Jeep Wrangler vs Suzuki Ignis

What's the difference?

The changes to this updated Jeep Wrangler are small but meaningful. The inclusion of airbags, the updated media screen, and a feisty engine which suits the plucky nature of this off-roader make it a better Wrangler than ever.  

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

With statement styling, inherent agility, excellent efficiency, proven reliability, high equipment levels and low entry pricing, the 2021 Ignis GLX is in danger of becoming a mandatory short-list proposition for people seeking fun and affordable motoring.

But undermining all that is a distinct lack of driver-assist safety tech that can’t be – and shouldn’t be – ignored. At least give buyers the option of paying more for essentials like AEB.

If Suzuki can address this shortfall, the Ignis would join its excellent Swift supermini stablemate in being a very compelling and enjoyable compact urban runabout. We hope this happens sooner rather than later.

The Jeep Wrangler looks like a cartoon of a four-wheel drive, that’s how familiar and well-known the design is. It’s almost generic, like the word Jeep.

You could say the design is iconic, given that the roots of this SUV stretch back to the little Willys off-roader built for the US army in World War II. And to this day the slotted grille, pronounced wheel guards, short and upright windscreen, even the removable doors are still with us in this latest incarnation.

That’s why each generation of the Wrangler only sees very subtle tweaks to famous shape and look, in much the same way a Porsche 911’s design changes at the rate of dripping water reshaping a rock.

Changing the styling completely would destroy the look which connects the Wrangler to its past and the nostalgic appeal would be over. 

So, this update sees more than subtle styling changes in the form of a tweak to the grille with the addition of a metallic-look trim around each of the slots while the mesh insert now has larger openings.   

Along with this there’s a new front bumper. The Wranglers we tested had the optional heavy duty steel front bumpers.

There’s also some interior changes in the form of a new dashboard trim, horizontal air vents and then there’s the 12.3-inch media display which goes a long way to making the cabin look more modern.

Still, the interior is busy with buttons and switches in a design that seems to mix the look of heavy machinery controls with a prestige car. The Nappa leather of the Rubicon grade lifts the quality feel higher.

All Wrangler interiors also have an internal roll-over cage which covers the entire cabin, for the fixed metal roof and removable roof body style which are standard on the Overland and Rubicon.

Only the Rubicon is offered in a two-door and a four-door, while the Overland and Sport S are four-door only.

The Rubicon two-door looks cute and fun to my eyes, while the four-door versions look a bit more serious and beefy, but both definitely still give off tough and adventurous vibes.

The wheelbase difference between the two is as giant as it looks. The Rubicon two-door’s wheelbase is 2459mm while the four-door Rubicon’s, along with the Sport S and Overland, is 3008mm.

The Wrangler ranges in length from 4334mm for the Rubicon two-door to 4882mm for the four-door Wranglers. Width is the same for all Wranglers at 1894mm and the height ranges from 1879mm in the Rubicon two-door to 1901mm in the four-door versions.

Sometimes facelifts do really improve the look of a vehicle, as is the case here with the MF Series II.

Maybe it’s the Suzuki Jimny 4x4-inspired quad-nostril grille or chunkier rear bumper inserts, but they somehow make the Japanese-built crossover seem less narrow and tippy-toed.

The styling – first seen in 2016 – actually references classic Suzukis of old like the late 1970s Cervo SC100 (as per the C-pillar slit inserts and angular silhouette) that were never offered in Australia anyway.

A good thing, then, that the Ignis’ handsome proportions, flared wheel arches, deep glass area, anthropomorphic grille and pushed-out wheelbase and tracks give it a purposeful look and stance that also stands as an attractive and individualistic 21st Century design in its own right.  

Measuring in at 3700mm in length, 1660mm in width and 1595mm in height, the Ignis is substantially stubbier and narrower (though slightly taller) than the Hyundai Venue, whose corresponding numbers are 4040mm, 1770mm and 1592mm, respectively. The Suzuki’s 2435mm wheelbase is also 85mm shy of the Hyundai.

Still, the result doesn’t mean the Ignis’ cabin seems overly tight or cramped in any shape or form.

