BMW 520i vs Suzuki Fronx

What's the difference?

There’s no getting around the i5 being a rather expensive offering. More than $150,000 to get into an electric sedan that’s not much faster than a hot hatch is a big ask, but there’s plenty to enjoy about the 5 Series.

Things like its heated leather seats shouldn’t be the reason you’re willing to spend so much on a sedan when a $50,000 hybrid SUV will score you the same, instead it’s the fact the 5 Series is a delight to drive and hasn’t lost the feeling of prestige the badge has earned over the last half a century.

In terms of value - if speed isn’t your focus and you’re less of a gadget-type-operator when looking at cars like this - the 520i has the style and comfort you’d need and at $100K less than the M60.

And in terms of large electric sedans, the i5 eDrive40 is cheaper than a Porsche Taycan (by a little) or an Audi e-Tron (by a lot). The Genesis G80 Electrified is the closest cheaper rival, by about $10K, or the less powerful Mercedes EQE is similarly priced at $154,900.

Essentially, if you’re looking at a 5 Series, it might be worth considering if you really need it to be electric, but if so, there aren’t many alternatives in its category for the price.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

If you’re considering a small car, particularly if an SUV is the goal, a Suzuki should in most cases be on the shopping list. Back-to-basics motoring is key to the brand’s identity. Its most popular model is a tiny ladder-frame 4X4, for example. Hi Jimny.

The Fronx doesn’t break new ground in any practical sense, but it does come in with a decent price and list of features that should sway plenty of small-car fans in the showroom.

It’s decent to look at, comfortable for the segment, and easy to get used to and drive. The numerical rating on this review betrays just how likeable the car is.

It’s not extremely refined and it starts to lose its dynamic shine on rough roads, but in an urban setting the Fronx should excel.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

If you’ve watched other members of the BMW family go into a new generation within the last few years - the 3, 4 and 7 Series particularly, you won’t be too surprised by what you see here. Especially with the latter, having seen the petrol variants look roughly the same as the electric ones.

BMW specifically made the petrol 520i and the i5 variants look similar for egalitarian purposes - to not disenfranchise 520i buyers who are still spending a fair chunk of cash but might not be ready to go EV.

That means all three variants score a mix of new and old. The kidney grille remains and isn’t as large as on the M3 or 4 Series, while the bonnet line following it and the ‘character line’ down the car’s side also remain. And yes, the Hoffmeister kink where the C-pillar meets the passenger window’s lower corner is still there.

On that C-pillar though is a ‘5’ stamped into the bodywork, new to this generation, while the front grille as mentioned has a glowing light surround - the brand’s ‘Iconic Glow’ already seen on the 7 Series.

Overall, thanks to being slightly larger in every dimension, the new 5 is starting to look bigger than a 7 Series from a little while ago. And that’s because it is - its body is overall longer than an E65 7 Series from the mid-2000s.

It’s 5060mm long 1900mm wide, 1515mm tall (97mm longer, 32mm wider, and 36mm taller). Its wheelbase is 20mm longer too at 2995mm. 

‘Fronx’ as a name doesn’t exactly scream ‘cute’, but the little SUV has a pretty classically Suzuki design. This is not a complaint at all.

The Fronx is 3995mm long, 1765mm wide and 1550mm tall, but despite its diminutive dimensions the brand has opted to lean into a ‘coupe’ style with a sloping roofline that creates a relatively sporty look, especially for something with a two-digit power figure.

So while some of Suzuki’s designs have been divisive in Australia (Ignis, anyone?) the Fronx takes a slightly more conservative approach by leaning into more design trends than just the coupe-back SUV shape. 

For example, its tail-lights span the width of the tailgate rather than simply flanking the boot as was standard for decades.

The LED daytime running lights at the front are also arranged in a slim, high-up position with a set of headlights below.

Inside is arguably more conservative than out, as the Fronx goes with a fairly standard formula in terms of its layout, with few premium materials (the synthetic leather on the seats feels cheap for example) or adventurous design elements to be found.

