City Slicker – Suzuki Swift Sport Review
Ever more stringent emissions laws mean even the most efficient cars must adapt to survive. But the Swift Sport has always been about simple, honest thrills. Does the fun factor remain with the adoption of hybrid technology?
The warm hatch is a critical niche. For young enthusiasts, it’s a stepping stone to engaging motoring without the crippling insurance premium. For the experienced hand, it’s a refreshing antidote to the ongoing horsepower war. If a warm hatch fails to inspire, it could mark the end of the road for that particular four-wheeled obsession.
Champions of the breed have come and gone, but since the mid-2000s, the one constant has been the sublime Suzuki Swift Sport. Yet 2022’s Sport is a rather different animal from the one that first stole our hearts: stringent emissions laws have meant the sweet and eager 1.6-litre four has been downsized to 1.4 litres and turbocharged, supplemented by a 48V hybrid system. On top of that, EU regulations mean the car now comes equipped with all manner of safety systems – blind spot assist, lane change assist and automatic collision avoidance – while the media system occasionally barks hazard warnings at you.
It all sounds like a recipe for weight gain and the complete antithesis of honest, carefree driving pleasure. Can the Sport’s cheeky character survive the increasing influence of the bureaucrats? Spending a week with one should either confirm or allay these fears.
Styling and Interior
The ZC33S generation car certainly strikes the right tone. The five-spoke 17-inch alloys look sharp, and the subtle body kit, wrapped in matte carbon, adds a touch of aggression alongside the rear spoiler and twin exhausts. It’s a well-proportioned car that just sits a fraction too high, despite a suspension overhaul that drops the ride height 15mm compared to the cooking Swift.
I also rather like the interior. For sure, it’s not going to light a fire under those fixated on soft-touch plastics, but the standard bucket seats hug you in all the right places, the steering wheel looks and feels great, while dark red highlights and a ‘piano wood’ effect centre console add a stylish element. The touchscreen (including Apple CarPlay) is also neatly integrated into the dashboard rather than perched awkwardly on top.
I’m also getting too excited about seeing proper analogue dials. Two main pods – one rev counter, one speedometer – are well executed on a satin grey background with maroon highlights, and inserted within each is a smaller secondary dial covering fuel and water temperature. Between them sits a small digital display, giving the impression of a sporting chronograph watch.
The only oddity is the rather optimistic peak readings: the rev counter stretches to 8,000rpm, and the speedometer reaches 160mph. Yet it all feels part of the charm. This is an interior that makes a rival Mini feel rather try-hard. It also has to be said that overall build quality is superb, with all the big-car toys present – radar cruise control, climate control, automatic headlights, a rear parking camera and parking sensors.
There are drawbacks, however, and the first major flaw rears its head in the driving position. I’m sitting far too high – my eyeline is only a couple of inches below the sloping roofline – despite having ample headroom, and my ankles are pitched at an acute angle to operate the pedals. It brings to mind sitting in a golf buggy. Another issue is the decision to insert some of the ‘piano wood’ into the bottom half of the steering wheel. It certainly looks flash, but it also seems prone to scratches from those of us donning a wedding ring or any form of jewellery.
Powertrain and Performance
The powertrain, however, immediately works to restore your faith. The mild hybrid system acts like the blank tile in a game of Scrabble, filling in the gap below 2,000rpm before the turbocharger comes on song. Think of it as electronic anti-lag – our sort of green technology. Otherwise, the 48V system acts as a starter motor, takes care of electricity generation, and offers a coasting mode during motorway driving, all powered by scavenging energy via regenerative braking. Once you become accustomed to the feeling of strong engine braking when coasting, the integration of the technology is seamless. In total, it saves a potential 129kg of CO₂ per year compared to the previous Sport.
Being a warm hatch, you’d think this is the sort of vehicle where you pay little attention to performance figures. But such is the sheer roll-on pull of the thing that I simply refuse to believe the quoted 0–60mph time of 9.1 seconds is anything but sandbagging by Suzuki. The Sport has an indecent turn of pace in give-and-take driving, acquiring another 20–30mph at a pace that’s more heatwave hatch than warm. I say heatwave because it doesn’t last – performance does fall off sharply above 80mph, but I am not in the least bit surprised to note What Car? has recorded a Sport taking seven seconds dead to reach 60mph. Keep chasing the horizon, and the Swift will eventually touch 130mph.