When we review most SUVs practicality is scored on things like legroom, storage space and boot size. But in the case of a vehicle with removable doors and roof, and a cabin that has one-way drainage valves so you can hose the interior out, practicality takes on a different meaning.

The Wrangler’s practicality seems focussed on serving adventurous folks in search of a muddy off-road expedition and, so, while there is storage it’s mainly nets for door pockets, moulded wells on top of the dash, and smaller hidey holes to makes sure loose items don’t get flung around the cabin.

Given the roof can be removed there’s also a lockable glove box and centre console storage box.

When it comes to cabin space the Wrangler’s interior feels a bit cramped. The footwells up front don’t offer much space and headroom throughout is restricted by the roll cage which stretches from the front to the boot.

The four-door Wrangler has five seats and good legroom in the second row, even for me at 189cm tall. As mentioned above, headroom is limited in places because of the safety structure. Boot space behind those rear seats is 898 litres.

The two-door Rubicon has four seats. The back ones aren’t the most spacious and the boot behind them is almost too small to mention at 365L, Two pieces of carry-on luggage wouldn’t fit back there and we had to put our bags on the rear seats.

The rear tailgate for all Wranglers is side-hinged (opening left to right) and splits to allow just the window section or lower part to open separately.

For charging and powering devices all Wranglers have two USB ports up front (one -A and one -C) and four USB ports in the second row (two -A and two -C). There are also two 12V outlets on board (front and rear).  

There are two cupholders, seatback map nets and directional air vents for the second row.

The Wrangler sits high and climbing into the rear seats might be a challenge for smaller kids or even fully-grown humans, but there are chunky handholds at the pillars for extra help.

So, the Wrangler has excellent practicality, but this is geared more to its intended purpose of adventuring off-road rather than the city commute and school pick-up.

Thinking about it, the Ignis is uniquely suited to city life.

Forget its diminutive proportions for a moment, and consider instead that it has extraordinarily high seating positions and a tall turret. Perfect for stepping inside the car with some degree of dignity.

Once sat on the big, comfy and lofty front seats, you’re immediately struck by how confidence-building the commanding driving position, assisted by the excellent all-round vision afforded by the deep glass area and upright pillars and a pleasant leather-like steering wheel cover.  

The front buckets themselves are comfy and enveloping, even though there is no lumbar adjustment support fitted; there is a height lever on the driver’s side, ample rearward travel for taller folk and side bolstering to help hug you through corners, while the soft cloth material feels good to the touch.

Suzuki’s thought about storage, as demonstrated by the big glovebox, bottle-holding door pockets up front, deep lower-console shelf and trio of cupholders, though there is no central armrest or bin, even in this up-spec grade.

Suzuki’s gone for a somewhat old-school off-roader theme inside, evidenced by the chunky heater/air-con controls, toggle switchgear and 4x4-look pared-back dash, while there’s plenty of hardy, hollow-sounding plastics to remind you that this is built down to a price. One lovely retro detail is the ‘60s pull-out bonnet release.

Operating the GLX’s climate control is child’s play, and the same applies to the ageing but still effective multimedia system, with its colourful display, easy connectivity and handy sat-nav. Note that the virtual volume slider on the screen is slow, fiddly and ultimately needlessly distracting. Give us a proper knob any day of the week. And what about a digital radio receiver, please, Suzuki?

We’re also less fond of the tilt-only non-telescopic steering column, as some drivers found it difficult to find the perfect position as a result, while the lack of digital speedo when there is room for it in the instrumentation’s LCD window smacks of penny pinching. Otherwise, the Ignis’ layout and design generally really hit the mark.

The rear doors open at nearly 90 degrees, aiding entry to and egress from the back seat. Although the front passenger seat lacks a height adjuster, it is still set up high, so big feet can tuck in underneath for taller occupants behind.

Being a GLX, the bench is split 50/50, is designed to only carry two people (so there’s no centre belt but ample width as a consequence) and the backrest reclines in 10 (narrow) positions for added comfort. Both also slide forward by a significant amount, boosting cargo space. Parents and guardians of smaller children might find this helpful as they can be positioned closer to the front seats for access that’s within arm’s reach.

