Suzuki Fronx vs BMW M140I

What's the difference?

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.

I’m the first to say the 1 Series is kind of the ugly duckling of the BMW family, but those looks grow on you, especially when you consider that this is exactly what a BMW hatch should look like. That this is one of the only rear-wheel-drive hatches left on the planet makes it even more special – and of course engaging to pilot. The downside is the price and the lack of value from a features perspective, plus safety could be bolstered with more technology. Still, anybody who likes to drive will commend you on your choice of a BMW.  

‘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.

The 1 Series looks exactly how a BMW hatchback should. I know that sounds silly but what I mean is BMW could easily have designed something that was proportioned more like other hatches; that popular sort of bubble on wheels.

Instead, what you have is a hatch that retains BMW’s traditional attributes – there’s the long nose, the cabin set back, the high sides and the wheels placed almost at the very corners.

Seriously, look at the image of the orange 1 Series side on, now hold your out your hand and use it to cover just the windows – see, it looks just like a BMW 2 Series convertible. Does it look good? To me it does, right up until you get to the hatchback, and then it looks a bit awkward. But I do admire BMW’s designers for creating something unique looking.

That orange 120i ('Sunset Orange' is the official colour) is the most recent 1 Series I’ve tested. Those wheels aren’t standard, they’re 18-inch M ones and they are part of the optional 'M Sport Package', which also includes the body kit, complete with side skirts and the lower grille in gloss black.

The 1 Series is as affordable as BMWs get, but it’s still a real BMW. The cabin, for example, looks much like  every BMW, only smaller.

There’s the large, slab-like dash with the display sitting atop, below are the air vents and below that is the radio and then the climate-control dials. It’s a stack that’s kept its familiar order and shape on nearly all BMWs for what seems like forever.

The centre console has a similar layout as the one in a 3 Series or 5 Series or any Series, with the shifter and rotating media controller. Even the doors have the same design as those cars higher up in the BMW family, with the big moulded pockets and large pull handles.

The cabin isn’t as ‘blingy’ as the new Mercedes-Benz A-Class, but it’s not as plain as the Audi A3.

That steering wheel is part of the M-Package too, but the leather upholstery is a separate option.

The signs that this isn’t a more expensive BMW are the manual handbrake, the compact instrument cluster with analogue dials, the small dash-top display and the fact that  there’s a lot less real estate to be covered by trim pieces and material, which doesn’t have the same high-quality feel as those fancier models.

The cabin isn’t as ‘blingy’ as the new Mercedes-Benz A-Class, but it’s not as plain as the cockpit of an Audi A3 – it’s somewhere in between; refined and well designed.

At 4.3m end to end, the 1 Series is 16mm shorter that the A3 Sportback and 20mm narrower, at just over 1.7m across.

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.

The 1 Series’ boot has a cargo capacity of 360 litres, which is more than the boot space of the Audi A3 Sportback (340 litres) but less than the new Mercedes-Benz A-Class’s 370 litres of luggage room.

What does that mean in real-world terms? It’s not a lot of space, and you might struggle to get a pram in, so check that  beforehand if you have small ones. That said, there was enough room for two carry-on sized bags, a computer bag and a scooter when my wife and I went on a weekend away with our four year old.

Space in the second row is also limited. Headroom isn’t too bad, but at 191cm tall I can’t sit behind my driving position without my knees digging into the seatback. I can just fit back there in the A3 and I have even more room for my knees in the A-Class.

Room up front is good with plenty of shoulder, head and elbow room for somebody my size.

Storage could be better: you’ll only find cup holders up front (two of them), the centre-console storage bin is small and so are the door pockets in the rear, but all is not lost because the door bottle holders in the front are massive, the glove box is a decent size and there are nets on the backs of the front seats.

It’s good to see directional air vents in the second row and a 12V power outlet, but there aren’t any USB ports back there – if you want to plug in a device there’s only one and it’s up front, along with another 12-volt outlet.

The rear doors appear large from the outside but the aperture to get in and out isn’t huge – again look at the images to see what I’m on about.