The key to this surprising turn of pace is a featherweight kerb weight of 1,025kg, motivated by an abundance of torque – a strong 173lb ft maximum generated at just 2,000rpm. In fact, the little Swift puts a lot of heroic hot hatches in the shade in terms of torque-to-weight ratio, actually matching today’s default choice, the Fiesta ST, with 169lb ft/tonne. No wonder the mid-range is so punchy.
Of course, this means the delivery of the BoosterJet engine is front-loaded, giving its best before 5,000rpm. That doesn’t mean it drives like a turgid turbodiesel – it’ll still respond and spin keenly to 6,000, but there’s little reward in terms of thrust. The most enjoyable technique is to short-shift at 5,500rpm and surf the torque once again. The slick and tightly spaced six-speed gearbox also helps keep things on the boil. One curiosity is the rev counter, which is redlined at 6,250rpm, but the engine only gives 6,000.
Handling and Ride
Attack some corners, and it soon becomes clear Suzuki has set this car up to be ultra-friendly and accessible: neutrality is the name of the game. The 17-inch alloys are wrapped in modest 195-section rubber, meaning grip levels aren’t excessive. Combined with the low mass, this results in very progressive behaviour, though some of the dynamic sparkle and adjustability of the previous generation has been lost.
Push harder and it’s the tyres, not the chassis, that succumb to pressure first. At the limit, the car leans heavily on the sidewalls, which turn to jelly, and it ‘folds’ into rather unpleasant understeer. The trait is reined in quickly and cleanly, but you’ve learned not to venture to that zone again. This is an eight-tenths car that you steer around a corner in one smooth swoop of the wheel, almost guiding it with your fingertips.
I’d love to try a Sport on more focused tyres. While the OEM Continental SportContact 5s are performance-oriented, they’ve been around for over five years now, and the game has moved on. A firmer sidewall might add an edge to the ride, but it would eliminate this behaviour and enhance response.
The steering also toes the composure line, having a reassuring amount of weight to it but little in the way of feedback – such is the Achilles’ heel of an electric rack – while the gearbox and clutch have a light and slick action. Driven thus, the Swift is immense fun threading through narrow country lanes or making the most of that clear roundabout, complete with a little protest from the tyres on exit as you ride that mid-range thrust.
One minor frustration is the initial bite of the brake pedal, which has at least an inch and a half of soft travel before the pads apply any meaningful friction. This is likely a deliberate move to smooth out the effect of the regenerative braking during regular driving, but the consequence is that left-foot braking becomes nigh on impossible to judge, and heel-and-toe takes some practice. In more expressive cars, this might become a problem, but it’s of little concern in the neutral Swift.
For some keen drivers, a bigger potential pitfall is that Suzuki appears to have put all its eggs in the sub-NSL speed limit basket, and the team is divided over this one. The rift is caused by a complete dominance of tyre roar from the rear of the car above 70mph – loud enough to suffocate any encouragement given by the engine. The zesty spirit that got you up to this speed in the first place suddenly evaporates.
The good news is this means the Swift isn’t a rowdy sod when zipping down the high street, which is refreshing in an era of artificial pops and bangs, but it’s a potential dealbreaker for those who enjoy sustained performance on the open road.
That tyre noise also becomes a nuisance on a motorway cruise, meaning you have to dial the volume up more than expected on the media system, whose speakers could do with a bit more clout. Tuning into my favourite podcast streamed via my phone, I had to set the volume to 20 out of 30 for it to become audible. Again, it’s a simple but intrusive fault that could be cured with a change of rubber, because otherwise, the refinement is superb for a supermini. While the ride quality is taut, it’s never jarring.
Running Costs and Conclusion
Across a week of mixed driving – including stop-start commuting, motorway runs and two specific journeys to our favourite North West roads for general road-testing tomfoolery – the Swift simply refused to give anything worse than 45mpg. Remarkable.
Previously, the Sport has attracted criticism for its list price of £22,580, but Suzuki is currently offering a £2,000 contribution as part of the above PCP example, making it great value once more.
Overall, the Swift Sport isn’t a car for the get-up-at-5am-and-drive-to-the-Yorkshire-Dales brigade, and while that remains the primary focus of this magazine, we have to recognise fitness for purpose. This is a warm hatch – one that thrives in the real world, with traffic, speed limits, spiralling costs of living and general misery – all while putting a smile on your face. A rare commodity in this day and age.