But that’s not such a bad thing.

A longer wheelbase means more space inside, where the 5 Series also still looks fairly familiar to those who have spent any significant time in a recent model BMW.

BMW has historically been pretty bang-on with ergonomics, and the new-gen 5 does a good job of sticking to that. Comfortable sports seats and quality feel for the materials on touch points mean the 5 Series feels nice to be in, and relatively restrained interior design for a somewhat luxurious car means it looks nice too.

It’s let down only by a couple of things - its multimedia screen and Operating System 8.5 is a little less simple to use now, and requires more touching the screen than previous iDrive systems, rendering the scroll wheel less useful.

The BMW Interaction Bar too is a little tricky to see controls on, as well as lacking physical feedback for using controls. Vent flow controls are digital sliders on the Bar, while vent direction is controlled by an unusual ‘joystick’ style control nearby.

The rear seat is plenty spacious, as you’d expect from a large sedan, with climate controls and ports for charging devices in the rear.

Because for all the conservative, even outdated, styling in the cabin, the fact is it’ll be refreshingly familiar to someone who’s getting out of a car from perhaps even before the year 2000.

Suzuki’s place at the budget end of the new-car market means its customers are likely either quite young and buying their first new car, or relatively old and looking for a cheap, rarely used runabout as the ‘last car’.

For the former, a lack of techy distractions is paramount. For the latter, ease of use wins over cutting-edge tech in most cases. Which is why it’s probably okay that the Fronx’s multimedia touchscreen and software wouldn’t feel out of place almost a decade ago.

It can be a tad fiddly to use at speed, but it’s still more straightforward than the ‘iPad-like’ systems Tesla has made popular, and there are physical controls for important functions like climate control.

There’s also a row of ever-present haptic buttons for volume controls and navigation shortcuts.

The ergonomics of the interior are quite basic, but there are no red flags in terms of visibility, reach, or placement. 

The head-up display is a bonus, but the physical dials on the dash rather than a digital driver display are clear enough, despite again feeling nabbed from a time before head-up displays even existed. 

Space for the front passengers is decent, it’s not cavernous but it’s far from cramped. Elbow rests and seating positions allow for a relaxed ride.

The back seat is a slightly less comfortable place, but at 178cm I can sit behind my own seating position without my knees touching the seat in front, and my head has just enough space above to accommodate the top of a mullet.

Behind that, luggage capacity in the boot is 304 litres, or 605 litres with the rear 60/40 split seats folded.

There’s also no space-saver spare tyre, just a repair kit as standard.

There’s only one variant of the Fronx, and it lands at $28,990 before on-road costs. It’s also relatively stacked when it comes to features, and Suzuki is even working on a sub-$30K drive-away offer for its on-sale date in September this year. We’d expect that means about $29,990 DA, though that’s to be confirmed down the track.

For something at that price point, features aren’t lacking. While things like wireless phone charging and wireless Android Auto and Apple CarPlay have become almost expected for even entry-level cars in Australia, the Fronx also features heated synthetic leather seats and a leather steering wheel.

It’s the first Suzuki in Australia to feature a head-up display, and there’s also a standard surround-view parking display thanks to a set of cameras.

The Fronx’s 9.0-inch multimedia touchscreen is joined by a small 4.2-inch driver display nestled between physical dials for the speedometer and tachometer. Exterior lighting is LED front and rear, with auto headlights and manual levelling.

The only extra-cost option for the Fronx is a choice of ‘premium’ single- or two-tone paint - Arctic White Pearl is the standard no-cost colour. Single-tone paint is $745 extra, while two-tone options are $1345, which is a lot pricier than many premium paint options in the market.

The Fronx comes in at the same price as a mid-to-high spec Hyundai Venue, Kia Stonic or Chery Tiggo 4, but some rivals like the Mazda CX-3 or Toyota Yaris Cross (with its Hybrid drivetrain) are more expensive even in their lower variants.

