Range Rover Sport vs Suzuki Ignis

What's the difference?

The Range Rover Sport P460e Dynamic HSE is a cool and classy premium five-seat SUV. It’s comfortable, refined, powerful and efficient with excellent safety and thoughtful practicality.

If you’re in the market for a luxurious SUV and your budget sits just under $200K this car should be on your shopping list but we’d recommend careful assessment of its value proposition across standard features and cost-of-ownership relative to its highly credentialled rivals. 

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.

Gerry McGovern may have left his role as Jaguar Land Rover Chief Creative Officer (under mysterious circumstances) late last year but his design fingerprints are all over the current Range Rover Sport.

A clean, confident and tightly wrapped exterior reflects his focus for SUVs on large, relatively unadorned surfaces, a high waistline and a curved, sloping nose. 

A coefficient of drag (Cd) of just 0.29 also supports his team’s consistent focus on aero efficiency.

The interior treatment gives off a clearly discernible echo of Land Rovers and Range Rovers past with a compact angular hood sitting over the compact digital instrument display and the flat lower dash section enhancing a feeling of simplicity.

Perforated semi-analine leather seat trim (in Ebony on our test car) dials up the luxury feel, as does the sleek 13.1-inch media screen and soft-touch materials across the dashtop as well as in and around the doors.

Worth noting piano black surfaces across the front centre console might look slick in the showroom but in day-to-day life they attract fingerprints like Chopper Read before a police interview.

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.

At just shy of 5.0m long, more than 2.2m wide and a bit over 1.8m tall with a 2997mm wheelbase the current Range Rover Sport is a large five-seater. 

Its wide-track, high-roof stance and the dash’s away slope means there’s lots of room up front  and storage aplenty.

A deep box between the seats is covered by a padded lid and a dual cupholder unit in front of it is able to slide away to reveal another handy space. A wireless charging pad sits in front of the gearshifter.

The top of the centre console forms a flying buttress which leaves another useful storage area underneath.

Generous bins in the doors (neatly outlined by bright metal trims) are big enough to hold large bottles and there are two (upper and lower) glove boxes on the passenger side.

There are also individual front centre armrests swinging down from the inner edge of the front seats, their angle adjusted via a twisting rotary dial.

We’re not convinced by the multimedia package with a relatively complex line-up of screens and functions proving at times a struggle to navigate. 

Physical controls for the ventilation system, rather than in-screen adjustment would be a good start.

But what we loved was the heated windscreen which is part of the Cold Climate Pack fitted to the test car. A cold winter morning’s foggy windscreen cleared in an instant is a huge safety plus.

Move to the back, as you’d expect for a car measuring close to three metres between its axles, there’s lots of room.

Sitting behind the driver’s seat set to my 183cm position I have plenty of head, leg and shoulder room. 

The rear seat’s breadth means three adults can slide in there quite easily. But the centre position isn’t sculpted and padded like the outer two and a driveline hump in the centre of the floor limits footroom, however power recline functionality (with controls in the doors) adds extra flexibility.

The reason for the non-sculpting in the centre spot is a hefty fold-down centre console housing a lidded storage compartment and a pair of flip-out cupholders.

The door bins are generous, there are hard-shell map pockets on the front seatbacks and adjustable ventilation control at the back of the front centre console sits above the seat heating dials. Nice. 

The boot swallows no less than 647 litres with the 40/20/40 split-folding rear seat upright which grows to a healthy 1491L with it folded and there are numerous helpful additions back there including hooks, lighting, a netted pocket, storage cubby and 12-volt power socket. Boot-mounted buttons to release the rear seats are handy, too.

The same control panel contains a height adjustment feature for the electronic air suspension to make loading and unloading easier and Land Rover also deserves a medal for including a full-size spare wheel rather than a space-saver or inflator kit.

In this case that means a monster 23-inch alloy rim shod with the same tyres as the rubber doing the work under the car. Bravo!   

Power and connectivity options include two USB-C sockets, a 12-volt outlet and a wireless phone charging pad in the front, another two USB-Cs in the back and a second 12V plug in the boot. So no problems with charging capacity for phones and other devices.

Braked trailer capacity is 3.0 tonnes (750kg unbraked) and one of the Range Rover’s party tricks is the ability to swing the tow bar into place or back out of the way at the touch of a (you guessed it) boot-mounted button. Exposed shins everywhere are grateful.

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.