It’s not perfect – the driving position remains flawed and the tyres don’t quite rise to the chassis – but it’s still a car that rewards you for being present behind the wheel. A secondhand Fiesta ST might remain the keener option, but if you’re after a daily that doesn’t feel like a trade-in on your enthusiasm, the Swift Sport stands up to scrutiny.
pider Sense – McLaren 720S Spider Review
The 720S Spider is a rare thing – a convertible that gives little away to its coupe sibling. Surely that makes it a no-brainer? Trinity Francis has the answer.
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he McLaren 720S needs little introduction. Successor to the acclaimed 650S, the 720 is arguably one of McLaren’s best road-legal supercars to date. Its lineage is steeped in racing liveries and game-changing performance stats. The 720S moved the game on so much, it quickly garnered comparisons with the brand’s own, £1-million plus, P1 hypercar.
A tenth of a second slower than the P1 to 60 mph, 49 kg lighter than the 650S and far more striking than a Ferrari 488 GTB, you won’t miss a 720S hurtling past – providing you don’t blink! Nestled behind the driver is the familiar 4.0 litre twin-turbocharged V8 with 720PS (hence the name), a top speed of 212 mph, just 5 mph less than the P1, 0-62mph time of 2.9s and it’ll do 0-124mph in an earth-shattering 7.8s. What’s equally impressive is the Spider will return to a standstill in an astonishing 4.6s.
But this car is so much more than raw numbers. Historically the P1 held the power as one of the most sought after McLaren’s but the 720S remains one of the best examples of a supercar that dominates on the track and doubles as a daily driver, as long as you travel light. It’s like the duality of the original Honda NSX dialled up way past a Spinal Tap 11.
The Coupe was originally released in 2017, with the Spider following in 2019, it was way before its time and for less than a quarter of the eye-watering price of a P1 and nearly matching in performance, the 720S is a steal. Even at nearly six years old the design remains striking, captivating and futuristic. If only the new Artura hybrid was so bold.
Curb appeal has to be strong for any supercar, especially one that’s worth more than a one-bedroom flat (£200,000+). McLaren choose a different animal to inspire the design for each of their cars with the 720S taking cues from the Great White Shark. Admittedly in Volcano Yellow, it could’ve taken inspiration from an angry wasp but the design language is well suited to cut through the air or water. The open-top dihedral doors also add to the sense of supercar theatre.
AUTHOR
Award-winning international pan-automotive journalist & motoring writer.
Photography by;
Ben Midlane
Published on:
30th September 2022
OUR PRINT MAGAZINE
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Unlike the rear intakes on the 650S, the 720S channels the air through the door and up over the rear to keep the back end down. Where you get to really see and feel the impact of the calculated aero design is the spoiler. Hit 70mph and it pops up to give you extra downforce, not that the car feels like it needs it.
The real novelty is when you brake hard and if you’re going fast enough it’ll spring up and act as an airbrake. Unlike the accelerator, you have to push firmly on the brake before it starts to respond but it’s satisfying to use a lead foot on at least one of the pedals. If you’re not keen on the Spider flashing its tail feather, you can deactivate the additional aero via a button in the cockpit, however given the performance on tap, it should be considered a vital asset.
What struck me the most was how the laws of physics don’t seem to apply to the 720S. The standard sensations you come to expect in any car are forward motion and some body lean when cornering hard, even in cars tuned for minimal body roll. But the 720S makes you forget that movement in the sideways plane of motion exists. It’s so grippy and low to the ground that there’s no lean in the bends, but not in an uncomfortable way because the chassis is so communicative. It gives you implicit trust and maybe a little too much confidence that the car will place exactly where you tell it to.
You get so used to the grip, the wonderfully responsive steering and a lack of any tilting sensation that when you get back into another car, it feels like you’ll fall out the window going around a bend.
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To play with the grip you’ve got track mode which flips the dash down into a minimalist no-frills display showing just the revs, gears and speed. And there’s also Variable Drift Control so if you want to throw it into a corner and drift out of it, you can set the traction for your desired drift arc. Rather than confuse, this is a suite of electronic aids that enhance the driving experience, focus the mind and open up the performance of the Spider to mere mortals.
