Suzuki Swift 2011 Review

Gaining 45kg (now 1025kg in base spec), the new Swift also loses a little in the way of power (4kW/3Nm). As a result you might say performance has flattened by comparison, but we doubt most buyers will mind. Sporting a new, more efficient 1.4-litre petrol engine and stylish if softer look, Swift now feels more refined than the outgoing model and is indeed more polished than many of its nearest rivals, especially where on-road dynamics are concerned.

From the outside, the body is more curvaceous but remains an evolution of the current design -- larger headlamps perhaps the most prominent change for those shopping like-for-like. Notably, the rear-side glass rounds off more abruptly at its aft bottom edge while new wheel designs and colour palette modernises Swift's one-and-a-half box profile. 

From behind a visually prominent hatch, flanked again by curvier tail lamps, sits more boldly over a flattened rear bumper.

If these changes aren't obvious enough, Swift's completely refreshed interior is. Bringing a more elegant yet modern decor to the compact cabin, many of the new model's features and function is familiar to those found in big brother Kizashi. Packaging remains essentially unchanged with passenger and cargo dimensions a facsimile of the prior model.

Safety has also taken a big leap forward with Swift now offering seven airbags, stability control and four-wheel disc brakes (on the top-spec model) to give the entire range an impressive five-star EuroNCAP rating.

Starting at $15,990 the new entry-level Swift GA kicks off the bidding with 15-inch steel wheels, tilt adjustable steering column, seven airbags, stability control and anti-lock brakes, single-CD tuner with USB connectivity, power windows and mirrors, remote central locking and air conditioning. The model is available exclusively with a five-speed manual transmission.

Next in line is Swift GL which adds body coloured door handles and wing mirrors, a leather-bound steering wheel with remote audio controls, additional speakers (for a total of six) and tachometer. The mid-spec model is priced from $16,690 for the manual model or $18,390 with optional four-speed automatic transmission.

Topping the range, Swift GLX is further enhanced by 16-inch alloy wheels, rear disc brakes, tilt/telescopic steering column adjustment, keyless entry with push button start, Bluetooth telephony and audio streaming, single-zone climate control and front fog lamps. The top-spec Swift is priced from $18,990 for the five-speed manual and $20,690 for the four-speed automatic.

Cruise control is not offered anywhere in the Swift range.

Powered by Suzuki's new K14B mill, capacity drops to 1.4-litres (previously 1.5). The new unit features an aluminium alloy cylinder-head with cross flow intake / exhaust layout, variable valve timing on the inlet valves and is electronically throttled.

Fuel economy reductions see new Swift consume 0.8L/100km less than the outgoing model (now 5.5L/100km) when operating on 91 RON unleaded while CO2 emissions are also reduced to 132g/km (previously 152g/km). On automatic models, this increases modestly to 6.2L/100km and 147g/km.

With a total output now trimmed to 70kW and 130Nm, the new engine sees Swift lose some of the old model's performance edge, especially when you consider the car's moderate weight gain. However, this additional weight is not without benefit-- Swift's more rigid frame sees more extensive use of high-tensile steel improve overall strength, lower the car's centre of gravity and generally increase stability. The changes also make Swift quieter with road noise reduced by an obvious 3dB.

To reduce some of the impact felt by Swift's added bulk, gearing in both manual and automatic models have been slightly altered. The manual gearbox is also improved by a new assist mechanism for reduced effort on shifting while a new optimised shift-lever pattern is said to 'promote smoother changes'. A new mechanism prevents accident shifts from fifth to reverse gear while a new hydraulic release system on the clutch improved pedal response.

On self-shifting models, a straight selector replaces the previous model's gated layout while lock-up slip control suppresses torque converter slip under light acceleration loads. New to this year's model, the automatic Swift also gains a hill-hold function for more confident incline starts.

Swift remains suspended by a MacPherson strut front/ torsion beam rear suspension arrangement whose structure is altered at the rear to increase lateral rigidity by a claimed 50 per cent, while also improving yaw response and roll control.

Enhanced steering feedback comes from a new electronic power steering arrangement with variable-gear-ratio design. This arrangement provides Swift with a relatively quick steering ratio when the wheel is close to centre (to make the car respond more quickly on turn-in) and a slower ratio near the steering (for reduced effort when parking). Swift offers a turning circle of 9.6-metres and 10.4-metres on steel and alloy wheel equipped models respectively.

Braking is still the duty of a disc/drum set-up on Swift GA and GL models though up front disc diameter is increased by 2mm (now 22mm) for improved stopping capacity. As mentioned earlier, top-spec Swift GLX scores four-wheel disc brakes complemented by aluminium alloy callipers.

