We haven’t been able to travel significant distances with the Suzuki
S-Presso, which joined our test fleet just before the national lockdown. David Taylor has nonetheless learnt a great deal about the Japanese brand’s newcomer. How does it stack up in the budget-car segment?
We like: Pricing, standard features, free insurance, nippy performance
We don’t like: Awkward driving position, vague steering, yet to receive a Global NCAP safety rating
Fast Facts
- Price: R147 900 (May 2020)
- Engine: Naturally-aspirated 1.0-litre 3-cylinder petrol
- Power/Torque: 50 kW / 90 Nm
- Transmission: 5-speed manual
- Fuel economy: 4.9 L/100 km (27-litre tank)
- Load space: 239 litres
Suzuki must have noticed how well the Renault Kwid and Datsun Go were doing in terms of sales in developing markets and naturally wanted a slice of that share… The S-Presso hails from the Suzuki stronghold of India, where these entry-level cars have been tremendously successful; the Kwid also features prominently in local sales charts.
At first glance, the Suzuki S-Presso’s styling is best described as awkward and unconventional, but that is not necessarily a criticism – car design seems to have become very safe and predictable of late, so it’s not all that often that something with ground-breaking looks comes to market. Hmm, is this a compact hatchback, or a baby SUV?
In S-Edition guise, the Indian-made newcomer could easily pass as the latter as this trim level adds design elements such as wheel-arch cladding, side body-cladding, silver upper-grille garnish and a front skid plate. The S-Presso’s 180 mm of ground clearance further leads us to lean towards a compact-SUV designation.
How it performs in terms of…
Performance and economy
Under the bonnet is a compact 3-cylinder, 1.0-litre petrol engine. It produces 50 kW and 90 Nm of torque and drives the front wheels via a 5-speed manual gearbox. Now, while those outputs seem paltry, it’s important to remember the Suzuki doesn’t weigh all that much and not a lot of power is required to get it going. With a kerb weight of just 770 kg, the little 1.0 S-Edition feels surprisingly nippy and agile to drive. Aided by a light-action clutch and snappy manual gearbox, the newcomer darts through the traffic as if it were a motorcycle, albeit a 4-wheeled one. That’s a win in our books, although you don’t really want to “stretch the engine’s legs” – it sounds quite harsh high up in the rev range.
True to most of Suzuki’s offerings, the new S-Presso is quite light on fuel. While we couldn’t quite achieve the claimed consumption figure of 4.9 L/100 km, the indicated return of 5.5 L/100 (after driving exclusively on urban roads – in other words, to the shops and back – was impressive. One minor gripe, however, is the size of the fuel tank (27 litres), which is only marginally smaller than the Kwid’s (28 litres), but consider that rivals such as the Datsun Go+ and Hyundai Atos offer 35-litre tanks.
Under lockdown, the S-Presso was limited to making supply runs for the most part. We spent the majority of our time behind its ‘wheel pottering through the suburbs, where its ride quality proved acceptable. Helped by 14-inch wheels wrapped in higher-profile tyres, the suspension absorbed cracks and bumps, especially those pesky under-tar tree roots.
The vehicle does tend to exhibit a measure of body roll when cornering at moderate speeds, which, given its tall stature, is to be expected. While the overall driving experience is fair, the Suzuki falls short of the benchmark set by its Korean rival – the Hyundai Atos, which exhibits arguably the best driving manners in its segment.
Our main gripe with the S-Presso is its perched driving position: you feel as if you’re sitting on the car, as opposed to in it. There’s no rake- or reach-adjustment for the steering column, so it’s tricky for tall occupants to get comfortable behind the Suzuki’s tiller. What’s more, the newcomer’s steering is fair, but it lacks feel and responsiveness.
Another annoyance was quite a bit of wind noise when travelling at triple-digit speeds. Parking manoeuvres proved an absolute cinch to execute, however; thanks to its tiny turning circle, the S-Presso can deal with (what would usually be) 3-point turns in 2 movements.
Interior execution and features
The cabin of the S-Presso is a fun and interesting space to occupy. There’s an air of youthfulness here, replete with bright, colourful trim around the centrally-mounted speedometer/trip computer module and ventilation outlets. There are some cheap-feeling materials, but that is par for this segment and not a deal-breaker whatsoever.
Budget cars used to be stripped-out econoboxes, but these days manufacturers load as many mod-cons into their entry-level products as they can in a bid to appeal to buyers looking for optimal value. The Suzuki comes with a 7-inch infotainment touchscreen with Android Auto/Apple CarPlay connectivity and USB/12V charging ports.
We’ve become accustomed to controlling the Android Auto interface via voice control (activated by a button on the steering wheel), but because the S-Presso does not have a multifunction ‘wheel, the service needs to be activated via a button on the touchscreen.
In terms of standard fare, there’s a manual air-conditioner, a reverse-view camera, rear parking sensors, electric windows, as well as Bluetooth connectivity.
On-paper safety features include anti-lock brakes with electronic brake-force distribution and dual front airbags. Suzuki claims its new Heartect platform has been designed to disperse impact energy better in the event of a vehicular collision. However, there’s yet to be a crash test for this newcomer, so we’ll wait for that before passing judgement on this vehicle in terms of its safety credentials. The budget segment doesn’t have a stellar track record when it comes to this, we’re hopeful the S-Presso will buck the trend.