MULTIMEDIA SYSTEM

Suzuki’s glass-fronted multimedia system, with a 7.0in touchscreen, is less new than the car around it, but it will seem revolutionary enough to anyone labouring with the previous Swift’s much older, clunkier unit.

The polished fascia doesn’t necessarily blend in with the surrounding plastic trim, yet it makes for one of the car’s few nice surfaces to slide your fingers across. Obviously, that’s helpful in a touchscreen — especially one that isn’t always deeply intuitive.

Nevertheless, the range-topping

SZ5 trim of our test car adds additional speakers (a DAB tuner and Bluetooth streaming are standard across the entire Swift range) and a satellite navigation system, which is fine except for the fact that it insists on disengaging the address keypad while you’re in motion. That’s an aid to safety, no doubt — but it is not much help if you find yourself trying to recall which exit is yours on the outside lane of a motorway. Getting the voice recognition to decipher your pronunciation is certainly no more convenient.

the presumably heftier fourcylinder petrol engine, is claimed to weigh less than one tonne.

That unit – the naturally aspirated 89bhp 1.2-litre Dualjet – is a carryover from the previous Swift; ditto the optional four-wheel drive system, which uses a viscous coupling to deploy torque to the back axle in the event of wheelspin at the front. The 109bhp turbocharged 1.0-litre Boosterjet engine drives the front axle via a standard five-speed manual gearbox or an optional six-speed automatic.

Alongside either engine, the Swift can now be had with SHVS (Smart Hybrid Vehicle by Suzuki), a very mild form of petrol-electric hybrid that uses an integrated starter generator to gently assist the combustion engine during acceleration and improve start-stop performance. Its fitment comes with a 6.2kg weight penalty because of the addition of a 12V lithium ion battery under the driver’s seat – but its 37lb ft of electric motor-supplied torque helps to reduce CO2 emissions by 7g/km, making the Swift a sub100g/km prospect in this format.

The system, which is recharged during braking, provides a whiff of technical sophistication to what is otherwise an orthodox modern supermini. The suspension is by way of Macpherson struts at the front and a rear twist beam, and the variable-ratio steering is electrically powered. Various chassis components have been hollowed out or otherwise lightened in the pursuit of an admirably svelte kerb weight, but otherwise the new Swift remains a considered, creditworthy update of the old.

INTERIOR

Suzuki’s unwillingness to stray far from its established conventions is well evidenced by elements of the new cabin. Although the design has been overhauled, there is little in the material quality to suggest that the manufacturer has sought to move the bargain-basement status of its supermini further north in buyer perception. Brass tacks: this means there’s a lot of hollow, shiny black plastic – a little too much of it on prominent display.

Elsewhere, Suzuki has attempted to get marginally funkier with the climate controls and vent placement, although – much like the exterior – you’d be forgiven for missing the cleaner appearance of its predecessor. Fit and finish are about on a par with the outgoing Swift’s – so the new model is acceptable without ever threatening to overhaul the

Width 890-1140mm Height 540-870mm Length 620-1370mm Boot is deep but has a big lip to lift your bags over. The 60/40 split in the back of the rear seats makes for optimal cargo flexibility with right-hand drive.

Back seats offer better accommodation levels than in some, and they’re comfortable to sit in for all but the tallest of adults.

Control layout and driving position are both good. There’s decent space in the front, too, although the perceived quality is still found wanting in places.