Larger diameter wheels with lower profile rubber across the model range also improve handling. All models are equipped with a space saver spare wheel.

Dimensionally, Swift's interior is practically the same as the model it replaces growing only 90mm in length (thanks to a 50mm increase in wheelbase) and 10mm in height. This leaves small tweaks in trim and kit (see PRICE AND EQUIPMENT) the only discernable difference over the outgoing model.

A new keynote colour of black (previously grey) offers more depth and finesse while silver accents add dynamism to what used to be a very 'squared off' interior. Fabric colours continue the black and silver motif.

The instrument panel also shares a black and silver theme and is offered in two styles across the three model grades with entry-level Swift GA omitting a tachometer. In mid-spec Swift GL and top-spec Swift GLX the instrument cluster sees two round dials flank a central display presenting relevant trip and ancillary information.

The centre stack is dominated by a new integrated audio unit whose origins are shared with Suzuki's larger Kizashi sedan. Concise heating ventilation and aircon controls now sit slightly higher in the stack (but still beneath the radio) so that it is no longer obscured by the gear stick's position.

Available exclusively in a five-door / five-seat format, the new Swift offers 210-litres of cargo space with the seats in place (to window height) or 900-litres when the 60:40 split fold rear seat is flipped forward. Luggage security is preserved by a removable cargo cover.

Suzuki Swift is backed by a three-year/100,000 kilometre warranty and requires service intervals of 12 months or 15,000 kilometres (whichever occurs first).

Big ticket items like seven airbags (dual front, side, curtain and driver's knee), stability control and anti-lock brakes with electronic brake-force distribution and emergency brake assist bear prominence over seldom considered items like crumple zones and Suzuki's energy-absorbing body which distributes crash forces away from the cabin.

To further aid occupant protection in the event of an accident, all seating positions are fitted with head restraints (to help prevent whiplash), and three-point 'lap-sash' seatbelts. For front seat passengers, seatbelts are height adjustable and assisted by pre-tensioners and force limiters. Brake and clutch pedals also decouple in a collision to protect the driver's foot.

Both top-tether and ISO-FIX child seat restraint points are fitted in the rear seats of all models. Rear child locks are fitted.

Against these rivals, however,  new Swift's retro pricing places it at a clear advantage, coming in at $3200 cheaper than Polo and $1000 less than Fiesta (when comparing entry-level manual models).  As you creep higher in the model range, both opponents' diesel options may prove more cost effective in the longer term (and will certainly offer a more rewarding drive where hill climbing is concerned) but in base spec offer irrefutable value, and a vastly improved drive to boot.

With Swift joined by additional newcomers in the form of Nissan Micra, and Holden Barina Spark recently we feel a comparison brewing. Watch this space.

The suspension tune is an obvious improvement both in terms of compliance and dynamics. In our opinion, new Swift handles equally as well as the previous Swift Sport but offers significantly more comfort.

Powering up the steeper climb of Arthurs Seat, the Swift was wanting for some added punch, but not so much so that you'd say it struggled.

The change in gearing on both the automatic and manual models helps but a touch more engine capacity or even a low boost turbo would give the car more oomph without seriously affecting fuel figures.

On particularly precipitous inclines, the automatic's cog spacing could have been tighter so as not to leave such a 'gap' to recover between shifts. After regaining revs (you can feel the point where the valve timing kicks in) Swift pulls reasonably well, and although we were travelling with only a driver and passenger, managed to get to the state limit with little fuss. Overtaking, however, was less than sparkling with a long, clear run required to gain additional pace.

Throttle calibration and a sweet clutch do make the manual Swift blissfully easy to drive, while the newly calibrated electronic power steering is one of the best examples of its kind in this class. Brake pedal modulation is particularly tactile with soft yet purposeful stopping achievable on all models, even those fitted with a disc/drum combination.

The Swift allowed ample front seat accommodation for its two male adult occupants with headroom a noticeable plus. There's also more than enough shoulder room to prevent jabs in the ribs when changing gear.

Cabin noise too has improved markedly over the previous model though some tyre roar was perceptible on coarse chip surfaces.

Swift's forward windscreen allows adequate lateral vision through the side glass with the 'A' pillar barely a hindrance at roundabouts. Likewise, side and rear vision is very good making Swift an easy car for new drivers to manage.

Although down on pep, Swift remains a great drive. The improvement in build quality and equipment levels are welcome treats in this class making lower-spec models well worth the asking price.

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