Despite BMW calling it ‘electrified’, the base 520i is only a mild hybrid so most wouldn’t realise unless they were told.

Its turbocharged 2.0-litre four cylinder puts out a modest 153kW and 330Nm, with power and torque sent to the rear wheels via an eight-speed automatic transmission.

BMW claims it’ll knock over the 0-100km/h sprint in 7.5 seconds, a few seconds too slow to blow anyone’s socks off.

The mid-spec eDrive40 has a little more kick to it, its rear-mounted electric motor capable of 250kW/430Nm and able to cut that time to 6.0 seconds.

It’s fitted with an 84kWh battery to draw its power from, the same as the 442kW/820Nm M60 with its all-wheel drive dual-motor setup.

The M-tuned i5 can hit 100km/h in a claimed 3.8 seconds. Bye bye socks, perhaps.

The Fronx is powered by a 1.5-litre four-cylinder engine with mild-hybrid assistance, driving the front wheels via a six-speed automatic transmission. 

Its outputs are quoted at 76kW and 137Nm, not exactly high-grade stuff and part of the reason the Fronx feels like it takes more than 10 seconds to hit 100km/h.

BMW claims the petrol 520i sips 6.7 litres per 100km from its 60-litre fuel tank, though we were unable to independently test any of the claimed figures on the launch day.

The base car has a theoretical range of 896km if it was possible to achieve the claimed fuel consumption figure for the duration of the whole tank - but it isn’t and realistically you could knock about 20-30 per cent off that, depending on how enthusiastically you drive.

In the i5 variants, the same 84kWh battery provides slightly different ranges due to the eDrive40 using 16.56kWh per 100km, and the M60 using 18kWh.

The eDrive40 has a claimed 550km maximum range, while the M60 has a 506km figure thanks to its extra motor and weight.

Suzuki claims fuel consumption at 4.9L/100km. With its 37-litre fuel tank, the Fronx should be able to manage more than 600km on a single tank, though theoretically its maximum range given its claimed fuel efficiency is 755km.

For some cars, the list of features is what really separates the variants, but that’s not the case for the 5 Series. As is a bit of a BMW tradition, the drivetrains dictate the different trim levels and prices, and there are three fairly distinct flavours of 5 Series.

Starting at ground level, the 520i might at first seem like a bit of boring vanilla. Except it’s actually quite smooth and light vanilla.

There’s not a lot to write about when it comes to its drivetrain, but the lightness of its engine and petrol tank combo when compared to EV batteries and motors is refreshing, and makes for a quite dynamic rear-drive sedan.

Its 153kW and 330Nm is delivered smoothly enough with the mild hybrid assistance doing a little in helping responsiveness, but without intervening in the gearshifts it doesn’t feel particularly keen.

It lacks the ride comfort of the i5’s adaptive suspension, but it’s able to be driven in a spirited manner that belies its size and even, to some extent its 1725kg kerb weight. Chocolate sprinkles on the vanilla, if you like.

It’s not fast, but it feels nimble compared to its electric siblings and can carry a fair bit more speed through corners, after which there’s room to notice its rear-drive characteristics.

It’s especially noticeable after getting out of the 2130kg eDrive40, though the extra power from its 250kW/430Nm motor makes for some more spirited acceleration and a little more excitement when exiting a corner, especially if you’re aiming to double-check if it really is rear-wheel drive. There’s a little more than choc-topped vanilla going on here.

The steering is, like in the 520i, direct and responsive, though in most cases is probably best set to ‘comfort’ rather than ‘sport’ in its settings. 

The eDrive40 is rather comfortable and capable when barrelling through twisty backroads, and doesn’t feel out of hand for a five-metre-long sedan. It holds its weight well, and telegraphs when you might be approaching the limit quite sensibly.

When considering that, then, it’s impressive how brutally capable the 2305kg M60 is.

