Suzuki Swift review

Chocolate bars. New-build affordable homes. Life savings. In today’s world, so many things seem to be getting smaller. Cars, though, seem to be swelling, and the Suzuki Swift is a notable exception. Still, this latest version of the small hatchback continues to make a lot of sense in our increasingly congested cities. 

While rivals have grown over the years, the Swift retains its compact dimensions and is priced to offer value for money, being closer in price to the Dacia Sandero and undercutting comparable alternatives such as the Ford Fiesta, Peugeot 208 and VW Polo. There’s also a racier Swift Sport, which we’ve reviewed separately.

Don’t assume that the Swift’s affordable pricing means you don’t get much choice, though; it’s available with three trim levels and there’s a four-wheel drive option for added security on rough roads, or even the occasional foray onto slippery surfaces such as grassy fields. So, by promising competitive running costs and an enjoyable driving experience, is the relatively low list price enough to put the Swift ahead of more established competition? 

Keep reading for our full review to see how it drives, what it’s like inside and how much it’ll cost to run. And, if you’ve already made a swift decision, head to our New Car Buying pages to find out how you can save hundreds of pounds on your next purchase.

The Swift is powered by a 1.2-litre petrol engine, dubbed ‘Dualjet’. It produces 82bhp, and so light is the Swift that this power is more than sufficient both around town and at motorway speeds. Since the Swift does without a turbocharger to bolster performance, you do need to make use of the engine’s revvy nature to get the best out of it and you can’t let the revs drop too far if you want to make smooth, confident progress when joining roundabouts or motorways. Pretty much all of the Swift’s rivals are effortlessly quicker, but there is an element of fun when doing so, especially when you work with the five speed manual gearbox.

The SHVS mild hybrid system comes as standard, bringing a small battery and a combined motor/generator unit that produces electrical energy through regenerative braking when you decelerate. It also gives the engine a tiny bit of assistance at low engine speeds to help save a bit of fuel.

A CVT automatic gearbox is available on higher spec models, and its 12.2sec 0-62mph time makes it the quickest version in the range. The most expensive SZ5 can also be had with a 4x4 system – badged Allgrip. The Swift Sport, which we’ve reviewed separately, gets a turbocharged 1.4-litre petrol engine.

Although you wouldn’t call the Swift downright uncomfortable, if you drive it on the kind of decaying roads that are all too common in a typical British town, you’ll feel plenty of bumps jostling you around. This is true of the Allgrip model as well, even though it has slightly more ground clearance than other Swifts.

Things improve as speed increases, and motorway expansion joints don’t send too much of a thud through the car. If you value comfort, rivals such as the Ford Fiesta and Volkswagen Polo can deal with patchy UK road surfaces more competently, isolating you from them better. That said, both of those are more expensive cars.

Keen handling is the happy consequence of the Swift’s rather unsettled ride. Throw the Swift into a few twists and turns and you’ll find the steering is quick, nicely weighted and makes placing the nose of the car easy. There is a fair amount of body lean but the Swift has impressive levels of grip, and the Swift Sport has better body control and is still more fun. However, for the most enjoyable car to drive in the class, have a look at the Ford Fiesta. 

For extra traction you can add Suzuki's Allgrip four-wheel drive system to the Swift. It only adds 90kg to the Swift’s weight and doesn’t push the car’s weight over 1000kg – significantly lighter than many two-wheel drive rivals. You’ll be hard-pressed to notice its extra traction when driving quickly, though – its real purpose in life is dealing with muddy, rutted country tracks, something it does surprisingly well.

The 1.2-litre Dualjet rarely sounds strained, even when being revved hard, and it sends very few vibrations through the pedals and steering wheel. The stop-start system works unobtrusively, too. However, you will encounter a fair amount of road noise, along with plenty of whistling from around the door mirrors and door seals. 

The automatic gearbox is smooth and responds well to inputs from the paddles on the back of the steering wheel, but the manual ‘box remains the better option; its gearshift is precise and has a short and positive throw that makes changing gear enjoyable.

