2023 Suzuki Swift vs Toyota Yaris

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.

The Yaris ZR hybrid is a very impressive little hatch. Small, agile, fuel efficient, nice-to-drive and safe, it's certainly set the bar to beat in the small car segment. The trouble is, all of this costs money, placing this particular version outside the budgets of many would-be small car buyers.

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.

It's instantly identifiable as a Yaris, despite getting a significant design overhaul with the last generation. Toyotas don't have a unifying design language, but they do have key elements which tie them together, allowing each model to stand apart, but be recognisable as part of the greater Toyota portfolio, regardless.

This Yaris is much better looking than the generation which came before it, with lots of little detail points which make it an attractive small car to look at.

From the outside this includes curvy panel work which works its way from the button-nose and Toyota logo, all the way down the side of the car and to the boot lid in the rear.

There's big attention to detail in even the plastic fill panels, which carry a patterned texture to stop them from looking boring up-close, and our ZR is finished with a healthy serve of contrast black across its roof, in its alloy wheels, and on the integrated spoiler it wears on its tailgate.

It's a cool little car, a little bit cute, and a little bit sporty. It certainly needs to be at the asking price.

Inside sports Toyota's typical approach to interior design with some interesting touches. The Yaris gets some common themes, like the little cut-outs in the dash, the multimedia screen perched atop, and thankfully physical controls for the climate functions.

The seats follow the bucket-like theme of other ZRs, although, in this case they are finished in a light-patterned premium cloth trim, as opposed to the suede and leather ones in its larger Corolla sibling.

The three-spoke steering wheel is cool, as are the funky dot-matrix style dash elements, but the strange felt-like door trim, which also lacks padding for your elbow, is a bit odd. Still, it's an upgrade on the rough scratchy material used in lesser variants.

In typical Toyota fashion, there are quite a few hard plastic materials mixed in with the inclusion of a soft dash-topper, but the Yaris is a supposedly affordable small car after all.

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 Yaris is small on the outside and small on the inside, too.

This means two things: Firstly this car is a breeze to park and it fits in lots of places, making it ideal to drive around the confines of a city.

On the other hand, there's been a clear design choice here to make the Yaris far from as boxy as it could be, focusing on the curvy looks at the cost of interior volume.

The Kia Rio, for example, does a great job of hitting both tight exterior dimensions with big interior ones, making it perhaps a better choice for those with families, although the Rio is set for the great scrapyard in the sky before long.

The inside of the Yaris adds up to a space which is clearly primarily constructed for the space and comfort of front occupants.

Adjustability is good, with telescopic and height adjust for the steering, relatively large comfortable seats, and a set of two surprisingly decent bottle holders in the doors with two more running down the centre console.

There's no armrest box, as it would impede the function of the centre airbag, so there's nowhere to rest your elbow, and the rare inclusion of a manual handbrake lever precludes the addition of further storage between the seats.

The dial-based climate control panel is welcome, and there's a small bay underneath for the storage of your phone, although, like every other storage nook in the cabin, the base is not rubberised, so objects will simply slide around when you're cornering.

The back seat feels very closed-in, especially in the ZR grade, which makes things worse with its dark headlining and heavy window tint, and while I still like the seat trim and large bottle holders in the doors, it's not hard to feel forgotten.

My knees have just a tiny amount of room from the driver's seat set to my own driving position (I'm 182cm tall), and even the so-so door trim is instead replaced by a plain plastic panel. There is also no centre drop-down armrest, nor is there a power outlet.

A caution for those with kids: The rear door doesn't even open very far, so it strikes me as being difficult to work with for the placement of child seats.

The boot also offers a tiny 270 litres, just big enough for our largest CarsGuide demo case but not the other two in the set, which is actually only 124 litres once you include the thickness of the case itself and the wheels.

The ZR Hybrid version we're reviewing here is the ultimate version of the standard Yaris range - excluding the unhinged, rally-bred GR Yaris which only shares a handful of body panels with this car, anyway.

Costing from a frankly wild $33,100, before on-road costs, it's a far cry from the once sub-$20K car the Yaris used to be. It wasn't even that long ago (2020) you could pick up the previous-generation Yaris SX in automatic guise for just $19,610, before on-roads.

This new Yaris is truly 'new' though, built entirely from the ground up to suit Toyota's TNGA platform philosophy, and it's also the first time you can buy a hybrid one.

The result is one of the most recently engineered small cars you can buy in Australia, a far cry from the ancient MG3 or ageing Mazda2.