The Range Rover Sport Dynamic HSE P460e is powered by a 3.0-litre, turbo-petrol, inline six-cylinder engine sending drive to all four wheels via an eight-speed automatic transmission and four-wheel-drive system including a two-speed transfer box for high- and low-range running off-road.

A permanent magnet synchronous electric motor, positioned between the engine and transmission, is powered by a 38.2kWh lithium-ion battery located under the rear floor.

The motor’s roughly 160kW of peak power contributes to overall outputs of 338kW and 660Nm, the 2.7-tonne SUV claimed to sprint from 0-100km/h in a spritely 5.5 seconds.

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.

Claimed combined cycle (urban/extra-urban) fuel economy for the Range Rover Sport Dynamic HSE P460e is a miserly 1.6L/100km, the 3.0L inline six emitting just 38g/km of CO2 in the process.

It’s important to note that the official number is predicated on the car’s battery being charged consistently.   

Land Rover says pure-EV range on the combined WLTP cycle is 118km, noting a real world number of “up to 96km” is more realistic. Maximum electric-only speed is a lofty 140km/h.

Maximum DC charge rate is 50kW which Land Rover says will deliver an 80 per cent charge in 40 minutes. A 7.0kW AC wallbox will take you to 100 per cent in five hours and a 2.3kW domestic socket will have you waiting 15 hours for a full charge. Home and public charging cables are included.

We recharged at a 150kW pylon and as expected the peak rate went to around 45 kW and it took 30 minutes to half fill the battery. Using the supplied home charging cable on a three-pin outlet for a roughly nine-hour stint delivered a 50 per cent battery top-up. 

Over around 300km of city, suburban and highway running we spent most of the time in Hybrid mode which leaves it to the powertrain’s brain to switch between pure-electric and internal combustion power, rather than the dedicated EV setting. 

Overall result was 6.1L/100km, which is pretty great for a full-size, 2.7-tonne SUV.

A 71.5-litre fuel tank (which requires a minimum 95 RON premium unleaded inside it) equates to a real-world range of around 1170km using our on-test consumption figure.

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.

Applying a Sport badge to a 5.0-metre long, roughly 2.7-tonne SUV is a brave call. But there’s no doubt the Range Rover Sport Dynamic HSE P460e is rapid in a straight line. 

Zero to 100km/h in 5.5 seconds is quick for a car of this size, and just so you know, it has the ability to storm on to a maximum velocity of 225km/h. It will even hit 140km/h in EV-only mode.

The 3.0-litre, turbo-petrol six feels and sounds suitably brawny without upsetting what is an impressively refined drive.

Throttle response is as smooth as it is urgent, the eight-speed auto is slick as butter and the option of manual shifts via wheel-mounted paddles is welcome when you want to get more involved.

The front seats manage to combine long-distance comfort with firm location and the continuously variable adaptive suspension smooths out imperfections with uncanny ease.

The layout is double wishbones at the front with multi-links at the rear and the Sport’s calibration keeps in planted and balanced in corners despite its high-riding SUV form.

Noise from the enormous 23-inch rims, shod with 285/40 Pirelli Scorpion MS rubber is minimal and we didn’t come close to challenging their grip strength. Road feel through the steering is pretty good, too.  

Brakes are big ventilated discs all around (400mm fr / 370mm rr) and they’re well up to the task with regen braking in support at slower speeds.

This test was on-road only, but for the record this car’s approach angle is a maximum 33 degrees, breakover is 24.5 and departure is 30, with a handy wading depth of 900mm.

Despite its substantial footprint the Range Rover Sport is surprisingly easy to park, with sensors, multiple cameras and screens helping to keep things low-stress.

And it's worth noting none of the Range Rover’s advanced driver assistance systems (ADAS) functions intrude beyond their intended purpose in day-to-day driving, which is always welcome. 

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.

Land Rover covers the Range Rover Sport with a five-year/unlimited kilometre warranty, which is in line with premium competitors like Audi, BMW, Lexus and Mercedes but lags the mainstream market with an increasing number of brands at seven, eight and up to 10 years conditional. The warranty for the hybrid battery is six years/100,000km.

Roadside assistance is included for five years, service is recommended every 12 months/20,000km and a five-year service plan will set you back $3900.

That’s a solid average of $780 per workshop visit, which is marginally more expensive than a BMW X5 M60i ($714) over the same period, but substantially cheaper than the Audi SQ7 ($920) or Porsche Cayenne S ($1135) and less than half the cost of the Merc-AMG GLE53 ($1684).

Land Rover has a long-standing network of 74 dealers across the country including all state and territory capitals as well as key rural and regional centres.

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.