Suzuki Ignis vs Subaru Solterra

What's the difference?

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 updated Subaru Solterra is now good enough to compete with rivals such as the Tesla Model Y and Zeekr 7X. The price is right as are the driving range and motor outputs.

There's room for improvement in terms of cabin packaging. The car doesn’t cater for taller, larger people up front, with the steering wheel placement and wide centre console. Cabin storage could also be much better.

Still, the Solterra is superb to drive. One of the best EVs I’ve piloted at this price.

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.

The Solterra is a mid-sized SUV with sporty coupe-like styling and this update has seen the front of the car receive a new look which to my eyes is better than the previous face. 

The rest of the car’s exterior remains mainly unchanged in the design.

If you aren’t a fan of the Solterra’s look then check out Toyota’s bZ4X, which is its twin and has slightly more conservative styling, and while I do like the Subaru’s face, I think Toyota’s tail-light treatment is cleaner.

The cabin is modern with a large central media screen, a high-placed instrument display and a wide centre console with dual phone chargers. But the squareish steering wheel steals the show, completing the futuristic vibe.

This update has seen the centre console re-designed with the dual chargers added and the gear-shifter moved backwards away from the media display.

The cabin doesn’t have much in the way of glitzy touches, with dark materials dominating throughout. Hard plastics abound, but the interior still looks and feels premium.

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 steering wheel’s square design is like that for a reason - it’s designed to provide the driver with a clearer view of the instrument cluster. But as noted in the past with other vehicles that choose this set up, the ergonomics don’t work for everybody - especially if you’re tall like me (I’m 189cm).

In my case the top of the steering wheel obstructs my visibility of the display, which shows vehicle speed among other crucial info. 

There’s also a problem with the clearance of the steering wheel and my legs. This is caused by a combination of my height, the low steering wheel and the limitations of how much it can be raised, the low-hip point in the seating position and the shape of the wheel. 

Add an overly wide centre console and space for larger and taller drives becomes even more cramped.

Moving the shifter back in this update also makes it more difficult to use for me and the mechanism is quite clunky.

Second row space is a much better story, with a flat floor, good headroom and lots of legroom even for me behind my driving position. The rear door aperture isn’t great and this has made installing child car seats and the corresponding child difficult.

Cabin storage could also be better. There’s no glove box, but there is space under the centre console, although this is now where the large driver’s manual lives. There’s a large centre console bin, big door pockets and four cupholders (two up front and two in the second row).

The second row has directional air vents and USB ports. There are USB ports up front, too.

Boot capacity isn't enormous at 421 litres in the entry-grade and 410 litres in the Touring. There’s no front boot, either. Under the bonnet is the Solterra’s front motor and electrical hardware.    

The Solterra is a five seater SUV, so no third row here.

The updated Solterra is offered in two grades. An entry-grade model, simply called Solterra, lists for $63,990 and above that is the Solterra Touring for $69,990. That’s up to seven thousand dollars more affordable than pre-update.

We tested the top-of-the-range Touring, which comes loaded with standard features, the only option being leather seats.

If you were wondering if you needed to spend the extra money on the Touring you might be pleased to know both grades have exactly the same powertrain and the entry-grade comes with plenty of standard features.

Coming standard on the entry grade Solterra are 18-inch alloy wheels, LED headlights and LED tail-lights, power mirrors, puddle lamps, a powered tailgate with kick-sensor (new with the update) and roof rails. 

There’s also synthetic leather seat trim, heated and eight-way power-adjustable front seats, a heated leather steering wheel, heated second row seats, dual-zone climate control, a 14-inch multimedia touchscreen (new) and 7.0-inch driver display, wireless Android Auto and Apple CarPlay, dual wireless phone chargers (new) and a six-speaker sound system.

The Solterra Touring comes standard with all this but adds 20-inch alloy wheels, a panoramic sun roof, ventilated front seats (new) and a 10-speaker Harman Kardon sound system.

The Touring also features a 220V vehicle-to-load (V2L) power outlet.

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 Solterra has two electric motors and as before there is one driving the front wheels, and one driving the rear wheels for all-wheel drive. Toyota’s bZ4X twin can be had in two-wheel drive and AWD.

The big news is the motors are now more powerful. Much more powerful. Combined output is 252KW (up from 160kW). That’s a huge increase but power is still less than the output of a Model Y or Zeekr 7X.

The front motor now makes 167kW/268Nm, while the rear motor produces 88kW/169Nm. Acceleration from 0-100km/h is about five seconds and that’s almost two seconds faster than the old version. 

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.

The updated Soltera’s battery size has increased to 74.7kWh. That’s up from 71.4kWh and means driving range has increased. 

The new, larger lithium ion battery delivers a range of 566km (WLTP) in the entry-grade Solterra (up from 414km). That addresses a big concern about the old car. The Touring has a range of 517km and any range above 500km is acceptable in my book.

Also big news is the increase in maximum AC charging capacity from 11kW to 22kW. DC charging capacity is the same at 150kW with 0-80 per cent charge in about 30 minutes.

Consumption officially ranges from about 14.6kWh/100km in the entry-grade Solterra to 16.0kW/100km in the Touring. The Touring we tested was reporting 17.0kW/100km according to the trip computer after 163km of testing in mainly urban conditions. 

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 Solterra may slightly lag behind rivals in some areas such as range and power output, but where most rivals can barely touch it is when it comes to driving.

Currently there aren’t many electric vehicles that are good to drive, except for more prestige offerings from brands such as BMW, Mercedes-Benz and Porsche. 

The Solterra is one of the best electric vehicles I have driven at this price point and it’s down to the outstanding platform it shares with the Toyota bZ4X which provides superb ride comfort, great handling and excellent steering.

Acceleration is strong and traction from the all-wheel drive is good.

Sure, while the driving position needs improvement, the car itself is excellent to drive.

Visibility is also good and sound intrusion is minimal. We noticed some materials making noises in the cabin. Although this is common, with no engine to mask it, it becomes more noticeable in EVs. 

The Solterra has been awarded the maximum five-star ANCAP rating - but that was given under 2022 testing criteria and the bar has been raised quite a lot higher since then. 

Still, the level of safety technology is high with AEB, lane keeping assistance, blind spot warning and rear cross traffic alert onboard. 

Front and rear parking sensors are standard on both grades, as is a 360 degree camera view. Auto parking is standard on the Touring.

A digital rear vision mirror is also standard on both grades providing a clear and unobstructed view.

There are seven airbags present, including a front centre bag. And there are three child seat top tether points across the second row with ISOFIX anchors in the two outer positions.

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.

The Solterra is covered by Subaru’s five-year, unlimited-kilometre warranty which is falling behind the seven-year warranty offered by many now. The battery is covered  by an eight-year, 160,000km warranty. 

There is also five years of capped price servicing with each yearly/15,000km service costing between $130-$300. That’s a very reasonable price.