Here, we’re looking at a double-choc fudge with extra choc, and maybe some cookie dough in there for good measure. There’s a lot to like, but boy is it heavy.

It’s 580kg (or exactly half a Peugeot 208 GTi) heavier than the 520i, but it feels quick on its feet and its anti-roll seems to do a lot in terms of dynamics, the limiting factor really seems to be its tyres (which can and will squeal quite quickly to let you know when approaching said limit).

While you’ll need to take caution with how much speed you approach a corner with, you’re not going to lack acceleration on the other side, its all-wheel drive being less ‘fun’ but more efficient at getting you away from the bend than in the rear-drive eDrive40.

That adaptive suspension does also translate to a comfortable ride on relatively rough roads - only particularly bad bumps will reveal how much weight and pressure is being placed on each corner of the big sedan.

How you plan to use the Fronx will make a big difference in whether what you’re about to read is a good thing or not. 

The Fronx is a light SUV for a start, so expecting brilliant handling, effortless acceleration and a dead-quiet cabin is going to mean you’re disappointed.

But if you want something easy, engaging and fun, the Fronx might work for you.

Our brief test loop wasn’t entirely indicative of what the Fronx is likely to face day-to-day. With limited time and no preset drive program, the roads within a 20-or-so minute drive of Nagambie, Victoria had to suffice.

The Fronx fared well on the average road, it turned out, with the 1064kg Suzuki managing to feel planted enough to hurl along 100km/h back-roads without complaints. It rides on the same platform used recently by the Suzuki Baleno, something I’ll admit to not having driven.

The rougher roads didn’t faze the light SUV too much, though consistently uneven surfaces made it feel unsettled in some cornering.

Its steering and suspension give enough feedback to make the right inputs easily, though the nature of its light weight and minimal accoutrement in terms of driver assistance make the Fronx feel very rudimentary from the driver’s seat.

At low speeds around the centre of town, the Fronx manages the state’s terrible roads well, though taking off from intersections can be laborious. Much like overtaking, the drivetrain will complain.

And don’t expect its mild hybrid system to do a lot in the way of hard work - or any work at all, really. You could take the hybrid badge off the car, let someone have a drive, and they’d be none the wiser.

From the limited observations on the launch, the Fronx would feel best at home in suburbia or a metropolitan centre more so than on the Hume Highway or the towns dotted alongside it.

Essentially, this is not a refined road trip car for the highway, but its no-fuss approach to getting around means you shouldn’t be surprised if you start seeing them in the car parks at universities or bowls clubs.

A big part of many buyers’ decisions about a new car is safety, and the Fronx is pretty basic on this front.

Six airbags cover front and sides for the front passengers, and there are curtains down the sides of the car, but there’s no front centre airbag and no ANCAP rating has been applied to the Fronx as yet.

In terms of active safety, the Fronx has listed among its standard features auto emergency braking (AEB), ABS and brake assist, lane departure warning, hill hold control, weaving alert, blind spot monitoring, traffic sign recognition, rear cross traffic alert and a surround-view parking camera with front and rear sensors.

There are also outboard ISOFIX seat fastenings in the second row.

The only safety system that activated during the test was a lane departure warning, but only when (under normal conditions) it would have been necessary as the car approached the road’s centre line.

BMW has a fairly industry-standard five-year/unlimited kilometre warranty on its new cars, while its electric car batteries are covered by an eight year/160,000km warranty.

For servicing, BMW offers numerous discounted packs and deals based on your preferences and desire to pay upfront.

For the 5 Series, a five-year/80,000km basic service package is $2400, though the i5 will have different needs and lower servicing costs not yet listed by the brand.

Suzuki has a five-year, unlimited kilometre warranty for its new cars, which is a little behind the curve compared to many budget-friendly brands these days. 

Suzuki does have a five-year servicing schedule, with intervals every 12 months or 15,000km, whichever comes first. Total cost is $2005 over the five years, with services averaging $401, which is not particularly cheap.