Toyota Yaris VS Suzuki Swift
- Plenty of exterior style in a tiny package
- Safety stuff on point
- New cabin tech a major bonus
- The price raises eyebrows
- Interior treatment doesn't feel particularly plush
- Petrol-only models can feel a little thrashy
- Good looks
- Smart, well equipped range
- Fun to drive
- Relatively pricey
- Tiny boot & back seat
- Expensive, frequent servicing
Have you ever heard the saying you can’t get something for nothing? It could have been written about this all-new, fourth-generation Yaris.
It’s bigger, far safer and more feature-filled than the ageing city car it replaces. It introduces hybrid powertrains for the first time, debuts safety systems never before seen in a city car, and rolls-out the long-awaited cabin technology that the last Yaris sorely missed.
All of which is good news? The not so good news? You will be paying handsomely for all those changes. Yes, the new Yaris marks the end of the sub-$20k Toyota. And it ends it by some margin.
So does the value proposition still stack up? Or are you better off taking the never-smaller step up to the bigger Corolla. Join us as we find out.
|Fuel Type||Regular Unleaded Petrol|
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|
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.
Short answer? I like it. The Yaris wears a shrunken version of Toyota's design language, a little like a Corolla's been shrunk in the wash.
Like with any car, the more you spend, the better it looks, and the little Yaris looks its sharpest in top-spec ZR guise, with its 16-inch alloys and two-tone paint job (the black roof looks especially sharp against the electric blue paint job).
The blacked-out grille area looks a little like a grouper feeding, but for mine, it works, lending the Yaris a street-smart style that sets it apart in the city car segment, but I simply can't stomach steel wheels on a car that's north of $20k, which rules the entry-level model out, for me at least.
Step inside, and you're met with a quality-feeling interior, if one that lacks some creature comforts and soft-touch materials when you consider the price point. There is no shortage of hard plastics, and even the material that lines the doors in the top-spec models feels paper thin.
The view from the front seats especially is light-years ahead of the car it replaces, with the 7.0-inch colour screen and digital driver display dominating the view. The back, however, is fare more austere, where you'll find seats and... well that's about it.
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 new Yaris measures 3940mm in length, 1695mm in width and 1505mm in height, and rides on a 2550mm, making it a bigger car than the vehicle it replaces. It will also serve up some 270 litres (VDA) of luggage space with the 60:40 rear seats in place.
The extra room is a boon for rear passengers. I put the backseat to the test sitting behind my own 175cm-tall driving position, and I had more than enough knee and headroom to make me feel comfortable. Then for the ultimate test, I put CarsGuide's tallest scribe (and NBA star in another life) Richard Berry in the window seat alongside me, and we decided we could both travel in genuine comfort.
There are ISOFX attachment points in each window seat in the back, and cupholders up front, but the backseat does lack cupholders, a pulldown seat divider, air vents or climate controls, USB ports or power outlets - there's not much of anything back there.
Front seat riders get a pair of cupholders, a single USB port and power outlet, and a deep, phone-sized storage bin in front of the gear shift.
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.
Price and features
Let’s get the tough stuff out of the way first: the new Yaris arrives in three trim levels - the Ascent Sport, SX and ZR - with the cheapest, manual-equipped vehicle costing $22,130, stretching to $32,100 for the most expensive, hybrid-powered ZR.
That marks an entry-point increase of almost $7000, with the former model’s cheapest offering being the $15,390 Ascent Manual - a price increase of more than 40 per cent.
An even tougher pill to swallow? The cheapest Corolla is the manual-equipped Ascent Sport, yours for $23,895 ($1765 more than the entry-level Yaris), and if hybrid is your bag, you can opt for the $27,395 Ascent Sport Hybrid - which means you can get an electrified Corolla for less money than an electrified Yaris.
Anyway, let's unpack. The Yaris range kicks off with the Ascent Sport, which can be had with a manual transmission ($22,130), or with a CVT automatic $23,630.
Outside, you get 15-inch steel wheels, halogen headlamps, LED DRLs and tail lights and rear fog lamps. Inside, you'll find fabric seats, manual air-con, a USB charge point and a 12v power outlet.
On the tech front, you'll find a 7.0-inch touchscreen inside with Apple CarPlay and Android Auto, as well as a smaller 4.2-inch driver info screen. You'll also get a six-speaker stereo and DAB+ radio.
But it's on the safety front where the tiny Yaris really shines, with the brand boldly declaring it the world's safest city car. But we'll circle back to that under the Safety sub-heading.
