2005 Suzuki Review

Specifications

No Sign if Global Swift Will Replace Current Daewoo-Sourced Swift+ in 2005

Suzukis global marketing plan is somewhat confusing with regards to the subcompact Swift. In Japan, the Swift is a Kei vehicle based off the Wagon R. The super-compact is designed to be very affordable, falling within the jurisdictions lowest tax bracket. To Europeans, the Swift is a Hungarian-built three and five-door hatchback which North Americans will remember as the first-generation Suzuki Swift/Geo Metro/Chevrolet Sprint/Pontiac Firefly. While it also became the second-generation Subaru Justy, the model was not offered here.

Currently in Canada, however, the Swift has yet another identity. Not even a Suzuki-designed product, the Swift+ arrives as part of the General Motors-Suzuki-Daewoo joint venture dubbed GMDAT. Suzuki adopted the Daewoo-designed Kalos for its Canadian offering, making the Swift+ nothing more than a rebadged Chevrolet Aveo hatchback. Canada also offers a Pontiac version of the Aveo for 2005, dubbed the Wave. But for the oddly-styled Aerio sedan and wagon, and SUVs, soon to be dropped in favor of a Chevy Equinox derivative, Suzukis car range consists of the Verona, which was also developed by Daewoo, as well as the compact Forenza, Reno and Forenza Wagon.

Amidst all the confusion, Suzuki intends to unify at least two of its three markets with a brand new Swift, based around the show-stopping Concept S and Concept S2 of recent years past.

The new Swift measures in at 12.1 feet long, 5.5 feet wide and 4.9 feet tall, while riding on a 7.8 foot wheelbase. The first measurement makes it 7.5 inches shorter than Canadas 12.7 foot long Swift+, which will be good news to some and cause concern for others.

Those that initially fell for the Concept S and S2 body styles will be pleased to see that very little has changed from prototype to production, except for a reduction in visual extras. On that note spoilers, body kits and ground effects have been kept to a minimum. Likewise, the show cars 18-inch wheels have been axed, replaced by smaller, much less expensive 14-inch rims and tires. While the Sprints stance is not quite as aggressive, loosing the go-fast goodies doesnt detract from the cars cheerful appearance.

Unlike the relatively nondescript Swifts of the past, the 2005 model looks sharp, well-built and robust. The cockpit is simple, highlighted by a sporty three-spoke steering wheel framing attractive silver-ringed instrumentation. The audio systems head unit is uniquely mounted flush with the angled dashboard to create an integrated hi-fi appearance, something not normally associated with the economy car class and Suzuki in particular. An information display system, located at the windshields base, reduces dashboard clutter and supposedly simplifies operation. Such a technology is usually reserved for premium models.

Complimenting its new duds is a lineup of three redesigned engines. Each engine is small, low-powered, and designed with optimal economy in mind. Entry-level Swifts receive a 91 horsepower 1.3-liter unit backed by 84 lb-ft of torque. Optional to midrange models and standard on top-of-the-line vehicles is a 102 horsepower 1.5-liter motor, which makes 98 lb-ft of torque. Both inline fours feature a five-speed manual gearbox in standard trim, although the larger of the two engines can be equipped with a four-speed automatic.

The third engine choice is a diesel, the first for a Suzuki car. Credit should be given to Fiat for the 1.3-liter Multijet JTD design, an engine that has already experienced great success in Fiats own Punto. While theres no word on its future availability in the U.S., or for that matter any version of the Swift at all, Suzuki should strongly consider it. The Japanese brand is currently an afterthought in the minds of most new car buyers, and the addition of a subcompact model with an alternative power source would definitely create enough of a buzz to increase sales of both diesel and gasoline-powered Suzukis. Either way, the diesel Swift puts out 70 horsepower and 125 lb-ft of tractable torque. For the first year, at least, the only transmission for Suzukis oil-burner is the five-speed manual. So far, Suzuki has kept tight lipped about an expected performance version, but having seen the brands success in rallying, a semi-serious GT or Sport model should be along in the not too distant future.

It only makes sense for Suzuki to completely globalize the new Swift in order to save on production costs via economies of scale, therefore the brands Canadian division will either kill off its GMDAT-built Swift+ or import the two models simultaneously, selling the latter as a more performance-oriented version.

GMDAT just introduced a new 3-door version of its Kalos, which will be sold with the Chevy bowtie in Europe and North America, as the Aveo. A 3-door version of the Canadian-only Pontiac Wave is also expected. A good litmus test as to what Suzuki plans to do with its Kalos-derived Swift+ will be whether the Japanese brand develops a 3-door version of the GMDAT car for Canada. If it doesnt, it could mean a version of the European Swift is on the way, and that car could easily be coming to America too. The 2005 Swift, incidentally, will be available in a sporty three-door hatchback, or a more family-friendly five-door version.

When it goes on sale in Europe next March, the vehicle is expected to have a price tag of between 10,500 and 11,000 euros ($12,800 - $13,400 USD) a fair value considering the cars standard equipment and technology. The current Chevy Aveo sells for $9,455, and a 2-door version of the same GMDAT vehicle that just showed up in Paris would sell for less. The U.S. traditionally has lower priced cars than most other jurisdictions in the world, and therefore if sold here will most likely not cost Americans any more than the GMDAT built Aveo, or other subcompact cars in its class.

Like the old model, Suzuki has chosen to build the new Swift in the Magyar plant in Hungary, although Japanese models will be built on the automakers home turf.