So, it’s a little BMW, does that mean the price is little? Nope. It’s like asking if a little Rolex is cheap. it might be cheap for a Rolex, but not for a watch in general, and it's the same for the 1 Series.

The 1 Series range starts at $39,990 for the petrol 118i, while its 118d diesel twin is $44,990. Both come with the standard Sport Line package, which adds 16-inch light alloy wheels and LED headlights, while in the cabin it brings cloth upholstery, sports seats and a leather sports steering wheel, high-gloss black trim and BMW scuff plates. Other standard features include a 6.5-inch display, with sat nav, reversing camera, six-speaker stereo, a digital radio and air-conditioning.

The 125i is only a tempting $3000 above the 120i at $49,990 and comes standard with the M Sport Package

For another $7000 you can get into the 120i grade, which lists for $46,990 and comes standard with the Urban Line package, which fits 17-inch alloy wheels in the double-spoke style, adds front and rear bumpers with matt finish air intakes, plus dual chrome tail pipes, while the cockpit gets leather upholstery, and gloss-black and pearl-effect trim.

Along with the Urban Line gear, the 120i has all of the 118i’s standard features and adds more of its own, including front and rear parking sensors, LED fog lights, dual-zone climate control, the interior lights package, plus smart phone connectivity with voice control.

The 125i is only a tempting $3000 above the 120i at $49,990 and it comes standard with the M Sport Package, which is what our most recent test car was fitted with (see the images of the orange 120i). The M Sport pack adds 18-inch light-alloy wheels and the tough body kit, the M Sport steering wheel and aluminium trim to the interior.

Apart from the M Sport package, also standard is an 8.8-inch screen with a DVD player and, somewhat disappointingly, cloth and Alcantara seats. Sure, they look nice, but how did the 120i get real leather and the 125i didn’t?

Still the 125i comes with more impressive performance hardware than the grades below, such as sports suspension, variable steering, M Sport brakes (inner vented rear discs) and blue calipers.

At the top of the 1 Series range is the M140i and while it’s getting into pricey territory at $59,990 (don’t forget that’s not including the on-road costs), you are getting what I’m predicting will be a sought after car in years to come. And possibly even a collector's item.

The M140i isn’t a fully fledged M car – it’s a diet version from the M Performance section of BMW, which gives cars a bit of a taste of the hardcore world of beasties like the M2 and M3, without costing as much or being quite as brutal to drive.

I’ll talk about the high-performance parts more in the sections on driving and engines, but briefly, you might like to know the M140 gets adaptive suspension and a six-cylinder turbo petrol engine – yes in a tiny hatch. Powerful.

The price is bang-on compared to rivals such as the new Mercedes-Benz A-Class and Audi A3

The M140i also has the standard features of the 125i and adds its own, such as the 18-inch alloy wheels, black chrome tail pipe, adaptive LED headlights, leather upholstery, keyless entry, power front seats and a Harmon/Kardon 12-speaker stereo.

So, is the 1 Series good value? The price is bang-on compared to rivals such as the new Mercedes-Benz A-Class and Audi A3 (click those to see my reviews of them, too), but the 1 Series gets less in standard features compared to the Benz (such as Apple CarPlay) and about the same level of equipment as the A3.

If you’re a fan of black and white, you might be relieved to know these are the only two colours you won’t have to pay for. The rest, including Sunset Orange (see the images), Seaside Blue, Melbourne Red, Glacial Silver and Mineral Grey cost $1190.

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.

As you step up through the grades the engines become more powerful. The entry-grade 118i has a 1.5-litre three-cylinder turbo-petrol making 100kW of power and 220Nm of torque, while its diesel twin has a 2.0-litre turbo-four making 110kW and much more torque at 320Nm.

The 120i has a 2.0-litre turbo-petrol four-cylinder and an output of 135kW and 270Nm. Then above that is the 125i, which is getting into performance territory with its 2.0-litre turbo four petrol making 165kW and 310Nm.

But all hail the M140i and its beautiful 3.0-litre six-cylinder turbo-petrol, with 250kW and 500Nm that it wants to share with you.

