2021 Suzuki Ignis vs 2022 Volvo XC40

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.

In such a rapidly evolving electric car space, the XC40 Recharge definitely finds its place. To me, this is a more appealing offering than something like the similarly equipped and priced Mercedes-Benz EQA, with the Recharge feeling particularly coherent for an EV on a combustion platform.

With the healthy range, easy-to-use tech, and impressive performance on offer, I can see how the sums might add up against its less-premium long-range rivals, especially since the price is not so much higher that it might rule it out for first-time adopters.

However, it would be nice to see a trimmed back version in the future with a more efficient 2WD drivetrain and smaller battery option to put price pressure on rivals, particularly the likes of the also design led and much larger Hyundai Ioniq 5. Until then, you can always wait for the similar Polestar 2, which brings much of the same in an interesting package, arriving early in 2022.

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.

It’s been a while since I’ve driven an XC40, and although this car launched back in 2018, it is ageing very well. The exterior is still as sleek as ever, having been slightly and tastefully tweaked for this fully electric version, and the interior remains, in my opinion, one of the best examples of design in the entire small SUV market.

Starting from the outside, though, one thing I’ve always liked about Volvo’s current design ethos is how it doesn’t try to scream about its alleged performance or how prepared for the future is. It’s quiet, elegant, and understated, with confident lines, gentle but meaningful highlights, tasteful wheel designs, and sturdy proportions.

Yet none of this makes the XC40 anonymous; it’s still striking to appreciate, set well apart from the designs of other brands. It slots seamlessly into Volvo’s very attractive line-up of SUVs, and I dare say it will continue to look good for years to come.

The car’s interior only builds on this theme, with an attractive and well-proportioned dash design, premium-feeling materials throughout, and heavy digitisation via the portrait media screen and digital dash cluster.

The seat designs continue the comfortable and attractive motifs of Volvos past, while the newer design elements - like the carpet lining in the doors (constructed of recycled plastics, no less) and the ‘cutting edge’ pattern that makes up the highlight cutaways - set it apart from rivals.

The abundance of piano-black gloss highlight panelwork looks classy, but you should keep in mind how easy it is for materials like this to get covered in fingerprints. Dust and scratches always stand out, too.

Regardless, the interior has a sense of balance and flow that mirrors this car’s exterior, and the commitment to a cohesive feel for the interior and exterior is to be applauded.

The only thing I will note is how the portrait touchscreen has dated. Don’t get me wrong, it’s still an excellent design element, but at 9.0-inches it doesn’t feel as striking as it did just a few years ago, now that many vehicles are offering massive 10 or even 12-inch multimedia panels.

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 XC40 is in a bit of a Goldilocks-zone when it comes to the size of a ‘small-SUV’ (which, unlike the mid-size hatch segment, is not very well defined). This grants it a healthy amount of cabin space for four adult occupants, as I can fit myself with comfortable knee room and plenty of headroom behind my own driving position, despite a seemingly taller floor.

The seats are comfortable regardless of where you sit, and there are big bottle holders in the door and two stepped ones in the centre console. There’s a wireless phone-charging bay under the multimedia unit, with some extra space for objects, and a decently sized armrest console box, with an odd little removable box.

The cool carpet trim continues to line the bottom of the bottle holder in the door. Don’t spill anything there. It will be a nightmare to get out.

Adjustability and visibility is excellent for the front passengers, too, and although the climate functions and most of the multimedia system has moved to touch functions, I’ll hand it to the layout of this Volvo’s touchscreen for being one of the easiest on the market to use.

Boot space is down a little on combustion variants at 418-litres (VDA), and the Recharge makes up for it by swapping an otherwise busy engine bay out for a frunk, which not every combustion-platformed electric car manages. It measures in at 31L. There is even some underfloor space in the boot for your charging paraphernalia, although you only get a tyre-repair kit rather than a space-saver spare wheel for emergencies.

There’s no question Volvo is continuing to present as a premium brand with this first electric offering. Despite dabbling its toes in the mainstream market in the past, the Swedish brand is only offering a fully bells-and-whistles approach to the XC40 this time around.