The backrests themselves are… OK and clearly intended for smaller folk. Your 178cm tester found a distinct lack of under-thigh support due to the short squab and the backrest doesn’t reline far enough back for true comfort. And except for the aforementioned third cupholder nestled right at the rear of the front-seat lower-console area, door-pull recess that might hold an upright smartphone as well as a small bottle receptacle built into the door card, storage is non-existent back there. Yes, there is one map pocket, but that’s your lot. You’ll also search in vain for overhead grab handles (only the front passenger gets one), reading lights and rear-seat centre armrest – a wasted opportunity given this car’s four-seater status.

On the other hand, there’s space galore in every direction due to that very status, excellent vision and windows that wind (electrically of course) all the way down for a light and airy feel. Fido will be pleased. Just remember to bring your ear plugs if constant road noise bothers you.

Further back, you’ll marvel at the versatility of the cargo area, thanks to the sliding split bench that increases cargo capacity from 264 litres in normal four-seat mode to 515L with the backrests folded and 1104L in “maximum volume” mode. Note the five-seater GL’s ranges from 271L to 505L to 1101L respectively.

It’s properly long and deep in this setting. There’s a deep floor (with a space-saver spare underneath) and a light, but not much else. The fit and finish is fine but the floor seems flimsy and the parcel shelf lightweight. At least it isn’t mesh as per the Honda HR-V’s.

The cheapest Ignis is the GL (what is this? 1982?) manual from $18,740 before on-road costs (ORC). Auto adds $1000 while the auto-only GLX starts from $21,740.

The series has endured two big price hikes since mid-last year, totalling a hefty $2750 in the latter grade. This places the light SUV hard up against the marginally-bigger base Hyundai Venue auto ($22,960 before ORC) and larger-still MG ZS Excite ($21,990 driveaway).

Let’s get to the bad news first. 

Even as a flagship grade, the GLX lacks key driver-assist safety kit like automatic emergency braking (AEB) as found in most other competitors, along with lane keeping assistance, blind-spot monitoring and rear cross-traffic alert. Not even as an option. That’s a black mark. You will find six airbags (dual front, front side and curtain items), stability control, anti-lock brakes with electronic brake-force distribution and brake assist, and traction control. 

Most punters will appreciate the GLX’s LED headlights with daytime running lights and auto on/off functionality, climate control air-conditioning, keyless entry and start, six (rather than four) speaker audio system, privacy glass and 16-inch alloy wheels (with a space-saver spare), replacing 15-inch steelies. They build on the GL’s cruise control, fog lights, 7.0-inch touchscreen, reverse camera, satellite navigation, Apple CarPlay/Android Auto connectivity, Bluetooth phone and audio streaming, leather-clad steering wheel and roof rails. Digital radio is not available on either grade.

Interestingly, the GLX swaps the GL’s fixed three-seater rear bench seat for a sliding (and reclining) 50/50 split-fold two-seater item, trading practicality for luggage-lugging versatility. More on that below.

Adding premium/metallic paint costs $595.

One of the biggest changes Jeep could make to the Wrangler without causing complete mayhem for fans is to the engine and even then there will be folks who don’t like what they’re about to read.

Deep breaths, okay? Right, so, in this update the V6 petrol engine has been replaced by a 2.0-litre turbo-petrol four-cylinder. 

At 200kW the new four-cylinder makes a smidge less power than the V6 but more torque at 400Nm. An eight-speed automatic transmission shifts gears and sends the drive to all four wheels.

If you’re a Wrangler fan you’ll most likely know about this engine swap, but you’re wondering how this four-cylinder feels.

The answer is, really good. Jeep has got it right. It’s a torquey, responsive engine that feels energetic and suits the Wrangler's personality well.

In the short time I’ve spent on and off the road I’m convinced this turbo-four will be a good companion wherever you decide to go.

And go pretty much anywhere you can, with all Wranglers being ridiculously capable off-road thanks to their ladder frame chassis, high- and low-range gears, outstanding ground clearance (233mm-257mm, depending on variant ), excellent approach angle (41.4 to 44 degrees, depending on variant) and a departure angle to match (37 degrees for the both Rubicons; 36.1 for the Sport S and Overland).  

