Officially, Suzuki calls this the fourth generation because it counts the 2004 model as the first “global” Swift. But if you’ve been keeping score, the Swift badge dates back to 1983.

What is the Suzuki Swift these days?

In a world overflowing with SUVs and crossovers, the Swift is a refreshing rarity. A true supermini, powered by an internal combustion engine.

For those of us who like our cars a bit old school, that’s already something to smile about.

Is the engine also old school?

The 4-cylinder in the Z33 has departed, making way for a 1.2-litre naturally aspirated 3-cylinder, pushing a mind-boggling 81bhp and 112Nm of torque.

Not exactly pulse-pounding, but Suzuki has paired it with a small hybrid battery with an integrated starter generator (ISG) and regenerative braking. This system boosts efficiency and helps with acceleration, making it more sprightly than its predecessor. 

Despite this, the Swift remains delightfully lightweight. The mild hybrid tech adds just 7kg, meaning it only weighs a featherlight 945kg.

Sadly, you can’t get the fun manual gearbox in Singapore; we have to settle for a CVT auto.

Is it efficient?

Definitely. Suzuki claims 20.4km/litre, and in testing, I got close to that figure with varied driving – 19.6km/litre over 200 kilometres.

That figure even includes some cheeky acceleration thrown in for good measure. Impressive. 

How about the driving bit?

Don’t let the name fool you, this isn’t swift. Suzuki claims they’ve improved the century sprint time by a solid five percent, but you’re still looking at a double-digit figure.

Still, despite being a bit underpowered, it’s actually really good fun. The little three-cylinder engine is quiet at idle but develops a nice, tuneful note as you rev it up. 

Push it to the top end and it can feel a little strained, but overall, it’s a keen engine ready to take on the world.

The suspension’s been tweaked from the previous model, and there’s less body roll, but Suzuki hasn’t overcompensated by making it too stiff. The Swift feels natural going through bends, with light but responsive steering.

It’s refreshingly simple – no drive modes, no adaptive suspension wizardry, and even a good old-fashioned manual handbrake. The kind of car you can hop into and happily zip around town without overthinking things. I love it.

One of the most commendable things is its sub-one-tonne weight. It’s this lack of heft that really enhances the driving experience, and the brakes are responsive, providing good feel despite some light regenerative braking. 

However, the trade-off is that road noise does creep into the cabin when you hit highway speeds.

The Swift’s lightness helps it skip over most bumps without sending too many jolts into the cabin. Plus, you can only get it with 16-inch alloy wheels, which means a bit more tyre sidewall for cushioning.

It looks kinda… funky

Let’s address the elephant in the room. Suzuki calls this an “all-new” Swift, but it’s built on the same platform as the previous model, which means it’s more of an extensive facelift. The design is a bit like the last Swift, but with a puffier face, as if someone accidentally left the car in a beehive.

Suzuki describes it as “muscular,” but the exaggerated front end, with that curious wraparound bonnet line above the headlights, feels a little more cartoonish than athletic.

Any better on the inside?

The Swift’s interior is something of a throwback (bit like a time capsule from the 2010s), and whether that’s a good or bad thing will depend on your nostalgia and practical levels. 

For the most part, that’s actually a plus. You’ve got proper analogue dials that are easy to read, plenty of physical buttons that make adjusting things on the go a breeze, and a separate panel for climate control that’s simple and effective.

And yes, there’s a manual handbrake, perfect for some cheeky handbrake turns in an empty car park. 

But there are drawbacks too. The 9.0-inch infotainment system feels a bit outdated, with clunky menus, basic graphics, and a slight lag in response.

Some of the plastics in the cabin feel cheap and scratchy, but considering the Swift’s price tag, that’s something you can probably overlook.

On the plus side, there’s wireless Apple CarPlay as standard, and the new front seats are soft and comfortable.

How’s the space?

It’s pretty much the same size as the previous Swift, which means a 265-litre boot that expands to 589 litres when you fold the rear seats.

The rear doors open wide, making it easy to get in and out, but once inside, taller passengers might find legroom a bit tight.

Smaller, Neater, Lighter

In an era where your choices for simple, small cars are dwindling fast, Suzuki has stuck to its guns with the Swift.

Add in great value for money, and you’ve got yourself a solid little runabout.

