Honda Jazz VS Suzuki Swift

The Jazz has always been a comfortable, easygoing car with performance figures to match. Its 0-100km/h acceleration is best described as leisurely, so if it's speed your after, this car isn't for you.

That said, the manual VTi is terrific fun to drive. Switch to the CVT, however, and the Jazz's reputation is restored. A good ride for front-seat passengers comes from McPherson struts up front while the rear suspension is by torsion beams, meaning rear-seat occupants can get a few shocks over bumps.

Road noise is a little higher than you might expect, but that's probably a combination of tyres and a commitment to lightness.

Obviously, being such a small car, manouverability is a key advantage. The turning radius is 5.2m, which is good but not super tight and the light, electric power steering makes dodging about easy. It certainly doesn't feel like it's on rails, but that's hardly what a car with a such a small engine size is about.

Ground clearance is 137mm, which is reasonable but jumping gutters is not advised.

In the base manual, you have a five-speed with a light clutch and an easy shift. For a motor missing out on a second cam, let alone a turbo, progress is swift rather than exciting, the engine droning away with a relaxed air. The CVT has an eco mode, which further blunts performance, but a ring of light around speedo glows green if you're behaving yourself.

MG claims the MG3 Hybrid will accelerate from 0-100km/h in 8.0sec and it feels quick, especially in ‘Sport’ mode, rather than the ‘Eco’ and ‘Normal’ settings.

No doubt the MG is the quieter of the two and it’s important to point out the MG3 is able to run on pure electric power, while the Suzuki cannot.

Suspension is by struts at the front and torsion beam at the rear and the MG feels bumpier over typical pock-marked and patched urban surfaces. That may have something to do with the MG3’s 1298kg kerb weight and slightly wider and lower profile tyres - 195/55 vs 185/65.

The MG steers nicely through a squared-off steering wheel, a la the ‘quartic’ wheel found in the Austin Allegro and Rover SD1 from the 1970s. Road feel is good.

Disc brakes front and rear do the stopping on the MG with three levels of regenerative braking available. The most aggressive setting slows the car markedly but won’t bring it to a full stop, so no ‘single pedal’ driving.

By comparison, expect the Swift to reach 100km/h in around 12.5sec and first impressions are dominated by the characteristically coarse three-cylinder engine and exhaust sound.

Flick the Sport button on the gear shift and performance becomes more urgent but it can’t match the MG’s punch. That said, you can feel that extra 60Nm of pulling power when you want it.

But it’s the Suzuki’s supple ride and nimble handling that stand it apart. Despite its shorter wheelbase and substantially lighter weight the little Suzuki irons out bumps and thumps beautifully.

The steering is well-weighted, accurate and responsive with excellent road feel. Braking is by disc at the front and, yes, drums the size of a small Tupperware container at the rear.

But jokes aside, in a car this light a good drum brake will work perfectly well and it does here. No levels of regen braking. As soon as you’re off the throttle a small light on the dash lets you know you’re sending energy to the battery.

In terms of miscellaneous observations, the MG’s front seats aren’t as comfy as the Suzuki’s. In fact, all who drove the MG3 noticed the driver’s seat cushion is overly firm towards the rear, pushing into your tailbone.

The driver’s door armrests are hard in both cars and there’s some mild wind noise in the Swift at freeway speeds.

Both are super-easy to park but the Swift is that bit smaller with superior visibility, and neither car has a rotary dial for audio volume with wheel, dash buttons or screen sliders instead.

Overall both of these light hatches offer excellent dynamics and refinement for the money, but the Swift delivers a more relaxed and engaging drive.