The Rubicon comes standard with Jeep’s 'Rock-Trac' on-demand four-wheel drive system and this update adds a full float rear axle. Sport S and Overland grades have Jeep’s 'Selec-Trac Active' on-demand 4WD set-up.

Nearing 10 years in production, Suzuki’s K12C 1242cc 1.2-litre twin-cam 16-valve four-cylinder petrol engine is a tried and tested naturally-aspirated unit, revving strongly and effortlessly all the way to its red line. Peak power is 66kW at 6000rpm and the torque top is rated at 120Nm at 4400rpm.

With a kerb weight of just 865kg – a Suzuki specialty – the Ignis boasts a power-to-weight ratio of a healthy 76.3kW/per tonne.

It’s a shame the GLX isn’t available with the GL’s five-speed manual gearbox. Instead, your lot is an albeit-efficient automatic of the CVT (Continuously Variable Transmission) variety, driving just the front wheels for Aussie-bound Ignis models.

Overseas there are mild-hybrid and all-wheel drive alternatives too.

The new turbo-petrol, four-cylinder means better fuel economy than the V6 it replaces. We have yet to test Jeep’s claims that after a combination of open and urban roads the four cylinder uses 9.2L/100km in the sport S and Overland grades and 9.9L/100km in the Rubicon.

In comparison, Jeep says the previous V6 uses 10.1L/100km in the Rubicon and 9.9L/100km in the Overland. Our own testing saw consumption closer to 13L/100km.

We’ll have the new Wrangler in our garage soon and we’ll be able to put the fuel consumption claims to a real world test.

In terms of range, the two-door Rubicon has a 61-litre fuel tank and in theory a range of up to 680km. The Sport S and Overland have an 81-litre tank and can get up to 880km, while the four-door Rubicon’s 81-litre tank should manage 830km.

Of course if you’re off-roading you’ll use more fuel and the range will drop accordingly.

Suzuki’s weight-loss obsession is great news for people wanting a high-economy urban crossover.

Tuned to run on 91 RON standard unleaded petrol, our Ignis GLX returned an efficient 6.2 litres per 100km at the pump. And while that is somewhat off the 4.9L/100km Suzuki claims, much of that was in heavy peak-hour traffic with the air-con on, or during performance testing out on the open road.

That 4.9L/100km published average figure translates to a carbon-dioxide emissions rating of just 114 grams per kilometre. Even with the Ignis’ tiny 32-litre tank, over 650km between refills is possible.

Every one of the Jeep launches I’ve attended over the past 15 years has involved a pretty decent off-road component and it’s clear the company has a lot of faith in its product.

This Wrangler launch’s off-road test had been scaled back due to days of flooding rain beforehand, but the section that was passable was enough to remind us of what we already know and that is the Wrangler is formidable.

A Queensland bush off-road course full of steep, muddy hills, ruts, rocks, dirt and slippery descents was still all there for us to test the Wrangler Rubicon four-door.

Fun and comfortable are the first words that pop into my head when recalling how the Rubicon fares. This is a super-capable beastie that feels planted, secure and adept at all times.

We tested low- and high-range four-wheel drive, locked the rear differential and let the hill descent mode do its thing and get us down the sides of hills that felt so close to vertical all we could see through the windscreen was the ground.

What's also clear is the new turbo-petrol, four-cylinder feels well suited to the job, with plenty of torque along with a feisty and responsive nature that fits the Wrangler better than the old V6.

There was also plenty of time spent on the road in the four-door Rubicon and its smaller two-door sibling. And was here it was also super clear the Wrangler felt like we’d taken it out of its natural habitat.

At 110km/h on the motorway the two door Rubicon feels light and floaty in its suspension, with steering adjustments having to be made constantly, like actors pretending to drive cars in movies, as the Wrangler wanders around in its lane. The Wrangler wander is a known trait and isn’t specific to this updated car. 

And even though our launch drive took us on some great winding country roads which would have been perfect for a Mazda MX-5, the Wranglers found the fast tight turns difficult to handle.

I’m sure I heard a sigh of relief from our Rubicon as we pulled off the road and selected low-range four-wheel drive before bouncing up what looked to be a sheer cliff, with ease.  

Of course, our Adventure Expert Marcus 'Crafty' Craft will put the Wrangler though its paces once we have one in the CarsGuide garage.