Wearing an MSRP of $76,990, the XC40 Recharge looks to specifically cross swords with the Mercedes-Benz EQA 250 ($76,800), but in reality, its rivals also include the Tesla Model 3 (Long Range $73,400), and all-new and much larger Hyundai Ioniq 5 (AWD - $75,900), both of which have big appeal to early EV adopters who may or may not be so fussy about brand.

This is interesting, because Volvo’s all-electric sister brand Polestar, which just launched in Australia, is offering its first car, the Polestar 2, with a far leaner price. This is clearly designed to take sales from not only its existentially threatening Tesla rival, but also mainstream players, like Nissan, with Polestar's base pricing set at $59,900.

It shares the same platform and much of the same technology as our XC40 Recharge , so if you’re turned off by this bells-and-whistles top-spec-only approach from Volvo, waiting a little longer will give you an intriguing and more affordable alternative.

Returning to the standard spec of the XC40 Recharge; it only comes with a single, large 78kWh battery pack and a dual-motor all-wheel drive system, offering twice the power of its nearest combustion version, a range between charges of 418km, 20-inch alloy wheels, a 9.0-inch portrait multimedia screen, dual-zone climate control, a panoramic opening sunroof, power adjustable front seats with memory, leather-accented interior trim, heated front seats with a heated steering wheel, ‘R-Design’ interior and exterior design highlights, ‘Thor’s Hammer’ LED headlights with cornering function, a Harmon Kardon audio system, 360-degree parking camera suite, tinted rear windows, and the full safety suite.

To clear things up, this means everything that can possibly be fitted in the XC40 range is standard on the Recharge electric version. You can even choose any of the eight exterior paint options at no extra cost.

Added to the standard equipment is a new version of the brand’s Android-based operating system, with an integrated SIM card and fully online Google services.

Not having any options helps this car regain some of the $10k price difference between it and the next model down (the PHEV version), but perhaps less on the $20k price difference between it and the conventionally powered T5 R-Design that sits below that.

Like the Mercedes-Benz EQA, it may also be a bit of a tall order for an EV which is naturally a bit compromised by sharing its platform with a combustion car. That might be enough for true EV enthusiasts to look right past this small SUV and onto the Tesla Model 3 or Hyundai Ioniq 5.

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 XC40 Recharge is ridiculously powerful for its size class. It’s nearly twice as powerful as the nearest combustion version of this car and packs a Tesla-rattling punch from its dual-motor, all-wheel-drive setup.

It’s always nice to see something with more power than it needs, especially with all the added weight of its massive 78kWh battery pack.

On offer are two motors offering 150kW/330Nm each, combining for a total of 300kW/660Nm. The XC40 Recharge will accelerate from 0-100km/h in just 4.9 seconds and has a single-speed reduction gear transmission.

While having the full-fat performance and security of all-wheel drive helps justify the cost of this SUV, it has drawbacks when it comes to efficiency, which we’ll explore next.

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.

Powering the XC40 is a 78kWh battery pack, which grants this all-wheel drive an officially rated 418km of driving range. This is more than enough for an EV, although this car’s sister product, the Polestar 2, uses the same motors in 2WD with significantly more range from the same battery.

The XC40’s consumption is higher than I would like, with an official/combined consumption figure of 25.5kWh/100km. For a bit of perspective, most EVs this size will get under 20, with the best I’ve ever seen being the FWD Kona electric, which scored just 11kWh/100km.

In my testing of the XC40, consisting of mainly urban driving (where EVs are at their best, courtesy of their use of regenerative braking) I scored 21.3kWh/100km. Better than the official claim by quite a bit.

The XC40 Recharge has a European-standard Type 2 CCS charging port, and can charge at a maximum rate of 150kW on DC, or 11kW on AC.

At maximum DC-charging speed, you can expect a 10-80 per cent charge in around 40 minutes, while at the more common 50kW DC charging locations, you can expect a charge in just over an hour. At maximum AC speed, 11kW at a home or car park AC location, you can expect a full charge in around eight hours, and a wall socket will charge the car from empty to 100 per cent in around 33 hours.