Although all its major controls fall to hand and the gearlever’s location feels natural, getting comfortable behind the wheel of the Swift isn’t quite as easy as you might think. All models offer plenty of movement in the driver’s seat and steering wheel, with height adjustment for both. It’s only on the range-topping SZ5 model that comes with reach adjustment for the steering wheel, though. Most alternatives, including the Ford Fiesta, have this facility as standard across the range.

Forward visibility is good thanks to the Swift’s tall windscreen and slim front pillars, but the view over your shoulder is more restricted by its narrow rear side windows. Helpfully, rear parking sensors come fitted on the top two trim levels, while a rear-view camera comes on top-spec SZ5.

All versions of the Swift have a 7.0in colour touchscreen infotainment system with DAB radio and Bluetooth. Opt for mid-range SZ-T if you want Apple CarPlay, Android Auto and MirrorLink, which can display your smartphone's sat-nav apps on the car’s screen. Doing so may be preferable because the infotainment system is awkward to use; its graphics look dated and are of low resolution, and many of the on-screen icons are small and tricky to read and aim for accurately while driving. The response to commands is slow, too. 

Satellite navigation is standard on top-spec SZ5, but an app-based one on your smartphone will be quicker to use and more up to date with traffic conditions.

Interior quality has never been one of Suzuki’s strong points and the new Swift does little to change things there. Everything inside is solidly screwed together, but the plastics are all hard, shiny and unattractive. Sure, hard plastics are common in this class, but we’ve come to expect nicer textures and soft-touch surfaces at common contact points, such as the top of the dashboard.

Small on the outside and big on the inside is what Suzuki was aiming for with the Swift and, up front, at least, they have succeeded. You’ll not be uncomfortably close to your front-seat passenger, and tall drivers can move their seat back a decent amount and lower it enough to have decent head room.

Storage is pretty much standard fare for the class. The door pockets are big enough to carry a 500ml bottle upright and the glovebox is a decent size. You also get a pair of small cupholders, a smartphone-sized shelf and a tray behind the gear lever that’s perfect for loose change.

The Suzuki Swift isn’t class-leading for rear space, but it can handle a pair of adult passengers with room to spare. A six-foot tall passenger can sit behind a driver of similar height without issue. Thanks in part to the Swift’s tall roofline, adults can sit with their heads some distance from the ceiling, and with their knees free of the front seatbacks. Add a third passenger, though, and things get rather more cramped. The rear windows are rather narrow, too, and restrict passengers’ view out.

Every Swift has five doors, and the rear doors open wide to allow very easy access to the rear seats. Compared with a Fiat 500, the Swift is more accommodating in the back, but rivals such as the Skoda Fabia and Ford Fiesta do an even better job of ferrying rear passengers.

There’s little in the way of storage space, too, with a map pocket on the back of the front passenger seat and a bottle-sized cubby on the doors.

Don’t expect anything special from the Swift here; the rear seats split and fold 60/40 as standard but that’s about as flexible as it gets. The rear seatbacks don’t recline to offer a more comfortable seating position or to increase boot space, and, once folded down, the rear seats leave a fairly pronounced step in the boot floor.

While every Swift has a height-adjustable driver’s seat, none offer adjustable lumbar support for either driver or passenger.

The Swift’s boot is something of a letdown; it’s smaller than that of the Fiesta, let alone the Skoda Fabia. We fitted four cabin-sized suitcases in, though, so there’s enough room for a week’s shopping, but you’ll need to fold the seats down to fit a pushchair in. Given the Swift’s fairly pronounced boot lip, it’d be useful if Suzuki had included a boot divider or adjustable boot floor – the latter would offset the inconvenient step that’s formed when you fold the rear seat down.

The Suzuki Swift driver's door opens 67 degrees. That's a reasonably wide opening angle by small car standards, although not as generous as the Vauxhall Corsa's 71 degrees.

The seat is height-adjustable, so you can sit from 585mm to 624mm above the ground. That’s higher than in most small cars, so if you’re after a high-riding driving position, the Swift is a good choice. The Citroën C3 and Peugeot 208 are also worth considering, though, because they put you even higher el doesn't adjust for reach unless you plump for the range-topping SZ5.