Comparatively conventional in mechanical layout it may be, but the Ignis feels especially at home around town.

A strong and revvy 1.2-litre engine, coupled to a flexible CVT, provides eager off-the-line acceleration, though the accompanying loud exhaust drone may get tiresome for some. Aided by the Suzuki’s light mass, luckily there’s sufficient low-down response for most drivers to experience healthy performance without having to assault all occupants’ ear drums.

What this means is that the Ignis will accelerate quite vigorously once on the move, with plenty of oomph available as the revs rise towards the 6000rpm peak power point. Yes, the CVT will elicit an endless moan from the engine, but speed does build up quickly and before you know it.

We weren’t expecting to find a ‘Sport’ mode button located on the side of the auto’s shifter; locking out the highest ratios, it keeps the tacho needle within a pre-determined power band that’s useful if noticeably stronger throttle response is required. Otherwise, in Normal mode, the powertrain is tuned to upshift to top gear in the interest of efficiency. It’s good that the Suzuki at least gives the keener driver some choice in the matter.

This is also the best Ignis we’ve driven yet when it comes to steering. Around town, the turning circle is smaller than federal funding for the arts, environment and education portfolios come budget time, providing stupendously easy parking, effortless manoeuvrability and pin-point handling accuracy, especially when weaving in and out of traffic.

Yet the helm also works out on the highway as well, or through tight and twisty turns, with a blend of sporty precision and reassuring control. Keener drivers can scoot around corners at speed and – perhaps surprisingly – not experience excessive body lean, despite the Ignis’ height and narrow track. It instead just knuckles down and gets the job done, with confidence. The Ignis sticks to the road.

We expected scrappy handling but instead received no-drama agility. The chassis feels it can handle a whole lot more power than what the GLX offers. We were also pleased by how comfy the ride is on smooth roads.

However, though mid-corner bumps do not upset the Ignis’ composure, they certainly make themselves felt through inside the cabin. Indeed, around town, in the ‘burbs or out on the highway, the suspension’s inherent firmness that no doubt enhances the Suzuki’s dynamics means sharp, sudden jolts aren’t absorbed as well as we’d like, making for a hard ride at times. There’s less wheel travel from the MacPherson strut-style front and torsion beam rear end set-up than the 1.6-metre height and 180mm ground clearance suggest.

Reducing the amount of road and tyre noise piping through inside would substantially increase the Ignis’ overall appeal. That and level of driver-assist safety tech. 

Two big jobs for its eventual successor, then.

The Suzuki Ignis has never been tested by ANCAP.

However, a 2016 Series 1 model that aligns closely with the Australian one scored just three stars in the European NCAP ratings, against five stars for the equivalent with AEB. Now, as neither Ignis grades offer AEB, it should be concluded that only a three-star rating is achievable with our 2021 GLX auto.

Also missing are lane departure warning, lane keep assist, traffic sign recognition, blind-spot monitor and rear cross-traffic alert technologies, as well as auto high beam, front or rear parking sensors or adaptive cruise control.

Safety features that available are six airbags (dual front, side and curtain), stability control, anti-lock brakes with electronic brake-force distribution and brake assist, traction control, hill-hold control, a pedal breakaway system to reduce driver foot/leg injury in a severe impact and reverse camera.

Brakes are ventilated discs up front and drums out back.

Two rear-seat ISOFIX points as well as two top tethers for straps are included for younger passengers in the GLX, or three top tethers in the five-seat GL.

The Wrangler is covered by Jeep's five-year/100,000km warranty, which is off the mainstream market standard of five years/unlimited km.

Service intervals are recommended every 12 months and 12,000km and service prices are capped at $399. Jeep also offers lifetime roadside assistance if you service your Wrangler though Jeep. 

Suzuki offers an industry-average five-year/unlimited kilometre warranty and roadside assistance.

Service intervals are every 12 months or 15,000km, while published basic capped-price servicing is available. Prices start at $239 (years one and five) and reach as high as $329 (year three). Total cost is $1465, averaging out to $293 annually over five years at the time of publishing.

Vehicles under five-years old but with higher mileages up to 90,000km can expect to be charged $499, according to Suzuki’s website.