Daihatsu Sirion v Suzuki Swift 2005 Comparison

OVERVIEW
But the segment is seen as the stepping-stone for manufacturers to get first car buyers into their cars in the hope of retaining them down the track. You really couldn't have two more different cars than the Suzuki Swift and Daihatsu Sirion: sure, they are both all-new model entrants in this crowded segment but they have little in common apart from both being Japanese.

The Suzuki Swift shares only its name with its predecessor. In the past the Swift was known for its reliability and economy but never its dynamics or style. The new Swift has changed all that, and how. The Swift is distinctly European in style and execution and all the better for it. It is aimed squarely at the style and value conscious buyer who also expects good dynamics and safety.

The Daihatsu Sirion was a slightly wacky-looking and mechanically interesting car that had a loyal following. The story could not be more different for the Sirion, though. It looks decidedly Japanese in styling and more than a bit downmarket and cheap in execution. Daihatsu has lost the plot with the new Sirion, giving it at-best anodyne styling and mundane mechanicals.

The Swift and Sirion are priced within $500 of each other, and all but match each other feature for feature, but in most areas the Sirion lags behind the Swift - particularly in safety equipment.

FEATURES
The choice of model is easy in both the Swift and Sirion. There are two models and two transmission choices. The entry level Swift lists at $15,990 with the four-speed automatic being another $2,000. Both models get ABS brakes and grippy 185/60R Tyres.

The top-of-the-range Swift 'S' model is a very reasonable $17,990, which includes side and full-length curtain airbags, 15-inch alloys and ABS brakes as well as front fog lights.

The Swift also has an outside temperature display and instantaneous fuel consumption readout on a centre top dash display on both models. The Swift's interior has lots of storage space with deep door pockets and a large bin ahead of the gear lever.

There's a pocket on the back of the passenger seat and even a usable glove box, (take note Sirion) cup holders for each occupant and three grab handles (four in 'S' model) round off the interior equipment. All passengers get five-point belts and adjustable head restraints.

The most impressive thing about the Swift though is the quality of materials and they way they are assembled in the interior. Banish any thoughts of brittle-feeling and mismatched plastics; the new Swift could easily wear a higher price tag based on its interior presentation.

The Sirion starts a little lower at $15,490 and you can see where the money has been saved. Like the Swift you get air conditioning, but in the Swift you get an interior pollen filter to go with it. Both Swift and Sirion get remote central locking, but the Swift's is key-based rather than a separate control.

Both cars have reasonable quality CD stereos, but the Swift has six speakers versus four in the Sirion. The Swift also has steering wheel mounted stereo controls on a rather nice leather-wrapped wheel, whereas the Sirion makes do with centre stack mounted controls and an unconvincing faux leather wheel.

There is heaps of storage space around the interior with a full width (and usable) parcel shelf being noteworthy. It needs to be because the glove box is useless and the lid feels like it will come off in your hand. The passengers get grab handles and each seat has five-point seat belts fitted and adjustable head restraints.

The standard of materials and their assembly is more than a couple of notches down on the Swift. In fact, the Hyundai Getz shows the Sirion a thing or two about interior presentation and quality.

The amusingly-named $17,990 Sirion 'Sport' gains cotton reel-sized 14-inch alloys with skinny 175/65 R14 tyres that were probably selected more for their price than grip. It also gets a naff body kit and large front fog lights to go with the ABS brakes with Brake Assist.

If you want the added safety of side and airbags they are $1650 on the Sirion Sport and $1980 on the entry-level Sirion (but that includes ABS). The four-speed auto in the Sirion is a $1500 option, but it loses the steering wheel controls the previous model Sirion had.

With power windows, mirrors and steering standard in each model of the Swift and Sirion they match their segment competitors.

COMFORT
The Sirion's interior is more spacious than the Swift's by virtue of its tall boy mini MPV styling. There is significantly more rear seat and luggage room in the Sirion.
The Swift has a very tight rear seat and a much smaller luggage area. The rear seat of the Sirion is surprisingly spacious and would have no problem carrying two big adults. The padding is good and vision out is excellent. Both have split /fold rear seats to make use of the limited space and the Sirion rear seat has rake/slide adjustment.

The Swift is pretty tight in the back and this is one area where it really loses out to the Sirion. The padding and vision out are nowhere near as good as in the Sirion.

While in the driver's seat in both the Swift and Sirion manual models there's a noticeable lack of room next to the clutch for your left foot. The Swift has better front seats with improved bolstering and over 400kms the Swift was comfortable, but a bit more side-support would be welcome. The Sirion's front seats are flat and lack support, even around town.

The instruments in the Swift are clear and well laid out. The Sirion has an instrument pod that moves up and down with the steering wheel and a dash-mounted tacho that looks like an afterthought, and reflects badly whilst it rattles over bumps. Both models get height-adjustable steering wheels. The Sirion has two vanity mirrors whereas the Swift owner only gets one for the driver.

