2018 Mini Cooper vs Suzuki Swift

What's the difference?

If you’re buying a Mini Hatch or Convertible because they look unique and are fun to drive, then you’re doing it for the right reasons. But if you need a small family car then think about the Countryman or something bigger in BMW’s range like an X1 or 1 Series – these are the cousins of Minis and share the same tech but offer more practicality for similar prices.

The sweet spot in the Hatch and Convertible range is the Cooper S, whether it’s the three-door hatch, the five-door hatch or Convertible. 

It's hard to say if the Swift Sport is better than the impression I got during our brief, mainly track-focused drive. But I can confidently state that it's an entertaining offering in the segment – perhaps not as potent as Fiesta ST, nor as polished as a Polo GTI... but it's an intriguing midpoint between the two, that's for sure.

I can't wait to drive it again.

Everything is interesting about a Mini's design, just look at the pictures of the new Hatch and Convertible.

There are those googly eyes, the tiny flat bonnet, the snub nose with that angry mouth grille, those wheel-arches which eat way up into the body and are filled with wheels, and that little bottom. It’s tough and cute all at once, and still has stayed so true to the original look that if you were to push somebody from 1965 into a time machine and take them to 2018, they’d get out and say "that’s a Mini". 

The original three-door Mini was less than 3.1m long, but over the years the Mini has grown in size – so the Mini still mini? The new three-door is 3.8m end to end, 1.7m wide and 1.4m tall – so yes, bigger but still mini.

The Hatch comes with three doors (two front and the boot’s tailgate) or five doors, while the Convertible is a two-door. The Countryman is Mini’s SUV and the Clubman is a wagon – both of these are yet to be given the update.

That update is super subtle, however. Visually the only differences between the latest Hatch and Convertible and the previous models is that the mid-spec Cooper S and top-grade JCW have the new LED headlights and Union Jack tail-lights. The entry-level Cooper has halogen headlights and regular tail-lights. That’s it – oh, and the Mini badge’s styling has been tweaked, almost unnoticeably.

On the outside the differences between the grades is obvious. Reflecting its more potent performance the JCW gets the biggest wheels (18-inch) and an aggressive-looking body kit with a rear spoiler and JCW dual exhaust. The Cooper S looks pretty mean, too, with its centre dual-exhaust and 17-inch wheels. The Cooper appears tamer but still cool with its chrome and black grille and 16-inch alloys.

Step inside the Mini Hatch and Convertible and you’re entering either a world of pain or world of awesomeness - depending on who you are - because it’s an extremely stylised cabin full of plane cockpit style switches, textured surfaces and dominated by the large circular (and glowing) element in the centre of the dash housing the media system. I’m quite fond of it all.

Seriously, can you think of another small car on the road which is as quirky as the Mini Hatch and Convertible but also prestigious? Okay, the Fiat 500. But name another one? Sure, Audi A1, but what else? Right the Citroen C3 and (now defunct) DS3. But apart from those can you name any? See.

I'm coming straight out with it: the 2018 Suzuki Swift Sport is the best-looking Swift since the GTi of the 1990s. You can argue with me all you want, but the new, more mature and more masculine model just looks terrific to my eyes.

Masculinity in design hasn't been the Swift's forte over the years – it has been considered by some as the sort of car that will appeal more to females than to blokes like me. But I reckon I'd have a Swift Sport now, because it looks like a little nugget – a gold one, in that yellow hue, I guess.

Changes over the regular Swift include a more aggressively styled front bumper and grille – the nose of it sticks out quite a bit more than the regular model, which Suzuki says is because this model "is poised to pounce". The LED daytime running lights and headlights cut through the dullness of some regular cars, too, while the honeycomb grille finish is pretty aggressive, as is the blackened carbon-fibre-look body kit that that visually sucks the Swift Sport down to the tarmac.

There's also a rear spoiler on the hatch, and a pair of exhaust pipes poke their respective snouts out of the rear bumper. Some might think the 17-inch wheels are a bit blingy, but I really like them.

Of course, you mightn't be sold on the Champion Yellow hero colour, but there are quite a few choices available for buyers, including white, black, blue and grey – there's no red or silver.

And yeah, of course its styling is sportier inside, too. You can read about that in the next section.

The name of this car is a bit of a clue as to how practical the insides are. 

