The Celerio’s key selling points are its greater-than-average size and the added usability that brings.

Suzuki has positioned the car at the larger end of the microcar class, making it longer and taller than almost every direct competitor.

The Celerio is built from a new high-strength steel platform, designed above all else for packaging efficiency

And although it is only averagely wide, the Celerio also provides an extra seatbelt, which makes it a rare five-seater in a segment where space for four is the norm. That’s the theory, at any rate. The reality will be assessed by our tape measure in due course.

The car is built from a new high-strength steel platform designed above all else for packaging efficiency. Its suspension has likewise been configured to free up space in the car, with a class-typical MacPherson strut-type suspension figuring up front but a new torsion beam arrangement at the rear with what Suzuki calls “flattened ends” that make for greater underbody strength as well as a lower boot floor.

The Celerio’s styling is intended to imbue it with a more distinguishing air of quality than is evident in some of Suzuki’s other recent offerings. The conjoined chrome grille and headlights and deeper-sculpted styling features, which cross several panels in some cases, combine to make this a fairly attractive car but not an outstanding one.

Above all else, the Celerio lacks a bit of distinguishing visual charm of the sort that the Toyota Aygo and Renault Twingo trade on, and it’s a conspicuous absence. 

There are only three trim grades – entry-level SZ2, SZ3 and the more generously equipped SZ4, as tested – and one engine option: Suzuki’s ‘K10B’ 1.0-litre three-cylinder petrol engine, driving through a five-speed manual gearbox or a five-speed automated 'box. Suzuki also introduced a Dualjet version of the same engine producing the same bhp and a tad more torque in the pursuit of greater efficiency. It sees the 1.0-litre unit equipped with two injectors per cylinder, a higher compression ratio, cooled exhaust gas recirculation and an start-stop technology.

Made slightly lighter and lower on friction than the version in the Alto and Splash, the motor produces 67bhp and 66lb ft and emits 99g/km of CO2 – competitive stats, but no great shakes. While the Dualjet version produces 67bhp and 68lb ft and emits a mere 84g/km of CO2.

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