Is this worth a lot of extra money? To many buyers in this small car segment the answer is probably not, judging by the fact the MG3 is now outselling the Yaris at an insane ratio of 8:1. But standard equipment is impressive regardless, especially at this ZR grade.

Included are 16-inch alloy wheels, LED headlights, a 7.0-inch multimedia touchscreen with wired Apple CarPlay and Android Auto connectivity, built-in sat-nav, a 4.2-inch multifunction display and dot-matrix-style dash cluster elements, a head-up display, a leather-accented steering wheel, sports seats with cloth upholstery, single-zone climate control, alongside one of the most comprehensive safety suites in the small car segment.

The unique selling point is the hybrid system, though. It makes the Yaris one of the most fuel efficient cars without a plug in Australia - but perhaps by far the biggest issue facing this car is an equivalent ZR Hybrid Corolla costs just $5020 more.

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 Yaris ZR hybrid pairs a 1.5-litre three-cylinder Atkinson-cycle petrol engine with an electric motor set-p on the front axle.

The engine on its own produces 67kW/120Nm, but is assisted by an additional 59kW/141Nm from the motor.

Combined, they are capable of producing a peak 85kW. It's about right for the segment the Yaris plays in, and of course there are advantages of the electrified set-up when it comes to acceleration, smoothness and fuel consumption.

The forces of both drive the front wheels via a silky smooth continuously variable transmission, which makes the switch between the two power sources seamless to the driver.

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.

Fuel consumption sits at 3.3L/100km for the ADR combined cycle, which is one of the best fuel consumption figures for any car without a plug.

This figure will depend a bit on how you drive it, though, with my consumption for the week hitting a more reasonable 3.8L/100km in largely urban testing, which are ideal conditions for this configuration.

I am curious to know what conditions make the 3.3L/100km achievable (it certainly seems achievable), but the figure I scored is immensely impressive regardless.

You can even fill the Yaris with entry-level 91RON unleaded, and the 36-litre fuel tank makes for over 1000km of range if you can score closer to the official fuel consumption.

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.

The Yaris shines when you hop behind the wheel. This car is not just great to drive, it is benchmark setting for the whole segment.

Toyota's TNGA chassis philosophy is on full show, with the components here combining for a nice ride, gentle but meaningful steering feel, and smooth, quiet acceleration.

It feels like a car with the ride and feedback characteristics of something much more expensive, which speaks to its new-from-the-ground-up formula.

Older cars in the segment can't hold a torch, while even the better-to-drive examples like the Suzuki Swift and Kia Rio lack the poise or polish of the Yaris, not to mention the hybrid system.

The system itself makes the fuel sipping tech addictive to use, with the drive indicator dial in the dash cluster making it obvious where the engine will turn on.

This helps you tailor your driving style to maximise your time using the electric motor only, boosting fuel efficiency.

Even the execution of this system is at its best here in the Yaris, which is light enough that significant amounts of acceleration time can be spent in pure EV mode.

It's not rapid, however. Yes, there's sufficient go from the combined 85kW to get the Yaris moving off the lights, but this drivetrain isn't engaging, making it tough to match the great handling characteristics on offer here.

The Yaris eats up corners in its stride, but really misses the turbo surge or engaging gear shifts of some of its rivals.

Like all hybrid Toyotas, this particular combination is a little unpleasant to drive more aggressively, as the little three-cylinder Atkinson-cycle unit gruffly revs its heart out, breaking the EV-veneer and eating into the otherwise impressive cabin ambiance.

If you're looking for a safe small car, the Yaris, particularly in ZR spec, is about as good as it gets.

While it also accounts for the high cost-of-entry for this model, you could argue the inclusion of comparatively high-end features like freeway-speed auto emergency braking, adaptive cruise control, lane keep assist, blind-spot monitoring with rear cross-traffic alert, and even eight airbags, including a centre airbag, is worth it.

The Yaris range (excluding the GR version) scored a maximum five-star ANCAP safety rating in 2020, a particular achievement, as it is to a much more difficult rating criteria compared to the Swift and Rio which were both rated five stars in 2017.

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 all Toyotas you can expect a five year, unlimited kilometre warranty with the Yaris, which is extendable to seven years if you stick to the official service schedule.

We recommend you do, not just because you keep your warranty, but because it's so affordable, you might as well.

The first five years of servicing for the Yaris hybrid is capped to just $245 a year. It needs to see the workshop once every 12 months or 15,000km, whichever occurs first.

Combine this with the low fuel consumption, and the total cost of ownership here is impressive.