76
hybrid assistance and a straightforward line-up sees two models in the standard Swift range with the entry level Motion having a manual 5-speed gearbox or CVT automatic transmission and the Ultra with the extra option of an all-wheel-drive. Just one engine, a 1.2-litre, 12-valve, 3-cylinder petrol unit is utilised across the range. My Ultra model (£21,049) was equipped with high beam assist, rear privacy glass, auto lights, heated front seats, wireless Car Play and Android Auto, navigation and keyless entry and start, rear parking sensors and the optional CVT automatic gearbox. I’m no fan of CVT boxes (not just Suzuki) because when you accelerate the engine revolutions remain high while the car gathers speed. There’s not the immediacy of throttle control; it’s not a fault, it’s just how CVT gearboxes work. If you feather the accelerator and aim for gradual progress, then much more aural refinement ensues. CVT gearbox apart, the Swift is a delight to drive with a peppy engine, despite its on-paper less than quick performance and nicely weighted, precise
BMW IX2 Beauty is in the eye of the beholder T
he original BMW X2’s rather low-slung driving position didn’t really mark it out as an SUV, yet it wasn’t exactly a coupé either. With the
latest X2 this arguably problematic identity crisis has been resolved as the new version’s rakish rear roof line make for an undeniable SUV-Coupe. Think of a more diminutive X4 and X6. In its new guise with a choice of petrol, mild hybrid and full electric power, all automotive bases are covered. In iX, all-electric guise, it’s an obvious competitor for the Polestar 2, while in petrol mode Audi’s Q3 and others are likely rivals. The range encompasses four models, two electric
and two petrol, with prices starting from £40,515. As with all BMWs there’s a feeling of driving something premium, a little bit special and even at these prices there are alternatives that don’t possess that ambience. Standard fare includes LED headlights and rear lights, auto tailgate, auto air dual zone conditioning, heated front sports seats, cruise control with brake function, parking assistant and automatic transmission. The lead-in engine is a 1.5-litre, 3-cylinder
xDrive30 with 306hp and all-wheel-drive with ranges of 283 miles and 429km/267 miles respectively. On the road the iX2 offers the promise of a decent
than capable of being hustled along twisting cross country roads with aplomb.
turbocharged petrol with mild hybrid assistance developing 167hp. There’s also a 2.0-litre, 4-cylinder turbocharged petrol engine with an impressive 295hp and all-wheel-drive. In electric power there’s the single motor eDrive20 with 204hp and the dual motor
...more
range, however as with all statistics conditions such as the type of driving and the weather can all affect the ultimate range. In most cases, according to BMW’s research, EV customers largely charge their cars at home so ultimate range may not be an issue that often. It doesn’t change the fact though that when you need to undertake a long journey the public charging network, while marginally better, still needs major improvement. Back to the BMW! The good news
continues as the iX2 is noticeably lacking in road and wind noise, not always a given with EVs. The ride quality, as you might
expect from BMW, is suitably tight and more than capable of being hustled along twisting
cross country roads with aplomb. At the forefront of bold design BMW realise that some may not take to the iX2’s styling, but beauty is in the eye of the beholder and I can see more than a few drivers falling for the iX2.
steering. Quite capable of keeping up with traffic on longer motorway runs, it’s arguably at its best in towns and on cross country drives. The ride comfort is as fine as one might expect with our awful roads, although others do perform better in that regard albeit they are quite a bit more expensive. Suzuki has resisted the march of oversized cars, so
the Swift is neatly compact yet offers decent interior space even for rear seat passengers. The interior is where you can see costs have been carefully managed with a lot of hard plastics on display. That said, it all feels very well bolted together and is a pleasant place in which to travel. All told, the Swift is an enduringly likeable car that’s
fun to drive, economical to run and feels like it will more than last the course of everyday car ownership. Suzuki’s seeming policy of evolution rather than revolution with its design and character helps in that regard. Personally, the lead-in Motion model represents the best value and, crucially, with that manual gearbox proves to be the most fun.
Page 1 |
Page 2 |
Page 3 |
Page 4 |
Page 5 |
Page 6 |
Page 7 |
Page 8 |
Page 9 |
Page 10 |
Page 11 |
Page 12 |
Page 13 |
Page 14 |
Page 15 |
Page 16 |
Page 17 |
Page 18 |
Page 19 |
Page 20 |
Page 21 |
Page 22 |
Page 23 |
Page 24 |
Page 25 |
Page 26 |
Page 27 |
Page 28 |
Page 29 |
Page 30 |
Page 31 |
Page 32 |
Page 33 |
Page 34 |
Page 35 |
Page 36 |
Page 37 |
Page 38 |
Page 39 |
Page 40 |
Page 41 |
Page 42 |
Page 43 |
Page 44 |
Page 45 |
Page 46 |
Page 47 |
Page 48 |
Page 49 |
Page 50 |
Page 51 |
Page 52 |
Page 53 |
Page 54 |
Page 55 |
Page 56 |
Page 57 |
Page 58 |
Page 59 |
Page 60 |
Page 61 |
Page 62 |
Page 63 |
Page 64 |
Page 65 |
Page 66 |
Page 67 |
Page 68 |
Page 69 |
Page 70 |
Page 71 |
Page 72 |
Page 73 |
Page 74 |
Page 75 |
Page 76 |
Page 77 |
Page 78 |
Page 79 |
Page 80 |
Page 81 |
Page 82 |
Page 83 |
Page 84 |
Page 85 |
Page 86 |
Page 87 |
Page 88 |
Page 89 |
Page 90 |
Page 91 |
Page 92 |
Page 93 |
Page 94 |
Page 95 |
Page 96 |
Page 97 |
Page 98 |
Page 99 |
Page 100
