, double overhead cam, 12-valve, Atkinson Cycle and in-line three-cylinder petrol engine. What a mouthful. It delivers 67kW of power at 5500rpm and 120Nm of torque between 3800-4800rpm. Among the engine’s many features is a balance module to help cut noise/vibration and harshness properties.

Inevitably, there's more. Working in conjunction with a 59kW/141Nm AC synchronous/permanent magnet electric motor and drawing 178-volt/4.3Ah lithium-ion battery pack, the hybrid system boosts that power output up to 85kW. Toyota doesn't publish total-system torque numbers, unhelpfully.

Speaking of which, torque is sent to the front wheels via a continuously variable transmission dubbed e-CVT, so it's a constant-ratio set-up with no stepped 'fake' ratios to make it sound or feel more like a regular torque-converter auto. But it does come with three driving modes – the default Normal, punchier Power and fuel-saving Eco.

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.

Not much, that's for sure.

Over several hundred kilometres of mostly inner-urban and freeway driving, we averaged a stunning 4.0-litres per 100km at the pump – 0.1L/100km under what the trip meter was telling us. And we weren't pussy-footing around. Ever. Not even once. Driving this car like we didn't care about petrol prices.

Toyota claims a (best-ever for the brand in Australia) 3.3L/100km combined average fuel consumption figure, and that equals just 76 grams per kilometre, or 2.8L/100km on the urban run and 3.6L/100km out in the extra-urban tests.

Take that, stinky old diesels and their deadly, scandalous fumes!  

The Yaris’ engine is tuned to take 91 RON standard unleaded petrol, and is also tuned to use the less-expensive 94 RON E10 ethanol/petrol mix. Which is what we did, FYI.

Fitted with a 36-litre tank, nearly 1100km between refills is possible.

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 Yaris has been designed as a town car in mind, with the hybrid aiming to be the most economical mode of transport with an internal combustion engine. As a set of goals, Toyota has absolutely smashed it.

We know that even by driving the SX Hybrid like it's been stolen, it's fabulously frugal. And we can tell you that, with its compact proportions, tight steering, quick responses, cushy ride and deep windows for easy placement in traffic as well as parking, the Yaris is right at home in the cut-and-thrust of the urban jungle.

Silent in electric mode for sneaking away, that electricity provides the extra punch for it to oh-so-smoothly zip in and out of tight traffic spots, with not a hint of lag or delay, all while keeping city noises and grime outside. Born for the big smoke, this Toyota is.

Being partly electric means engine-free low-speed drivability for a couple of kilometres at speeds of up to about 40km/h, resulting in zero tailpipe-emissions motoring, before the batteries run dry and the 1.5-litre atmo-triple seamlessly kicks in. Toyota describes this as “self-charging”, and in a sense, it is because there is no need to plug the car into a wall to replenish the batteries, but the petrol engine actually generates a good deal of the electricity - along with coasting and braking regeneration.

Our only real bugbear is how wooden and on/off the brake pedal is at low speed, making it difficult to modulate. It’s a throwback to early Priuses, though the stoppers themselves do a great job bringing the 1085kg SX Hybrid to a halt very quickly. You soon get used to it but it’s a rare misstep in a modern, post-TNGA Toyota.

Out on the open road, too, the Yaris hybrid stands out.

Aided by that electric motor, step-off acceleration is brisk, and builds quickly and effortlessly, with a decent wad of torque on tap if you need to perform an instant overtaking manoeuvre. Flooring the throttle does result in that inevitable CVT-derived engine drone, but it is neither harsh or too intrusive, because it’s rarely necessary to have to do so.

The steering is a bit of a revelation for a Yaris, with a natural, measured movement, for terrifically predictable and balanced handling. So flat and neutral is the SX’s handling, it can be driven almost flat out with pedal down to the floor, hanging on gamely. Don't go expecting Ford Fiesta levels of feel, feedback and chassis interaction, but the tiniest Toyota offered in Australia at least now offers something for the enthusiast to enjoy.

And, finally, occupants too. An impressive ride and not much road and tyre noise intrusion are other ways in which the Yaris makes up ground for being so expensive. It's absolutely streets ahead of the old model, and up there for a supermini of this size and nature.

Good one, Toyota.

More than you might realise.

Toyota said it set out to make the latest Yaris the safest vehicle in its class in the world. Tested last year, ANCAP awarded it a five-star crash-test rating.

As mentioned earlier, standard safety items include a front-row centre airbag system to help protect lateral occupant collision in a side impact; this takes the airbag count to eight – for driver, front passenger, two front centre, two front side and two curtain shield items. No other supermini on the surface of any planet can match this right now.

There’s also AEB with pedestrian and cyclist detection, secondary collision braking, adaptive cruise control (but without the full stop/go tech offered elsewhere – including in the Yaris Cross, as it turns out, disappointingly), auto high beam, road-sign recognition, lane-keep assist and cornering assist, along with anti-lock brakes, emergency brake assist, electronic stability control, traction control, Hill-start assist control and a reverse camera.

But, like we said, for blind-spot monitoring and rear parking beepers you'll need to bleed your bank account dry by another $3K or so.

The AEB functions between 10km/h and 180km/h and the lane support systems between 50km/h and 180km/h.

Two rear-seat ISOFIX points as well as three top tethers for straps are fitted.

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.

Toyota offers a five-year/unlimited kilometre warranty – with the option of extending that to seven years – as well as roadside assistance. Service intervals are at 12 months or 15,000km. So far, all pretty good.

The engine and transmission are under a seven-year warranty, while the hybrid battery pack is up to 10 years as long as the owner undertakes an annual inspection “… as part of routine maintenance according to the vehicle logbook.”

And why wouldn't you? The first four scheduled services are capped at $195 each, with the work carried out detailed online. This is one of Toyota's biggest advantages over the competition.