In the three-door, five-door Hatch and Convertible the car feels roomy up front, even for me at 191cm tall with good head, leg and elbow room. My co-driver on the launch was my size and there was plenty of personal space between us.

Can’t say the same for the back seats – in my driving position the front seat back is almost up against the rear seat base in the three door and the second row of the five-door isn’t much better.

Now you need to know that the three-door Hatch and Convertible have four seats, and the five -door has five seats.

Boot space is tight, too, with 278 litres of cargo capacity in the five-door Hatch, 211L of luggage space in the three-door, and 215L in the convertible. In comparison, the Audi A1 three-door has 270L of boot space.

Cabin storage for the Hatch includes two cup holders up front and one in the back of the Cooper and Cooper S Hatch, and two in the front and two in the back of the JCW. While the Convertible has two up front and three in the rear. Top down driving can be thirsty work.

There’s not much in the way of other storage places, apart from the glovebox and map pockets in the seat backs – those door pockets are only large enough to slide in a phone or your purse and wallet.

As for power connections Coopers have a USB and 12V in the front, while the Cooper S and JCW have wireless phone charging and a second USB port in the front armrest.

The cabin is zinged-up by a red theme that runs throughout – there are red finishes on the doors and the dash, the 'semi-bucket' sports seats have red fabric innards and red stitching, the flat-bottomed steering wheel also has red stitching, and there's red on the the gearshift boot and surround, too.

There are also red instrument dials with a digital driver information display in between with a boost meter, oil temperature gauge, and g-force meter. No digital speedo, though - you get the speed shown up when you set the cruise control, but it's annoying that it isn't shown in regular driving.

There are still some of those telltale 'affordable car' traits, including hard plastics that span the dash and doors, which isn't overly lovely.

But you do get the brand's 7.0-inch media screen with reversing camera, in-built sat nav, Apple CarPlay and Android Auto, Bluetooth phone and audio streaming and a single USB port. Annoyingly, there's still no volume control knob, but the steering wheel features a toggle for the driver.

Under the screen there's a single-zone climate control system with some nicely finished knobs (it may seem I have a knob obsession... we talked about knobs in the last CarsGuide Podcast, too), but while there is decent storage below that section and there's an open bin with cup holders between the front seats, there's no centre armrest or console. You get bottle holders in all four doors, but there is no flip-down armrest with cupholders in the second row (just a square section between the front seats that might be able to work as a cup holder), and just one map pocket.

While the Swift has grown in this generation, it's still pretty small by class standards – both inside, and out.

Measuring 3890mm long, 1735mm wide and1495mm tall, the Swift is diminutive. But the new model has a 20mm longer wheelbase compared to the existing, promising better comfort over bumps and extra cabin room, while the track has been widened by 40mm to enhance stability.

But how does that translate to cabin room?

The back seat is pretty flat, but reasonably comfortable. A six-foot (182cm) adult like myself can sit behind their own driving position (just), but legroom is tight. Headroom is generous, however. If your back-seat bandits are youngsters, then you'll likely be happy with the dual ISOFIX child-seat anchors, and there are three top-tether points as well.

The boot isn't necessarily family-friendly, with a 265-litre capacity – which is 55L more than before, but less than the better light cars in the class.

It ain't as cheap as it used to be.

With the new-generation Swift Sport, Suzuki had a little less wiggle room at the top of its range, given the existing top model, the GLX Turbo, is priced at $22,990.

As such, the Swift Sport starts at $25,490 for the manual model, and $27,490 for the automatic. Those numbers represent a $1000 jump on the predecessor.

But the fact of the matter is that this new model is better equipped than the old car. Like, heaps better equipped.

There's the 7.0-inch screen with the extended smartphone connectivity and built-in navigation, plus it has a standard reversing camera now (that used to be an optional accessory).

And that isn't the only added safety item – the new model features a whole suite of goodies. Check out the safety section below.

But before you do, you should know that the convenience kit list includes push-button start, keyless entry, automatic high-beam lights, and more.

This is simple. The Cooper is the least powerful with its 100kW/220Nm 1.5-litre three-cylinder engine; the Cooper S is the piggy in the middle with its 2.0-litre 141kW/280Nm four-cylinder while the JCW is the hardcore one with the same 2.0-litre engine but tuned to make 170kW and 320Nm. 

