Suzuki Ignis 2017 Review

Suzuki Ignis GL and GLX
Local Launch Review
Northern suburbs, Melbourne

Somewhere between the Kia Soul and the Fiat 500 is a vacant patch of market that Suzuki expects to fill with its new Ignis, essentially reviving in parallel styling cues from the 1970s and a nameplate retired in 2005. The new Ignis is a lightweight hatch that shares mechanicals and architecture with the Baleno, but fancies itself as a diminutive SUV. More important to prospective buyers than its packaging, however, will be its cool factor.

Stepping out of a Porsche Cayman S into an SUV-like hatch powered by a 1.2-litre engine should be the ultimate setup for a bout of intense disappointment.

Yet the brief drive programme for the new Suzuki Ignis left me with a generally favourable impression, despite having swapped the Zuffenhausen wunderwagen for this tiny little hatchback that’s aimed at buyers who are probably at least 20 years younger than me.

Suzuki had no manual variants on hand for the media contingent to test, hinting that the cheapest model in the range is not expected to sell in large numbers. Never mind, the Ignis is not at the pinnacle of driver’s cars anyway – and that’s in keeping with its rivals in the VFACTS light-car segment.

The vehicles tested were either the entry-level GL riding on 15-inch steel wheels or the upmarket GLX on 16-inch alloys. Both cars were equipped with the same, naturally-aspirated four-cylinder, matched to a continuously variable transmission (CVT).

While the engine is not a tyre-shredding powerhouse, it’s quiet until revs build up to around 5000rpm and it gets there producing little vibration. It also produces enough torque in the lightweight hatch to keep up with traffic and even power ahead if the driver demands.

The CVT is a good match for the engine too, allowing the four-cylinder to reach mid-range revs for optimal acceleration with little of the droning that usually accompanies heavy use of the throttle in cars with this type of transmission. Suzuki is to be commended for the calibration of the CVT, although two different cars driven did exhibit an odd shudder on multiple occasions when the engine was called on to supply significantly more performance at short notice.

Fuel consumption posted by the trip computer was 11.1km/L on a route that mixed an 80km/h-limited section of the Tullamarine Freeway undergoing roadworks with 60km/h-restricted built-up area. That converts to about 9L/100km, which is a far cry from the official figure of 4.7L/100km, but a week-long road test will be a fairer assessment of the Ignis’ fuel economy.

On the freeway’s parlous stretches of coarse-chip bitumen the Ignis was quiet and composed, with excusable levels of road noise infiltrating the cabin. There was some subdued wind noise also, but the drivetrain was nowhere to be heard.

In corners and under brakes, the centre of gravity and soft suspension were frequently apparent by the impact on weight transfer. At higher speeds the body control was not entirely ideal, with body roll conspicuous from the gentlest tug on the tiller. But the car was stable and poised at touring speeds, in the calm conditions prevailing.

The steering is direct and while I found it was acceptably light for target buyers, there was also enough weight as the speed rose. It was easy enough to hold the Ignis on-centre, but at speeds above 60km/h the steering proved harder to judge, with the Ignis turning in faster than expected. At lower speeds, on the other hand, the car was prone to scrub its front tyres and applying power widened the radius of the turn.

Ride comfort felt slightly better in the GL model, riding on its 15-inch steel wheels. There wasn’t much in it, but the Ignis GLX, with its 16-inch alloys felt less inclined to shake off sudden impacts at lower speeds.

In contrast with our review of the Ignis SVHS overseas, the  brake pedal feel in the conventional (non-hybrid) cars sold here was fine. It was progressive and strong, but there was more than adequate assistance for the likely target buyer.

Inside, the Ignis offers a dash layout that’s very easy to read, and the instruments just don’t get any simpler to use. Everything is where it should be, and inexperienced drivers will take to the Ignis like the proverbial duck to water. I found the driving position to be right for me, although some drivers might miss reach adjustment in the steering column.

The comfortable seats could do with more side bolstering, although most buyers probably won’t care or even notice. There's a lever by the side of the seat base to recline the backrest. A rotary knob would be easier to use for older drivers.

Both the GL and GLX models tested were upholstered in two-tone plastics, with the white textured plastic on the door cards very reminiscent of the same plastics used in Esky lids. It’s a bit cheap, but the panel fit looks tight enough and the plastics are durable.

Given the price of the Ignis, the functional but broadly pleasant packaging was quite convincing. It’s a roomy little car for adults in the front and the rear.

Indeed, the sliding rear seats of the Ignis GLX do liberate plenty of room in the boot, if required, although at 271 litres the boot is fairly generous anyway, in a car that’s just 3.7m long.

The rear seat, slid all the way back (it’s a fixed base in the cheaper Ignis GL), provides uncompromised headroom and easy access. I found rear-seat knee room was ideal for me, with the front seat adjusted to suit my driving position, and adults can stretch out a bit by placing their feet under the high-mounted front seat base.

The air conditioning system in the Ignis deserves an honourable mention, easily keeping occupants cool on a 32-degree day in Melbourne. There were no vents in the back, but it’s rare for cars priced below $20,000 to offer that sort of facility.

One of the selling points for the Ignis will be the dealer-fit custom features. Suzuki Australia can offer buyers an array of different colours and coordinating trim to individualise each Ignis sold. And buyers won’t have to wait months for the accessories to arrive before taking delivery of the new car, as is often the case with some prestige or near-prestige brands. But the Ignis is not like the Kia Soul. Customisation is not foremost among the reasons for buying the Ignis.

It’s the packaging that will endear the Ignis to young people (and perhaps the bowls set too, in view of the car’s high hip point and light-but-solid door closure). A car that’s easy to park and yet accommodates four adults in reasonable comfort, the Ignis is well priced and well equipped to suit buyers who want something that little bit different from the run-of-the-mill family hatches.

2017 Suzuki Ignis GL and GLX pricing and specifications:
Price: $17,990 (GL with CVT, driveaway), $19,990 (GLX, driveaway)
Engine: 1.2-litre four-cylinder petrol
Output: 66kW/120Nm
Transmission: Five-speed manual (GL only) or continuously variable (optional for GL, standard in GLX)
Fuel: 4.7L/100km (ADR Combined, manual), 4.9L/100km (ADR combined, CVT)
CO2: 107g/km (ADR Combined, manual), 114g/km (ADR combined, CVT)
Safety Rating: TBA

What we liked:
>> Refined engine with decent performance
>> Well calibrated CVT
>> SUV packaging in a light hatch

Not so much:
>> Price drives interior ambience
>> Driveability is adequate rather than outstanding
>> Fuel economy may not live up to expectations

Also consider:
>> Fiat 500X (from $26,000 plus ORCs)
>> Honda Jazz  (from $14,990 plus ORCs)
>> Skoda Fabia (from $16,490 plus ORCs)

Related reading:
>> Suzuki Ignis 2017 Review
>> PARIS MOTOR SHOW: Suzuki Ignis