Wow. Considering that Toyota launched its first hybrid in 2001. It beggars belief that it took Suzuki until 2024 — 23 years later — to release its first hybrid offering.
Talk about dragging the chain. Not only that, but it has been added to a small fuel efficient hatchback that arguably doesn’t really need it — the Swift.
The Hamamatsu-based company has however taken a slightly different approach, because the hybrid does not directly power the wheels.
So let’s take a closer look at this latecomer to a party that is almost over.
STYLING
The new Swift Hybrid comes in three grades, with a CVT or five-speed manual transmission.
Prices start at $24,490 for the entry-level manual, with the CVT adding $1000. Mid range Hybrid Plus is $28,490 while the top of the tree Hybrid GLX is $29,490.
Metallic paint is an additional $645 while the two-tone option costs $1145. All prices are driveaway.
All grades are powered by a 1.2-litre non-turbo three-cylinder engine with 12-volt ‘mild-hybrid’ assistance.
Standard kit includes heated, cloth trimmed front seats, a leather steering wheel, keyless entry and start, LED headlights, rear parking sensors and a rear-view camera.
GLX adds 16-inch polished alloys, wireless phone charging, climate-control air, folding side mirrors, paddle shifters, and . . . drum roll . . . a heating duct for rear passengers (reminds me of my old Beetle).
You also get adaptive cruise control, auto high beam and traffic sign recognition.
Swift Hybrid is covered by a five-year warranty which includes the lithium-ion battery.
INFOTAINMENT
Pride of place in the cabin goes to a new, larger 9.0-inch infotainment touchscreen, with wireless Apple CarPlay, wired Android Auto, satellite navigation, Bluetooth and AM/FM and DAB+ digital radio.
Great but the audio is let down badly by an off-the-shelf six-speaker sound system which does not do the technology justice.
The large screen is impressive, but is sluggish to respond while the built-in navigation is not up to the job.
The touchscreen can also be used to display performance data, including fuel level, cruising range, warnings and rear-view camera vision.
Up front are a 12-volt socket, plus USB-A and USB-C ports, and in the GLX a wireless phone charging pad.
SAFETY
It beggars belief that the current Swift scores a single star out of five for crash safety, with adult occupant protection rated at just 47 per cent.
Dual frontal, side chest-protecting and side head-protecting airbags are standard.
A centre airbag which provides added protection to front seat occupants in side impact crashes is not available.
Autonomous emergency braking (Car-to-Car, Vulnerable Road User and Junction Assist) as well as a lane support system with lane keep assist (LKA), lane departure warning (LDW) and emergency lane keeping (ELK), and a speed assist system (SAS) are standard.
AEB Backover is however not available.
ENGINES / TRANSMISSIONS
The new 1.2-litre three-cylinder engine produces less power and torque than the old 1.2, with 61kW vs 66kW and 112Nm vs 120Nm.
Drive is to the front wheels through a CVT-style automatic.
DRIVING
Swift Hybrid is a little bigger than its predecessor, but not by much.
It has the same 2450mm wheelbase. The width and height remain the same, but it’s 20mm longer with a bit more cargo space.
The front seats have been redesigned with a new decorative centre pattern. They are heated, but flat and lack power adjustment, even in the top of the line GLX.
Tilt-and-reach steering wheel adjustment deliver a comfortable driving position.
Rear legroom is tight.
With no centre console to speak of, storage space for small things is pretty much non-existent.
The rear mounted cupholders are difficult to access and not sufficient to accommodate a sports bottle.
While physical air-con controls have been retained, they are now toggle switches rather than rotary dials.
A pair of fiddly touch-sensitive buttons under the infotainment screen provide access to volume control, with volume switch on the steering wheel for the driver.
There’s 265 litres of storage space available with the rear seat backs upright, 589 litres with them folded.
Bear in mind the car weighs 57kg more than the comparable 2024 Suzuki Swift GL Shadow Auto with a 1.2-litre four cylinder engine.
Less power, more weight, make for a slower car.
There are two kinds of hybrid — series and parallel.
