Range Rover Sport vs Suzuki Ignis

What's the difference?

Range Rover proudly calls it its “most dynamic” model ever, and based on our first experience that’s most definitely true. Its ability to be genuinely exciting to drive on a race track is nothing short of remarkable for a brand whose history is all about off-road prowess.

On the road it shines just as brightly, with its potent engine and state-of-the-art suspension system working in unison to make for a stunningly dynamic large and luxurious SUV. And then, if you need to cut across a field or scramble up a slippery hill, it will do that too.

Range Rover’s claims of ‘breadth of capability’ is apt but arguably an understatement. I’d stop short of calling the Sport SV the obvious class-leader in the high-end, high-performance SUV market because it’s up against some seriously impressive rivals, but the Range Rover offers a broader range of ability than any of its competitors.

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.

Range Rover is a brand synonymous with big, imposing and off-road capable SUVs, not dynamic and sporty vehicles. But in recent years the Evoque and Velar have added a new layer of style and a sleekness to the brand’s reputation.

The latest generation Sport is still a big and imposing two-tonne SUV, but it’s also definitely sportier to look at and the SV changes only add to that.

It only takes a moment looking at it and it’s clear this is an SUV that means business. The 23-inch wheels fill out the guards, the air-suspension can lower the body to the ground and the aerodynamic package, including the front splitter, make for a purposeful look.

The carbon-fibre bonnet can be finished with the centre section exposed, showing off the weave of the fibres, which is a nice touch, although fake vents on the bonnet and front fenders are a bit disappointing.

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.

There are two stand-out features in the cabin, beyond the standard high-level of luxury you expect from a Range Rover Sport. 

The first is the SV-specific steering wheel with illuminated paddles, which feels solid in your hands. But the second is by far the most interesting, the so-called Body and Soul Seats (BASS), which Range Rover has developed in conjunction with Coventry University.

Available with either genuine leather or ‘ultra fabric’ and a 3D-print knit trim, the seats look great on the outside but it’s what’s inside them that’s special.

There are four audio transducers integrated into the seat back which can vibrate to the beat of whatever audio track you’re listening to. The system uses AI to detect the lower frequencies and then work out which beats to transmit.

This is technology used by musicians, Coldplay’s Chris Martin reportedly wears transducers integrated into a vest when he performs, but Range Rover is confident it will add to the ownership experience.

It’s certainly an interesting technology and a demonstration across different music genres highlights the way the system adapts to individual songs, but it’s hard not to feel like this is more of a gimmick than something an owner will use every day. 

If you don’t like listening to music with it, the Body and Soul Seats also work with a ‘Wellness’ setting that features six audio pieces (designed by Coventry University musicians) - calm, soothe, serene, cool, tonic and invigorate.

It’s probably what you need to help settle your heart rate after you unleash the full performance potential of the Sport SV.

In the back seat there’s none of this technology but they do feature heating and ventilation as well as power recline functions. There’s also four-zone climate control, so every occupant can be comfortable.

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.

Sadly the wonderfully evocative supercharged V8 engine from the previous generation Range Rover Sport SVR is gone.

But, thankfully, in its place is a more powerful engine that’s exclusive to the Sport SV in the Jaguar Land Rover family.

It’s a 4.4-litre twin-turbo V8 petrol engine with mild-hybrid assistance, which is actually built by BMW and based on the same powertrain as you’ll find in the M5, albeit with some specific Range Rover elements for more off-road capability.

It’s also more powerful than the old supercharged V8, making an impressive 467kW of power and 750Nm of torque, which is a 44kW and 50Nm improvement over the old engine.

It’s paired to an eight-speed automatic transmission, again with a specific SV calibration for improved performance. 

And, of course, being a Land Rover, it’s also got a four-wheel drive system with full off-road systems as well as an active locking differential.

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.

Despite all the extra power, thanks to the mild-hybrid system it’s more fuel efficient and produces less emissions than the old 5.0-litre V8.

Still, it’s all relative, and as you’d expect from a twin-turbo V8 SUV it’s still thirsty and uses 11.7-12.5-litres per 100km, based on European specifications.

The mild hybrid system uses a crank-integrated starter generator instead of a conventional alternator, providing a boost of up to 20kW and 175Nm of electrical power when needed, with the energy captured during braking and stored in a 48-volt lithium-ion battery.

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.

Before driving the Sport SV you need to understand its highly complex suspension system that allows it to be so dynamically capable. Range Rover calls it a '6D Dynamic' system, because it can control the car left and right, up and down and corner to corner. 

To achieve this the system uses a combination of hydraulic interlinked dampers, height-adjustable air springs and pitch control, which makes it a semi-active suspension set-up similar to the set-up Formula 1 race cars used to boast. 

This allows the Sport SV to sit between 10-25mm lower than the other Sport models and with its clever suspension can actually sit flatter in the corner with less pitch and roll - which is the traditional enemy of high-riding SUVs when it comes to handling.

But the suspension is only part of the story, with the intelligent all-wheel drive, rear-wheel steering, torque vectoring and the active locking rear diff all combining to produce an SUV with incredibly impressive dynamic capability.

Put simply, there’s never been a Range Rover that deserved to be driven on a racetrack. The Sport SV changes that, and thankfully the company let us loose on the challenging Portimao circuit in Portugal to put the SV through its paces.

Range Rover management was quick to stress it doesn’t expect the Sport SV to be a race track regular for its owners, but driving it on track did highlight the extreme potential it offers. 

With such a powerful engine it should come as no surprise that the Sport SV hauled down the straight, hitting 233km/h at the end of the long front straight, but with speed still rising which suggests its 290km/h claimed top speed is accurate.

Even from those speeds and with 2560kg of SUV to slow down, with the carbon ceramic brakes it was no trouble whatsoever. Instead the braking was strong and consistent across multiple laps. 

The steering is the particular highlight, with the rear-wheel steering helping to turn the Sport SV sharper and more quickly than a big SUV like this should. 

But while it impressed on the circuit, we also experienced it on some great winding rural roads across Portugal and this is where it shone even more brightly.

This is an SUV that you’ll genuinely enjoy driving with its ability to carve through corners and blast down anything resembling straight road.

But to ensure it lives up to the Land Rover badge on the front, we also drove it off-road. Nothing too serious at first, just muddy ruts, across some water and over some rocks.

But then we were guided through a course that showed off its articulation potential, which is far greater than the average owner will ever need. 

However, to achieve this Range Rover removed the carbon-fibre front splitter, so it’s not the most off-road friendly model the brand offers.

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.

If you’re worrying about servicing costs, you’re probably shopping at the wrong end of the market, but as with the range-topping Range Rover model the price of the car is expected to include servicing for the first five years and roadside assistance for the same period.

It’s also covered by a five-year, unlimited kilometre warranty.

As with all Range Rovers the car will tell you when it needs a service depending on driving conditions. For example, if you hit the track or go off-roading it will likely need a visit quicker than if you're just commuting to and from work.

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.