Comparing the wind and road noise in the two mini cars puts the Swift ahead. The rattles and creaks in our Sirion test car were surprising considering that it was a near-new car.

SAFETY
Both the Sirion and Swift are equipped with driver and passenger airbags as well as five-point belts and adjustable head rests for each passenger. The Swift S gets side and curtain airbags as standard, whereas they are an expensive option in the Sirion.
The Swift and Swift 'S' get ABS brakes whereas only the Sirion Sport gets them as standard. In-line with standard Toyota (Daihatsu's owner) practice, ABS and extra airbags have to be combined as part of an expensive option.

In the dynamic safety area the Swift is streets ahead of the Sirion with predictable, secure handling and excellent resistance to crosswinds.

The swift gets four stars in the EURO NCAP test; the Sirion has not been tested.

MECHANICAL
The previous-model Sirion had a characterful three-cylinder engine that owners loved. The new Sirion gets a 1.3-litre four-cylinder developing 64kW/120Nm, which is down 10kW on the previous model four-cylinder Sirion GTVi.

The new car is heavier and with the drop in power over the old model it's a bit of a step backwards. It has variable valve-timing and is a modern, if undistinguished, engine that at least gives the Sirion sufficient power around town

The Sirion's five-speed manual transmission is notchy and rubbery at the same time. The engine is far from being the smoothest on the block, and if you make use of the rev range the noise becomes intrusive and a lot of vibration makes its way from the engine to the gear lever.

The gear ratios are quite high in the Sirion and this blunts performance around town, but is a bonus on the highway where revs are around 3000rpm while driving at the legal limit.

The Swift has a larger 1.5-litre four-cylinder with 74kW/133Nm. The level of performance is significantly ahead of the Sirion and the engine feels sporty and eager.
The gear change in the Swift is sweet with short throws and well chosen (if high) ratios. The higher ratios do blunt performance around town, but like the Sirion out on the open road they keep revs around 3000rpm at legal speeds.

COMPETITORS
The light car segment is one of the most competitive around with more than 20 models competing for your money. The segment leaders are the Toyota Echo and Hyundai Getz, which account for more than 40 per cent of the market.

The combination of equipment and regular drive-away deals rather than being the best in class give them sales leadership.

The Mazda2 and Ford Fiesta have the best chassis by far and also rate well in the equipment stakes. The highly-specified Mitsubishi Colt has started to amass good sales and deserves to do well.

The Holden Barina and Honda Jazz are both very good cars that combine good dynamics, safety, equipment and value. The Kia Rio is certainly priced aggressively, but dynamically it is below par and despite generous equipment it's really just one for the price buyer.

Everything else in the class sells in relatively small numbers and there are no glaring 'bad buys' among them. Interestingly, the Swift has sold 877 cars since its launch and that makes it the seventh best selling car in the class.

The Daihatsu Sirion has only sold 277 in the same period and that puts it near the bottom of the sales ladder.

ON THE ROAD
The Sirion's specifications looks good on paper, only to be refuted when you actually drive it. When you do, its redeeming features of space and fuel economy are not enough to outweigh the dismal roadholding, indifferent ride, poor-quality plastics and sparse safety equipment. If you pick the antithetically-named 'Sirion Sport' and want a full suite of airbags it will set you back $19,760, and for that sort of money there are far better cars around.

At lower urban speeds the Sirion is bearable, but as soon as you go above urban speeds the Sirion shows a distinct lack of stability in crosswinds and roadholding that is below par.

The lack of ABS brakes on the entry-level model highlights the inadequate standard safety kit. The standard brakes and tyres are accept

The Sirion engine is willing, but it sounds raucous and delivers far too much vibration through to the cabin. It does cruise well on the highway due to its high gearing that helped it to deliver an overall average over 500kms of just under 7.0L/100km.

I was always a bit of a fan of the previous Sirion: It was an honest if cheap car that had reliability to bolster its slightly left-field character. The new Sirion is certainly a cheap car - more a reflection of its level of quality rather than price - but is a bland, uninspiring car that simply does not measure up to the leaders in the class, let alone the also rans.

The fact that the brand is dead in Australia as of March 31, 2006 also makes it a less-than-compelling buy.

The Swift however is another cup of sake. It is quiet, well finished, dynamically on the pace and looks great.

It has an impressive ride that is well controlled and doesn't compromise the handling. The engine is very willing and despite high gearing it delivers excellent around town and highway performance through a slick five-speed manual box. It's this high gearing that makes it an excellent cruiser on the open road and no doubt helped it deliver an average of 6.8L/100km over 450km.

The only real negative points about the Swift are the electric power steering, which can be easily caught out in parking manoeuvres and lacks feel off centre. Another negative is the cramped rear seat area.

Suzuki deserves to do well with the new Swift. It is an impressive vehicle with the right mix of sportiness, safety, economy and quality.