Suzuki Ignis GLX 2020 Review

They might come bigger, and they might come more expensive, but nothing comes near the updated 2020 Suzuki Ignis for sheer, chunky sassiness.

Not that it has many competitors. Although lumped into the light SUV category, there’s nothing out there that is more compact or adventurously crafted than the matchbox-size (and shaped) Suzuki. And that includes segment newcomers such as the Volkswagen T-Cross, SsangYong Tivoli, and Hyundai Venue. If there was a micro SUV category, that’s where the Suzuki Ignis would realistically belong.

As more of a facelift than a significant upgrade, it’s hoped the ‘Series II’ two version of the second-generation Ignis will reignite interest. Up to May 2020, Ignis sales numbered in the hundreds where the top-selling and way bigger Mazda CX-3 was comfortably into the thousands.

So, in the overall scheme of things, where does the shrink-wrapped Suzuki fit?

Here we look at the top-spec Suzuki Ignis GLX (it’s also available as a base GL) to experience the changes while reacquainting ourselves with the small-car specialist’s take on how best to make an impact at the bottom end of the SUV segment.

The pricetag of the 2020 Suzuki Ignis has been increased marginally to reflect a new look even Blind Freddy couldn’t help but notice. The grille, characterised by some as cloning the Jeep look, is bolder, as is the entire lower front assembly which is suggestive of an off-roader with its pseudo mini nudge bar/skid plate/sump guard. The ‘Series II’ Ignis’ tail is different too, picking up a new lower moulding reminiscent of what you might see on a brand-name sports shoe, while standard roof rails, on both GL and GLX, help try to justify the SUV tag.

The dollar changes are not huge. The auto-only GLX is $1000 dearer at $19,990 while the GL auto has been bumped by $1300, going from $17,690 to $18,990. The manual GL is up from $16,690 to $17,990.

Apart from the Ignis GLX’s 16-inch alloy wheels (the Ignis GL gets steel 15-inchers), the equipment levels don’t differ dramatically. Both versions come with touch-screen sat-nav, Apple CarPlay/Android Auto, Bluetooth, voice control and cruise control as standard. Our premium-spec GLX test car adds climate control, push-button starting, 50-50 split-fold rear seating and an extra couple of speakers to the GL’s four-speaker sound system.

No leather trim, powered or heated seats or reach-adjustable steering here either.

The Ignis is cloth-trimmed throughout, with nary a sign of soft-touch materials on the dash, or the doors, or anywhere.

That said, the Suzuki Ignis doesn’t shout “budget” too loudly. Although the dash display looks a bit old-school frumpy and the open slot on the passenger side is too small to be of any real use, the overall layout and the trim/colour combinations relieve any sense of boredom.

Only one thing really gives away the Suzuki’s humble origins: the flimsy, low-rent carpeting.

Not expecting cutting-edge safety technology in the light SUV segment’s cheapest car? Well, you won’t be disappointed to learn that, apart from stability control and disc/drum anti-lock braking with brake assist and electronic brakeforce distribution, the 2020 Suzuki Ignis avoids virtually all new-age electronic safety aids.

About the only nod to modernity you’ll find is a reversing camera, with a relatively high-res screen.

There are six airbags but with the lack of autonomous emergency braking (AEB), front or rear parking sensors and no mention of an ANCAP safety rating, the Ignis runs somewhat at the back of a (higher-priced) light SUV pack.

These days carsales mandates AEB as a ‘must have’ for carsales Car of the Year contention. We believe its absence from new cars is no longer acceptable – even if it doesn’t guarantee your purchase will also boast five stars.

Although in some markets the Ignis complies with EuroNCAP requirements, Australia’s second-generation Suzuki Ignis doesn’t have an ANCAP rating, and never has.

There are bright sides. The Ignis comes with a five-year, unlimited-kilometre warranty, five years of roadside assist and capped-price servicing, the latter scheduled for 12-month or 15,000km intervals.

The 2020 Suzuki Ignis GLX’s drivelines remain unchanged. The engine is a non-turbo 1.2-litre four-cylinder that produces 66kW, along with a commendable-for-capacity 120Nm of torque.

This is driven in the GLX through a standard CVT transmission that is, unless the Ignis is being treated mercilessly, refreshingly free of the normal constantly-variable foibles.

On part throttle, the little Suzuki’s driveline feels quite refined, and delivers with often-surprising verve – whether you’re forging away from the traffic lights or maintaining a set speed on freeway ascents.

Until a few passengers arrive, that is. The disparity between laden and unladen performance is marked. Loaded with three of the four occupants it’s able to carry, the Ignis starts to feel the pinch – as you would expect with a kerb weight starting as low as 865kg.

If a bit of luggage is also brought into the equation, the shortcomings of the Ignis are brought more into focus. City car, maybe – it’s no highway hauler.

Despite its need to be worked hard to produce any sort of performance, the Ignis is thrifty enough. We recorded an average of 5.8L/100km over a mix of driving conditions which veered towards urban and often included a full four-passenger load.

The claimed 4.9L/100km would only come with a bit of driver judiciousness. The 32-litre tank should provide a range of around 500km on 91 RON fuel.

There’s a bit of a surprise when you take stock of how much passenger and luggage space this minuscule SUV offers. Although the narrowness of the four-seat cabin can’t be disputed, the headroom and legroom available even in the second row are equal to, or better than, some nominally larger SUVs.

The boot seems smaller than the specifications suggest (264 litres, expanding to a seats-folded 1104 litres) with reasonable height but not a lot of width or depth.

These observations are clearly connected to the Suzuki’s very narrow but relatively high proportions – it’s actually taller than a Mazda CX-3. Although the Ignis GLX comes with 50-50 sliding (and reclining) rear seats which help juggle passenger and luggage space, you’ll still need to plan ahead if you want to carry anything of consequence.

On its MacPherson Strut/torsion-beam suspension, the Suzuki Ignis handles well enough but the tall, narrow cross-section conspires against it – as do the skinny, high-profile 175/60R16 tyres and the lightly weighted, but not quick, steering. Taking 3.6 turns to spin from lock to lock, its busyness at the helm is partly explained by the tight 9.4-metre turning circle.

The ride is helped by the high-profile tyres but is only good up to a point. There’s clearly not a lot of suspension travel and some harsh suspension response intrudes if you encounter a decent mid-corner bump.

Road noise starts filtering into the cabin at highway cruising speeds.

For the money, however, there’s nothing quite like the Suzuki Ignis. Like its off-road capable Jimny 4x4 sibling (which is currently out-selling it at a rate of more than four to one), it’s minimalism but it retains real attitude.

The new-look front end, and the more purposeful stance stemming from added-on wheel arch extensions, is anything but apologetic and the colour schemes are pretty edgy too. Our review car was painted in a new light-Khaki pearlescent hue, set off nicely by the five-spoke, black alloy GLX wheels. It looked an absolute treat on the street.

And the packaging, given its minute proportions, is quite surprising, and the driveline does what’s expected of a light-class SUV – performs acceptably well and returns good fuel figures.

But for all its charms, it’s important to remember that the 2020 Suzuki Ignis, as the most financially accessible SUV on the market, does not offer the safety tech you’ll find in new generation segment arrivals.

That’s the most significant thing to consider before succumbing to the Ignis’ cobby allure.

How much does the 2020 Suzuki Ignis GLX cost?
Price: $19,990 (plus on-road costs)
Available: Now
Engine: 1.2-litre four-cylinder petrol
Output: 66kW/120Nm
Transmission: continuously variable automatic
Fuel: 4.9L/100km (ADR Combined)
CO2: 114g/km (ADR Combined)
Safety rating: N/A