For more low-key driving around town, the front axle has a lift system to raise the car under 30mph so it can clear speed bumps without destroying the front bumper. It’s reasonably quiet at low speeds (particularly when off-boost) and it’s certainly a rarity on local roads. Tickle the accelerator though and the horizon you were just looking at is suddenly upon you and 30mph very quickly turns into 100 mph.
Should this amount of power and acceleration be legal on the road? The acceleration is so violent that 60 mph feels like 120 mph, you hardly have time for your brain to register how fast you’re going. There’s barely an occasion to even put your foot halfway down. Ideally, you need an open road that stretches for miles and miles to push this car to its limits. But even then you’ll always reach the limit of your conscience before the car’s road-holding expires.
It’s easy to see how people can wrap themselves around a lamp post within five minutes of owning a supercar like this. But if you’re going to crash it, it’s likely whatever you hit will end up worse off. The 720S has what McLaren calls the Monocage II, and the Spider has the Monocage II-S.
This carbon fibre cell is designed to protect passengers and keep the weight of the car to a minimum, achieving an impressive kerb weight of 1,419 kg. The carbon fibre makes it super lightweight but incredibly tough to withstand impact. For the Spider model, the cell has been adapted to add roll protection so even with the roof down you’ll be safe inside. Even though it’s an integral safety feature, it’s not unstylish, the carbon fibre complements the all-black interior. In the cabin it all feels well put together with leather and suede feel materials all over. As a two-seater, you don’t expect heaps of storage room but there’s a cubby hole in the centre console to hold your phone and door pockets for any other bits and bobs.
“the laws of physics don’t seem to apply to the 720S. The standard sensations you come to expect in any car are forward motion and some body lean when cornering hard…But the 720S makes you forget that movement in the sideways plane of motion exists…”
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The gear selection is straightforward with buttons down the centre but the infotainment screen is starting to feel a little dated. It’s due for a refresh in 2023 so that’ll make the interior feel modern all over again. There’s plenty of steering wheel and seat adjustment so you’ll be able to get comfortable. If you’ve got someone riding shotgun, a handbag or overnight bag is probably better off in the frunk. It’s surprisingly spacious (for a supercar) with 150 litres of room or if you’ve got the roof up, there are 58 litres where the roof sits, if it’s down, ideal for suit bags or your backup cocktail dress.
We’re all so used to the high SUV ride height but down low in the 720S the visibility is pretty good. Thankfully it’s got a reversing camera and an optional 360 camera as well as parking sensors so it’s not a handful to park or manoeuvre. It’s quite a wide car though at 2161 mm, considering its chief competition, the Ferrari 488 Spider is 1952 mm wide. But it’s not difficult to drive or gauge how big it is. As it sits so low to the ground it’s fairly easy to situate yourself in it and anticipate what gaps it’ll fit through. If in doubt, opt for a bright-coloured version and people will move out of your way.
Out the back, the flying buttresses are glazed to maximise the view out the rear window. And if you want a little more engine noise from behind you, the rear window goes down even if the roof is up so you can let the V8 into the cabin.
The 720S Spider’s retractable hardtop roof can operate at speeds up to 50 km/h.
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One of the most satisfying things about the 720S is seeing the heat waves rising off of the engine in the rearview mirror and feeling the heat radiating from the engine. Now, the 720S has been criticised for not being tuneful enough and I can see why. In a way, it’s a victim of its own success – the drama all comes from how effective it is rather than operatic, despite a redline that begins with an eight. In a way, it suits the Great White Shark aesthetic, just one with blood lust that’s got a whiff of crimson on the currents.
The seven-speed dual-clutch gearbox is flawless. If anything it’s too good. It changes seamlessly and if you’re pushing it, it’ll stretch out beautifully through the gears but as soon as you’re cruising it calms down again. If you want that supercar roar all you need to do is switch to the flappy paddles.
If you like the manual driving experience then it’s a great way to feel more in control of the car. And it’s easy to see why it’s not available as a manual, it would be even more lethal. The purist in you might pine for three pedals, but trust me, in a car this fast it would be nothing other than a hazardous distraction that would land you in the nearest ditch, so the flappy paddles are the perfect compromise between fun and not dying.
Overall, the Spider takes all the advantages of the fixed roof version with none of the traditional drawbacks fresh air motoring can inflict upon a chassis, thanks to that carbon construction. The next inevitable quantum leap forward McLaren makes from here will be truly special indeed.