Charging specs are bang-on for a car in this class, as 22kW AC charging is extremely rare, while a DC-charging rate higher than 150kW generally requires more elaborate and expensive cooling systems.

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.

For a car that shares its underpinnings with a combustion vehicle, there are a lot of little things the XC40 does right which its rivals don’t. It starts as soon as you hop in. Like Teslas, Volvo has quite correctly removed the need for an ignition, you just hop in, put the car in drive, and you’re ready to go. This combines with four-door keyless entry for a great first impression.

The Google integrated services are all sleek too, not really requiring phone mirroring, again in a similar fashion to the Tesla model 3. Just chuck your phone in the charging bay, and you’re good to go with a Bluetooth connection.

The software suite has also improved out of sight, and while I’m never a fan of 90 per cent of a vehicle's functions being moved onto a screen, at least this Volvo does a great job of making all the climate settings easy to use with the portrait layout. As is inputting an address, should you need to use the navigation.

The driving position is immediately excellent, offering a superior view of the road from such a relatively small vehicle, with a high but not unsettling seating arrangement. Take off is nice and smooth with both axles providing power, and the XC40 Recharge has a single, aggressive regenerative-braking system, which can be entirely switched off if need be. The regen system is similar to the one in my Nissan Leaf long termer and is generally lovely to use.

The steering is generally nice and smooth and lending this little SUV some meaningful feedback, although it is a little overly electrically assisted for more spirited cornering, removing some of the feel from the front wheels at the extremes.

The ride is also firm, something the XC40 range is known for, especially compared to the softer ride of other Volvo models. This isn’t helped by this car’s weight. While things are generally very well controlled, road conditions like corrugations and sharp imperfections can really find their way into the cabin in the worst possible way. That having been said, undulations and bodyroll are kept remarkably under control, and traction from the all-wheel-drive system is also Tesla-like in its grip.

The cabin is very quiet around town, leading to a sense of security and comfort, but I was a little disappointed to find tyre roar really picks up at freeway speeds, perhaps courtesy of the large wheels and burdened dampers.

On a final note, for a car with such a quiet demeanour, the straight-line performance is ridiculous. Press the accelerator down and this car will seriously throw you into the back of your seat, reminding you of the huge potential of its electric motors. Suddenly the sub-five-second 0-100km/h sprint time becomes visceral.

Ultimately, this is a little SUV that has only been improved by electrification from behind the wheel, bringing some of that Tesla-like convenience and performance to a car which you might not expect to have such virtues. It could use a little sandpapering in a few areas, but it’s impressive for something that isn’t on a bespoke electric platform.

Like the rest of the XC40 range, the Recharge EV comes with the full suite of safety features. This also helps set it apart from its more affordable Polestar 2 cousin, which has some key items as options.

Standard active stuff includes freeway-speed auto emergency braking with pedestrian and cyclist detection, lane-keep assist with lane-departure warning, blind-spot monitoring with rear cross traffic alert, rear auto braking, adaptive cruise control, and a 360-degree parking suite.

A few small items that are oddly missing for a brand so associated with safety include any form of driver-fatigue monitoring, and other more cutting-edge items like safe exit warning offered on some rivals.

Regardless, the XC40 also packs a suite of seven airbags, and the expected dual ISOFIX child-seat mounting points on the outer rear seats. The XC40 range has carried a maximum five-star ANCAP safety rating since 2018, and this rating was recently approved by ANCAP to extend to this Recharge electric version.

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.

Volvo models are covered by a five-year and unlimited-kilometre factory warranty, which is ahead of many rivals (like Audi and BMW) in the premium space. The high-voltage battery components are covered for the industry standard eight years and unlimited kilometres.

Volvo says the electric motors in the XC40 are ‘sealed for life’ and have no serviceable components, although other fluids, brakes, and minor serviceable items need to be attended to. The XC40 is covered by a service program that lasts for the first three years or 100,000km, normally at a cost of $1500, which is included in the purchase price for the Recharge.

A five-year service plan (which normally comes at a cost of $2500 for combustion variants) will also extend to the Recharge, although pricing has not yet been announced. With less to look after, the XC40 Recharge only needs to visit a service tech once every 30,000km or 24 months.