In series hybrids, only the electric motor drives the drivetrain. A small petrol- engine (also called range extender) works as a generator to power the electric motor or to recharge the batteries.
Nissan’s current range of hybrids are a good example of this technology because the petrol engine does not power the wheels.
In parallel hybrids, the petrol engine and electric motor are both connected to the mechanical transmission and can simultaneously transmit power to drive the wheels, usually through a conventional transmission.
The Prius is probably the best known example.
You might have also heard the term mild hybrid. Mild hybrids have electric motors that aren’t powerful enough to propel the vehicle alone. They may sit between the engine and transmission, or be part of an integrated starter-generator system in which a beefier electric motor replaces both these components.
Most mild-hybrids operate at 48 volts, with an electric motor that can add about 10kW under hard acceleration.
However, the system in the Suzuki runs a 12-volt system, 75 percent less than this, with an electric motor that can only supply up to 2.3kW.
It’s designed to give the Swift are a small boost in acceleration, a small reduction in fuel consumption and a smooth restart experience accelerating from the lights.
Notice that recurring word “small”.
A light on the dash tells the driver when the battery is being charged, while the instrument display also shows what mix of petrol and electric power is driving the wheels.
But don’t expect much in terms of performance from this new addition — not with token figures like this.
The hybrid in our test vehicle was paired with a CVT-style auto, with seven simulated gear ratios.
Manual mode is accessed via steering-wheel paddles in the GLX, or by pulling the gear selector all the way back.
In fact, as we have mentioned previously, it’s one of the great failings of the Suzuki transmission because there’s no lockout.
It is very easy to go right past D, find yourself in Manual mode. This is especially likely when attempting a quick three-point turn.
CVT transmissions are usually okay around town and this one is non exception, if at time you have to put the boot in.
But point them at a hill or something a bit more challenging and wait for the feedback.
The engine revs go ballistic as the gearbox struggles to meet the demands of the driver and the noise quickly ramps up.
You’d be forgiven for thinking the whole thing is going to blow.
We also find it mind-boggling that the brakes on the back of this state of the art Swift are drums.
They are probably the same drums they’ve been fitting since the Eighties.
The 16-inch polished alloys are fitted with 185/55 series rubber.
In the event of a flat tyre, a tyre repair kit is provided — no spare.
Fuel consumption is a claimed 4.0L/100km using premium unleaded.
We were getting 5.0L/100km after some 647km of mixed driving.
SUMMING UP
I’ve always liked the Swift. In fact, I had one of the first GTIs and it was a dead-set rocket.
I wish I could say the same about the Swift Hybrid. At the end of the day it just seems like a lot of wasted time and effort for very little perceptible gain.
Can hardly wait for the EV.
RATINGS:
Looks: 7.5
Performance: 5
Safety: 5
Thirst: 8
Practicality: 7
Comfort: 6
Tech: 7
Value: 8
Overall: 6.7
AT A GLANCE
MODEL LINE-UP
Swift Hybrid 5sp manual $24,490
Swift Hybrid CVT $25,490
Swift Hybrid Plus $28,490
Swift Hybrid GLX $29,490
Note: These prices are driveaway.
SPECIFICATIONS (Suzuki Hybrid GLX 1.2-litre 3-cyl petrol, ISG, CVT, FWD)
ENGINE
Capacity: 1197cc
Configuration: three cylinders inline
Maximum power 61kW @ 5700rpm
Maximum torque: 112Nm @ 4500rpm
Fuel type: Petrol 95 RON
Combined fuel cycle: (ADR 81/02) 4.0 L/100km
CO2 emissions: 90g/km
ELECTRIC MOTOR:
Power: 2.3kW
Torque: 60Nm
Battery: Lithium-ion
DRIVELINE: 1.2L 3-cyl, CVT, front-wheel drive
DIMENSIONS, WEIGHT, AND CAPACITIES
Length: 3860mm
Width: 1735mm
Height:1520mm
Wheelbase: 2450mm:
Turning circle: 9.6m
Kerb weight: 957kg
Fuel tank: 37 litres
BRAKES
Front: Ventilated discs
Rear: Drums
STANDARD WARRANTY
Five years / unlimited kilometres