The range then steps up to the SX, which can be had with the conventional petrol ($27,020), or with a hybrid powertrain ($29,020), which adds a lithium-ion battery and electric motor. The new hybrid system includes a pure EV driving mode, but Toyota is thus far unable to confirm now many electric-only kilometres it will deliver.
That extra spend also buys you navigation with live traffic, auto air-con, keyless entry and push-button start, a digital speedo, tachometer and hybrid use gauge, as well as a leather-accented wheel and better cabin materials. Outside, you get 15-inch alloys, LED headlights, privacy glass and silver exterior design elements.
Finally, you can opt for the top-spec ZR, available as a petrol ($30,100) or hybrid ($32,100). For that, you get optional two-tone paint, as well as 16-inch alloy wheels, and a rear spoiler.
Inside, you get sport seats up front, paddle shifters for the non-hybrid model, and nicer interior design elements like piano black inserts and Y (for Yaris) embossed seats. You also get a head-up display, blind-spot monitoring and an intelligent parking system.
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).
Engine & trans
The Yaris is offered with a 1.5-litre, three-cylinder engine which will produce 88kW and 145Nm, paring with a six-speed manual transmission in the cheapest model or a CVT auto in the more expensive cars.
The hybrid system adds a lithium-ion battery and an electric motor for a combined power output of 85kW (Toyota hasn't confirmed the torque figure), which suggests its running a de-tuned version of the 1.5-litre engine.
The new hybrid system includes a pure EV driving mode, but Toyota is thus far unable to confirm now many electric-only kilometres it will deliver.
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.
The perks of a hybrid powertrain reveal themselves here, with the electrified Yaris reporting a claimed 3.3L/100km on the combined cycle, with 76g/km of C02. Petrol-powered cars (CVT) make 4.9L/100km and emit 114g/km of CO2.
Petrol vehicles are fitted with a 40-litre fuel tank, while hybrid cars make do with 36 litres.
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.)
It’s a tough nut to crack, the Yaris. Largely because the vehicle that appears to make the most sense from behind the wheel, also makes the least sense in a lot of ways, too.
We cycled through petrol-only and hybrid cars, and in my opinion, the electrified vehicles feel the most natural from the driver’s seat - and deliver the most of what you might be expecting from a vehicle touted by Toyota as a revolution in the city-car space.
While the petrol vehicle can feel a little thrashy and loud in the cabin under hard acceleration, the hybrid - which, given its combined power output is actually lower than that of the petrol-only vehicle, must be using a de-tuned version of the 1.5-litre engine - feels a smoother, more complete drive.
The extra weight, too (though only around 65kg or so) seems to help settle the ride, which, when combined with Toyota’s TNGA platform, delivers a car that feels fun and enthusiastic from behind the wheel, with a satisfying ride and steering that’s both easy and predicable.
All of which makes perfect sense. The part that doesn’t, though, is that you need to weigh those facts against the fact that, at either $29,020 or $32,100, you can own a bigger hybrid Corolla for less money. Hell, you can just about buy a hybrid RAV4. And given there’s not a lot of duds in the reborn Toyota’s line-up, that’s a tough financial pill to swallow.
All the things the hybrid models do well are performed a little less impressively in the petrol-powered cars. They remain fun, perky little city cars, but they don’t shift the needle in that segment, at least as far as dynamics go, in the way we perhaps expected them to.
The engine is a little louder and a little courser, and the ride a little more jumpy - the latter of which is a bigger complaint amongst my CarsGuide colleagues than it was for me, but I do like the feeling of being truly connected to the road below me, and am willing to make some comfort sacrifices as a result.
All in all, it’s a very good offering from Toyota, with only the sky-high weight of our expectations, and its price, weighing against it.
If you have a love of small, easy vehicles, there’s no doubt the Yaris will scratch that itch. It’s lightyears in front of the car it replaces, is surprisingly spacious and practical, and the tech and safety updates are a very welcome addition, the former of which - led by Apple CarPlay and Android Auto - will genuinely transform your ownership experience.
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.
It's got to a high score here, given the Yaris debuts safety systems not seen in cars this size, or this price bracket.
That story begins with eight airbags - including two front centre airbags, the only car in this segment to get them - and the usual suite of braking and traction aids.
Then the tech steps up, with Toyota's pre-collision safety system, which has AEB with pedestrian and cyclist detection, as well as active cruise control, intersection turn assistance, lane trace assist with active steering, road-sign recognition and a reversing camera.
That's on all models too, with the top-spec ZR adding a head-up display, blind-spot monitoring and an intelligent parking system.
The new Yaris scored the maximum five-star ANCAP rating.
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.
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.