The Celerio is Suzuki's replacement for two previous small cars, the Alto and the Splash. Its many rivals include the Volkswagen Up!, Toyota Aygo and Hyundai i10.
The only engine available from launch is a 1.0-litre three-cylinder petrol unit, though this will be joined in April 2015 by a similar but more economical one called Dualjet. At the same time, Suzuki will introduce its AGS automated manual gearbox, which affects performance but not fuel economy or CO2 emissions. Pricing has not been confirmed in either case.
There are two trim levels, called SZ3 and SZ4 and costing £7,999 and £8,999 respectively in the models available from launch. The differences between them are minor - more important features are available on both. Pricing for AGS and the new engine has not yet been confirmed, but the latter is expected to cost an extra £500 or so.
The Celerio has only a three-star safety rating from Euro NCAP, but this is because it's not available with side airbags in some markets. All UK versions have these, so in this country the Celerio is effectively a four-star car.
Performance
Both engines produce a maximum of 67bhp, which is enough for the job, though you do have to push them hard if you want to get anywhere in a hurry (an amusing process, since they have a wonderful three-cylinder bellow which is almost worth experiencing just for the sake of it). The top speed is 96mph in every case, and the manual model with the launch engine can accelerate from 0-62mph in 13.5 seconds. With the new engine, the Celerio will do the same run half a second quicker.
AGS, which has all the usual problems associated with a manual gearbox but is nevertheless one of the best of its type we've ever experienced, does not affect the top speed but dulls the acceleration quite considerably. If you leave it to do its own thing, 0-62mph takes a very leisurely 16.4 seconds. You can, however, bring this down to 15.2 seconds by using the manual shift facility.
Ride and Handling
Moving away from a standstill is easier than in some other city cars, and the turning circle, while not as dramatic as that of the Renault Twingo, is usefully tight.
The only thing that's stopping us from giving the Celerio a five-star rating here is the way it fidgets over small bumps. Larger undulations are smoothed out quite beautifully. The handling is very secure, and the chassis can deal with more or less anything the engine throws at it. It's unlikely that anyone will buy the Celerio as a fun car, but that's exactly what it is if you want it to be. The steering is quite firm without being too heavy. The other major controls are lighter without being too flimsy, though the gearshift can feel fragile if you rush a change. Moving away from a standstill is easier than in some other city cars, and the turning circle, while not as dramatic as that of the Renault Twingo, is usefully tight. Limited rear visibility makes reversing difficult, but not to the same extent as in some rivals. Unless pushed very hard, the engine is impressively quiet, and there's none of the body shake you sometimes get while sitting at tickover in a small three-cylinder car. Road and wind noise can be high, as there's not much material to soak them up, but that's quite normal in this class.
Interior and Equipment
'Celerio' means, approximately, 'river in the sky'. It was the name used for the Alto in most non-UK markets.
The Celerio has the greatest amount of luggage room in its class, despite not being the longest car. With the rear seats in place, the capacity is 254 litres, which is a good figure, though one very nearly matched by the 251 of the Volkswagen Up!, SEAT Mii and Skoda Citigo and the 252 of the Hyundai i10. Folding down the rear seats increases the load volume to 726 litres. Rear-seat room is unusually generous. Carrying four six-foot adults would be out of the question in some other city cars, but it's perfectly realistic in the Celerio. The interior is well put together, though made from cheap materials. The design is traditional and nothing like as innovative as you can find elsewhere. Both the SZ3 and the SZ4 are fitted as standard with air-conditioning, 14-inch alloy wheels, daytime running lights, Bluetooth connectivity, DAB digital radio, a USB connection, height adjustment for the driver's seat, a split-folding rear seat, a tyre pressure monitor and five cupholders, two up front and three in the back. The wheels on the SZ4 are polished, and it also has electric rear windows, front foglights, electrically adjustable door mirrors and a mild exterior styling upgrade. There are two black marks. The steering wheel isn't adjustable for reach, and in place of a proper spare wheel there's a much less useful tyre repair kit.
Cost
Official combined fuel economy is 78.4mpg for the Dualjet and 65.7mpg for the others, though these figures are unlikely to be achieved by anyone who uses the Celerio mostly in town.
The Celerio's pricing is reasonable, though Suzuki will almost certainly lose customers by not offering a replacement for the £5,999 Alto. CO2 emissions are 99g/km for every model with the normal engine and 84g/km for those with the forthcoming Dualjet, so no one will be asked to hand over money in Vehicle Excise Duty. Official combined fuel economy is 78.4mpg for the Dualjet and 65.7mpg for the others, though these figures are unlikely to be achieved by anyone who uses the Celerio mostly in town. Glass's Guide has estimated that the Celerio will be worth 39% of its list price after three years and 60,000 miles, though it seems fanciful to suggest that anyone will drive a car like this so far in that period.
Our Verdict
If Suzuki had not done such a good job with the Celerio it would be reasonable ask why a potential customer should bother with it unless there happened to be a dealership right round the corner. In fact, though not the prettiest car in its class, it's one of the very best, with impressive space for passengers and their luggage and surprisingly delightful road manners. Choosing a city car was already far from an easy task before the Celerio came along, and it has become a lot harder now.