Every model has a rear parking camera, which most rivals reserve for higher-spec trims, although you won't get rear sensors unless you choose the SZ-T or SZ5. Rear-seat passengers get wind-up windows unless you splash out on the SZ5.

You get a decent range of electronic driver aids as standard on the top two trim levels, and satellite navigation is fitted to the top-spec model.

With a capacity of 265 litres, the Swift's boot is on the small side. In fact, it's more in line with the luggage space you'd expect from a tiny city car.

Despite this, you should be able to just about fit in a folded wheelchair. And, surprisingly, there's room for a fully assembled chair with the back seats folded, which is unusual for a car of this size.

When it comes to loading up the boot, the 723mm height of the boot sill from the ground is broadly typical for a small car, but the 242mm drop from the sill to the boot floor is high, and might make loading and unloading harder.

As mentioned in the driving section, there is just one engine choice for the Swift: a 1.2-litre petrol with mild-hybrid assistance. It's available with two or four-wheel drive, but if you want an automatic gearbox, you’ll have to have 2WD (the Allgrip 4x4 is only available with a five-speed manual).

There are three specification levels: SZ-L, SZ-T and SZ5. In most respects, the basic model is well equipped, although oddly the steering wheel doesn't adjust for reach unless you plump for the range-topping SZ5.

Every model has a rear parking camera, which most rivals reserve for higher-spec trims, although you won't get rear sensors unless you choose the SZ-T or SZ5. Rear-seat passengers get wind-up windows unless you splash out on the SZ5.

You get a decent range of electronic driver aids as standard on the top two trim levels, and satellite navigation is fitted to the top-spec model.

The entry-level Swift looks good value compared to its main rivals; it’s cheaper to buy than the VW Polo and comes with plenty of equipment across its range, too. If you move up through the trim levels, the prices start to climb but, spec-for-spec, it still undercuts an equivalent Ford Fiesta.

No version of the Swift is particularly thirsty. The highest official fuel consumption comes when the 1.2-litre engine is paired with the Allgrip four wheel drive system, but 52.3mpg is far from disgraceful. The manual gearbox is the most frugal, returning up to 59.7mpg. 

While the Swift’s servicing costs are about average at this level, it’s worth pointing out that its insurance costs are unusually high – in fact, it’s nine groups higher than a Skoda Fabia and six higher than a Citroen C3. This is due to insurance experts rating the Swift as more expensive to repair than its rivals; young drivers in particular are urged to seek an insurance quote before choosing the Swift.

Even base SZ-L models come with a decent level of kit for the class; you get the aforementioned Bluetooth connectivity along with air conditioning, a leather steering wheel, adaptive cruise control and electric front windows. We’d upgrade to SZ-T for the rear parking sensors, smartphone connectivity and added safety kit.

The Attitude trim level comes with the same level of equipment as SZ-T but brings a bodykit that mimics the style of the more expensive Swift Sport. Top spec SZ5 comes quite well equipped but does push the price up. Highlights include climate control, keyless entry, electric rear windows, plus the availability of four-wheel drive or an automatic gearbox.

Although the Swift itself wasn’t ranked individually, Suzuki outscored every other manufacturer in the latest What Car? Reliability Survey, finishing joint third with Hyundai out of 30 manufacturers. This beat premium brands such as BMW and Audi.

Such proven dependability is good news when Suzuki’s three-year, 60,000-mile warranty is nothing to write home about – it’s a match for that provided by Skoda and VW, but can’t match Hyundai’s five-year, unlimited mileage cover or Kia’s seven-year, 100,000-mile policy.

Entry-level SZ-L get Isofix mounting points as standard, as well as airbags, hill hold control and automatic emergency braking (AEB) – a system that can automatically apply the brakes if it senses a hazard ahead of the car. SZ-T models add high beam assist, lane departure warning and road sign recognition. The Swift’s four-star Euro NCAP rating also trails the five-star rating enjoyed by key rivals such as the Fiesta and Fabia. Looking at the Swift's results in more detail reveals that reasonable protection scores for front seat passengers, but far less protection for those in the rear, be they adult or child. 

Thatcham Security also awarded the Swift three stars out of five for resistance to being broken into, and four out of five stars for its resistance to being stolen altogether.

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