Technical Specifications

Suzuki Swift Mild Hybrid (2024)

Engine: 1,197cc in-line 3
Drivetrain: Front-Wheel Drive
Power: 82 bhp
Torque: 112 Nm
Gearbox: 6-Speed (A) CVT
0-100km/h: Unknown
Top Speed: Unknown
Fuel Economy: 20.4 km/litre (claimed)

Price: S$146,888 with COE (accurate at the time of this article)
Contact: Suzuki Singapore

Photo Credits: Sean Loo (@auto.driven)

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Mercedes-Benz has launched facelifts of its W177 A-Class and W247 B-Class, and they are now on display at Mercedes-Benz Centre at 301 Alexandra Road.

Starting off with the A-Class, there will be a 48-volt mild hybrid system paired to a 1,332cc four-cylinder turbocharged engine. Available in both sedan (saloon) and hatchback configurations, the A 180 Progressive puts out a COE Category A-friendly 130hp and 230Nm of torque. The A 200 AMG Line ups the ante to 163hp and 270Nm of torque.

Power is sent to the front wheels via a seven-speed dual-clutch automatic transmission, and the mild hybrid adds 13.6hp to the engine when some extra grunt is needed for acceleration from a standstill. The mild hybrid system can also power the car along during specific steady-state cruise conditions with the petrol engine shut off, and regenerate its batteries while slowing down.

Through the addition of the mild hybrid system, Mercedes-Benz has made the popular A-Class more frugal with the A 180 Progressive boasting a claimed 6.2-litres/100km or 16.1km/litre combined-cycle fuel economy.

If more power for more thrills is needed, Mercedes-Benz also has the AMG A 35 4MATIC and AMG A 45 S 4MATIC+ in both sedan and hatchback guise for the former, and hatchback only for the latter.

For proper hot sedan-ery/hatch-ery, the AMG A 35 puts out 306hp and 400Nm, but the AMG A 45 S is even more mental and rocket down the road with a giddy-inducing 421hp and 500Nm of torque. 0-100km/h is dispatched in 4.7-seconds and 3.9-seconds respectively.

Both AMGs are powered by a two-litre turbocharged four-cylinder engine and put their power down to the road via an eight-speed dual-clutch automatic and all-wheel drive. Like their daily-driven siblings, both AMGs also feature mild hybrid technology to make the daily commute a bit more frugal.

Also launched is the facelifted B-Class Sports Tourer, available as the B 180 Progressive and shares the same COE Category A-friendly engine specifications with its A 180 Progressive cousin.

Both the A-Class and B-Class also receive mildly refreshed looks on the outside and the latest generation MBUX infotainment system on the inside.

Prices are $234,888 for the A 180 Progressive Hatchback, and $236,888 for the A 180 Progressive Saloon and B 180 Progressive.

For more information, contact Mercedes-Benz Singapore.

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It’s beginning to feel like the world has forgotten how to make anything but SUVs these days, and Maserati is actually fairly late to the game with its contender.

Yes, they did launch the Levante back in 2016, but lacklustre sales didn’t make it a case-closed preposition. So back to the drawing board they went, and out came the Grecale – a mid-sized, luxury SUV that sits a tier below the larger Levante. Think Porsche Macan, Alfa Romeo Stelvio kinda frequency.

The Grecale, as Maserati calls it, is intended to be a ‘global’ car that’s designed to excel in lots of different markets without significant over-engineering. So, have they nailed this one out of the gate? 

Stealth wealth

The Maserati Grecale isn’t as loud or boisterous on the outside as some of its Trident brethren, but it still has elements that make it quintessentially Maserati.

Typical Maserati flourishes like the tri-shaped vents and trident logos are still omnipresent on the car, and even this entry-level GT model gets four large exhaust pipes, hinting at its shouty aural melody.

On the other hand, flushed door handles, bulbous headlights, and non-pervasive 19-inch rims give it an almost grown-up persona, toning down its juvenile Maserati facade.

I actually like this design a lot. The subtle design enables the Grecale to fly under the radar, allowing you to slip by would-be naysayers. Stealth wealth is a trait that the Grecale rocks to a tee.

Big step up on the inside

Cabins are usually where Maserati models shine, and the Grecale brings it home yet again. There’s a louche hedonistic warmth to the lush materials found within – a stark contrast to the colder and more sterile atmosphere of German counterparts.