All are turbo-petrol engines and all Hatches and Convertibles are front-wheel drive.

Okay, this is where it gets a bit messy - the transmissions. The Cooper, Cooper S and JCW hatch come standard with a six-speed manual, but optional is a seven-speed dual-clutch auto on the Cooper, a sports version of that auto on the Cooper S and an eight-speed auto on the JCW. 

It’s the other way around for the Convertible which comes standard with those autos as you step up from Cooper to JCW, with an optional manual gear box.

How fast is the hardcore one? The three-door JCW can do the 0-100km/h sprint in 6.1 seconds which is quick, while the Cooper S is half a second behind that and the Cooper is a second behind that.

Under the bonnet of the Swift Sport is a 1.4-litre 'BoosterJet' turbocharged four-cylinder petrol engine, which is turned up to the tune of 103kW and 230Nm - a staggering 70Nm than the old 1.6-litre non-turbo in the previous Swift Sport.

It's worth noting that the torque range is quite narrow, between 2500-3000rpm only. Peak power hits at 5500rpm.

There's the choice of two transmissions – a six-speed manual carried over with a few modifications for the new turbo engine, or six-speed automatic with paddle-shifters – the auto replaces the existing CVT, which wasn't really very Swift Sporty at all. And, being a light hot hatch, it's front-wheel drive.

Now, it may not seem like a lot of power, but you need to consider the weight of the new Swift Sport – it tips the scales at just 970 kilograms for the manual and 990kg for the auto. The torque to weight ratio – 4.2kg/Nm – is pretty convincing.

What isn't so impressive is Suzuki's claimed 0-100km/h time of 8.0 seconds, whether you choose the manual or auto. It felt quicker than that on the track...

The Cooper’s three-cylinder turbo petrol is the most fuel-efficient engine in the range, with Mini saying you should see 5.3L/100km in the three-door Hatch, 5.4L/100km in the five-door and 5.6L/100km in the Convertible using an automatic transmission.

The Cooper S’s four-cylinder turbo according to Mini should use 5.5L/100km in the three-door Hatch, 5.6L/100km in the five-door and 5.7L/100km in the Convertible.

The JCW’s four-cylinder is the thirstiest of the pack, with Mini claiming that in the three-door you’ll use 6.0L/100km while the Convertible will need 6.3L/100km (you can’t get a JCW five-door Hatch).

Those figures are based on driving on a combination of urban and open roads.

During my time in the three-door JCW the trip computer recorded and average of 9.9L/100km and that was on mainly country roads. 

Suzuki claims fuel use of just 6.1 litres per 100 kilometres for the Swift Sport, no matter whether you buy the automatic or the manual. You can expect to see higher than that if you drive it like you should be.

I’m yet to drive a Mini that wasn’t fun, but some are more fun than others. At the launch of the updated Hatch and Convertible I piloted the three-door in Cooper S and JCW form, and the five-door Cooper.

You can’t go wrong with any of these from a driving perspective – all steer precisely and directly, all feel agile and manoeuvrable, all are easy to drive and yup, fun.

But the Cooper S’s bump in power over the Cooper adds the grunt to match the great handling, making it my pick of the bunch. I drove the three-door Cooper S, and to me this is the quintessential Mini – plenty of grunt, great feel and the smallest of the family.

Stepping it up several notches is the JCW, which is sniffing around in high-performance territory with its powerful engine with its JCW specific turbo and sport exhaust, bigger brakes, adaptive suspension and bigger brakes. I drove the three-door Hatch in the JCW grade and loved shifting with those paddles, the barks on the upshifts are awesome, and the crackles as you step down though the gears is, too.

The eight-speed dual-clutch transmission in the JCW is a beautiful and fast thing, but the seven-speed sports auto in the Cooper S is mighty fine, as well.

There wasn’t a chance to steer the Convertible this time around, but I’ve driven the current generation soft-top before, and apart from the lack of roof making it easier for somebody my size to climb in, the ‘indoor-outdoor’ driving experience adds to the fun factor. 

It's fun.

I could stop there, but that's not what the job calls for.

That thrusty little turbocharged engine has completely changed the character of the car – it doesn't rev out as much as its predecessor, but that's to be expected. That 8.0sec 0-100km/h time seems a little glass-half-empty, because it feels quicker than that – on the track, at least.