All cars are rear-wheel drive and all have an eight – hang on, that’s important: all cars are rear-wheel drive. Do you know how many other hatchbacks are rear-wheel drive? Try next to none – not the A-Class, not the A3, not the Golf. Rear-wheel drive is favoured for performance cars because it offers better balance and better acceleration thanks to the weight shift to the rear of the car. BMW has long claimed that RWD is one of the keys to its "sheer driving pleasure".

Now let me finish the sentence... all have an eight-speed automatic, and it’s a beauty – a little slow, but smoother for driving than a dual clutch, and way more fun than a CVT.

But wait, because there’s a manual gearbox, too. It’s a no-cost option and you can get it on any variant apart from the 125i.

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.

BMW says its most efficient petrol engine in the 1 Series range is the three-cylinder in the 118i, which uses just 5.2L/100km after a combination of urban and open roads.

The diesel unit in the 118d will use 4.2L/100km. Let that sink in for a moment – petrol engines are becoming so fuel efficient that they’re rivalling diesels, which have long been lauded for their frugality.

So don't just buy the diesel just because it’s more efficient, because you may never recoup the extra money you paid over the 118i.

Thirstier but still super-efficient is the 2.0-litre in the 120i. BMW’s claim is 5.9L/100km. During my week with the 120i I put 413km on the clock and used 15.57 litres doing so (measured at the pump), which comes to 7.7L/100km. The car’s computer said 7.8L/100km.

That’s great fuel economy, even if it is higher than the claimed figures. The 125i’s official fuel consumption is also 5.9L/100km.

It’s not surprising that the M140i, with its 3.0-litre six-cylinder turbo-petrol engine, is the least fuel efficient but its official figure of 7.1L/100km is still low.

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.

If I could run into a showroom and take whichever 1 Series I wanted it’d be the M140i – and not just because it would give me the best chance of outrunning the police after they discovered the break-in, but because the thing is so much fun to drive.

It’s also the most expensive, of course, but it’s worth it for that screaming straight six and for its agility.

You’ll have fun, though, in every grade of the line-up – they’re all engaging to pilot with great driving positions, good pedal feel and that eight-speed auto is smooth in traffic yet will shift hard when you have your race face on.

You might find the 118i, with its three-cylinder, a little under powered, especially with five people and their bags on board. If you’re keen on this grade, then consider the diesel, which will give you more torque. Our 120i test car proved to have enough oomph for overtaking and moving quickly when needed.

The 125i is less tame, with its throatier exhaust note, firmer ride and better handling thanks to the M suspension.

If you plan on choosing the M Sport Package for, say, the 120i keep in mind that you’ll lose the comfortable ride these cars have on their standard tyres.

Our 120i had the pack and while the body kit looks tough, the 18-inch alloy wheels shod in low-profile rubber (225/40 R18 Bridgestone Potenza 5001s front and 245/35 R18 at the rear) meant the ride was overly jarring on bad roads.

Given that Sydney was my test bed for the 120i and its roads are shocking, the ride was less than comfy. The M-sport suspension will only make the ride less comfortable, but in return you’ll have a 120i with better handling.

Run-flat tyres are common on BMWs and you may have heard of a few issues surrounding noise and a harsher ride. While that can be true, it's the price you pay for having a tyre you won’t immediately have to change if you get a puncture. Only the 120i and the M140i don’t have run-flats as standard.

The BMW 1 Series has the maximum five-star ANCAP rating, but this was awarded in 2011 and a lot has changed since then – particularly expected levels of safety.

BMW has updated the advanced technology to keep up with AEB (city) with pedestrian detection and lane-departure warning standard on all grades. It would be good to see more safety tech in the form of blind-spot warning, rear cross traffic alert and lane-keeping assistance.

For child seats you’ll find two ISOFIX mounts and three top tether points across the rear row.

A spare tyre is not something you will find – all apart from the 120i and the M140i have run flats, while those two have puncture-repair kits.

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.

The 1 Series is covered by BMW’s three-year/unlimited kilometre warranty. Servicing is condition-based – the car will let you know when it needs a check-up.

BMW offers two service packages, which cover the car for five years/80,000km: the Basic is $1340 and the Plus costs $3550.