The Maserati Intelligent Assistant (MIA) multimedia system is one of the best implementations of Android Auto software to date. Most fiddling is done on the larger 12.3-inch screen, with a supplementary 8.8-inch panel situated beneath it for extra controls.

No buttons though, and the lower screen that handles ancillaries does look a bit congested, but get past that steep learning curve and it’s an attractive and comprehensive OS to use. 

Crucially, it’s a huge improvement over previous Maserati models, and the inclusion of your usual advanced driver assistance systems (ADAS) and wireless Apple CarPlay and Android Auto means tech is well catered for in the Grecale.

That said, it is Italian after all, meaning that the Grecale will bear some flaws. 

To give the centre console a sleek and flushed look, designers have bestowed the car with  P/R/N/D buttons located on the centre console. These aren’t the most ergonomic to use, and I often found myself reaching for a non-existent gear shifter.

Maserati does it make it slightly easier for you while parking, allowing you to rock between Reverse and Drive via the large paddle shifters, but this still requires some getting used to.

The Grecale’s doors are also accessed via electric buttons, which looks futuristic but feel erroneous in practice.

Still, you buy an Italian car to embrace its flaws, and these little niggles shouldn’t detract from the otherwise refined experience.

Space for the whole family

The Maserati Grecale scores pretty well on the practicality front. Rear legroom is deceptively generous, and the ever-so-slightly tapered roof does not impede on cabin headroom. 

All occupants get the same lush leather seat treatment, and even though the front seats do feel a little firm, they are still comfortable over extended sitting periods. It’s a happy antithesis to the otherwise clinical crop of cars most German brands are expected to come with.

Boot size for this mid-size SUV stands at a pretty generous 535-litres, although a small amount of space is compromised due to the mild-hybrid system.

Brisk trident

What’s that I hear, you want a driver’s SUV? 

Well then, the Grecale is a surprisingly good option. It feels light on its wheels and drives with a verve that’s not often found in tall-riding SUVs. Maserati’s driving mojo seems to have been reignited in the Grecale, and it is a car that actually wants to go at roads with determination.

The chassis feels composed and capable through bends, arresting any would-be body roll that tends to act up with cars of this build. Steering feel is accurate and well-weighted, and the brakes bite well no matter how much abuse they receive. Mind you, this all applies to the base model GT without the added upgrades found in its Trofeo sibling.

The mild-hybrid assisted engine is responsive at medium to high revs and the 8-speed transmission is pretty good at second guessing you each time your foot gives it the beans.  

296hp and 450Nm of torque are healthy numbers, and a 5.6 second century sprint time cements its credentials. Especially for the GT spec, it feels like it has the right amount of performance for the chassis.

But, this also insinuates some issues. It’s simply not at its best when doing everyday chores. The absence of a V6 or V8 heart inadvertently means you do not get the same quintessential Maserati bellow most people are accustomed to, with the 4-pot engine sounding limp and reedy low down.

The gearbox, while crisp when going fast, feels like it loses all decisiveness at lower NPC speeds, becoming sluggish to operate. Ride comfort and NVH (noise, vibration and harshness) isn’t the best either, with undulations in the roads knocking the Grecale off tempo.

If you’re a spirited driver, the Grecale’s flamboyance is an attractive trait that shouldn’t be overlooked. 

It has that cool factor going for it

For anyone looking for a characterful alternative to your typical crop of German performance SUVs, the Maserati Grecale presents a strong case for itself. Not only does it embody Maserati’s Italian charm on the outside, it’s also pleasingly upmarket and spacious for its occupants.

An impressive step forward from Maserati’s mangled SUV roots.

Technical Specifications

Maserati Grecale Mild Hybrid (GT)
Engine: 1,995cc in-line 4, mild hybrid
Power: 291hp
Torque: 450Nm
Gearbox: 8-Speed (A)
0-100km/h: 5.6 seconds (claimed)
Top Speed: 240km/h
Fuel Economy: 10.7km/L (claimed)
Price: S$279,800 (GT) / S$328,800 (Modena) / S$341,800 (Primaserie), all trims without COE (accurate at the time of this article)
Contact: Maserati Singapore

Photo Credits: Sean Loo (@auto.driven)

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