It pushes away from a standstill after a touch of lag, and builds pace pretty quickly. While Suzuki said it had worked on making sure there's a nice sound from the engine and exhaust, it can be a little boomy at high revs. At lower speeds, the manual model sounded a little meatier to my ear.

Yep, I drove both the manual and the auto models, and I've got to say that if I had to buy one, and wanted to spend time at a track, it'd be the manual.

Admittedly it doesn't have the best shift action – it's a bit light and lacking feel – and it seemed that second gear ran out really fast. But the manual felt a little lighter on its feet, a little more malleable on the track, and, being more hands-on, it's the enthusiast's choice.

The auto is a huge improvement on the old CVT, but it's not perfect – even with the standard-fit paddle-shifters. In regular D mode, it is geared towards economy, but slip it to M for manual, and – oddly – it'll still shift gears for you but will hang on longer between changes. The shifts are relatively smart, but at times it didn't allow me to downshift or upshift when I really wanted to.

Hey, at least there is an auto option... You can't get that in the Fiesta ST. And a manual isn't an option in a Renault Clio RS... So kudos to Suzuki for offering something for every buyer.

As for the character of the handling of the Swift Sport, there's a lot to be liked.

It runs a Macpherson strut front end and a torsion beam rear, the latter of which you might expect to be a little underdone for a 'hot hatch'. But the balance on offer is really good, and it'll be playful in corners if you push a little too hard. Another 'thanks Suzuki' for its lenient traction control system, which doesn't interrupt you unless it really ought to.

The steering is pretty darn good, too. It isn't as pinpoint accurate as a Ford Fiesta ST, but it's involving and a lot of fun to pilot through a chicane or sweeping bend. Of course there's some understeer, and a little bit of torque steer too, but it's definitely fun enough to warrant the 'hot hatch' tag.

The Swift Sport runs ventilated front discs and solid rear discs, which help pull it up well ... for a few laps on a hot track. They did start to fade a little, but if you're not the sort of person who will pound their new Swift Sport on the track, you really needn't worry.

If you've watched the video and seen my track talent (or lack thereof), you may have noted that I said I didn't get a chance to drive it on the road... but a little bit of persuasion on my part after finishing the track part of the video saw me get a very brief road loop.

My 26 minute real-world drive saw me take in the sights of a little town called Broadford in Victoria, where I found some pockmarked streets and a speed-hump or two, and the Swift handled those contentions well. The auto in D mode in regular driving is perfectly fine, too, so don't stress it if you're thinking the transmission isn't the pick but you want an auto. If I never planned to take my Swift Sport to the track, the auto would be the hands-down pick.

Where it wasn't as stellar was the amount of road noise at higher speed. I left Broadford and hit the highway (very briefly), only to be nearly deafened by a lot of road noise in the cabin. Plus the suspension can be a little sharp at highway pace.

Most Suzuki Swift models have the maximum five-star ANCAP crash test rating – the base model GL missed out on achieving that score when tested in 2017 due to a lack of active safety kit. The Swift has six airbags (dual front, front-side and full-length curtain).

The Swift Sport has that kit, which includes auto emergency braking (AEB), lane departure warning (above 60km/h – has a warning light and can vibrate the steering wheel, but won't steer for you) and a driver sway control system that the company describes as a "drowsiness and distraction monitor".

It also has auto high-beam headlights and adaptive cruise control, plus a reversing camera with visual guideline. There are no rear or front parking sensors, or blind-spot monitoring, or rear cross-traffic alert, or reverse auto-braking... but you have to remember the price tag of this little monster is pretty low.

If you plan to carry children with you, the Swift has the requisite dual ISOFIX child-seat anchors for outer rear seats, plus three top-tether points.

The Mini Hatch and Convertible are covered by a three-year/unlimited-kilometre warranty. Servicing is condition-based but Mini has a five-year/80,000km servicing plan for $1240 in total.

Suzuki Australia backs its cars with a three-year/100,000 kilometre warranty – so there's no arguing that you can do better elsewhere.

The same might be said for servicing which is due every six months or 10,000km, with a capped-price service plan covering the little sporty Suzuki for five years/100,000km. Services are pretty cheap, though, at $175 for most of them, but $349 for the 24 month/40,000km visit, and $379 for the 48 month/80,000km.