AutoSpeed – Suzuki Ignis Sport Test

15 May 2015 | Author: | Comments Off on AutoSpeed – Suzuki Ignis Sport Test

by Julian Edgar

So you reckon the fun has gone out of current cars? Too electronic gadgets intervening the driver and car?

Balance, and the ability to steer the car with right foot gone the way of the

Well, try the Suzuki Ignis for size.

Cos here is one helluva little sporting package power and grip, and fantastic You want to trail-throttle oversteer? you You want to thread the needle oversteer and understeer around a sweeper? – you can.

You to keep the engine buzzing at the as you flick the car in and out of urban roundabouts? do that as well.

But when you inside, that fun quotient something that immediately you. Sure, you’ll factory Recaros, LED-illuminated instruments and a leather-bound wheel and But you’ll also see ghastly mesh head restraints, an single CD radio that match the style or colour of the of the interior, and find that no room next to the clutch for left foot.

And when you close the door, the that accompanies the movement likely to inspire respect for the quality.

And even on a first around the block (or along a as we did) the negatives are still The gearing is very short gear is equivalent in rpm to 5th in some and there’s plenty of engine both induction roar and plain old fashioned NVH. The is firm though never and the non-adjustable steering wheel a too close.

But then you start to the throttle response that’s from the 1.5-litre, 83kW cylinder. With a mass of 935kg and with a good spread (peak is 143Nm at rpm), the low gearing gives acceleration in any gear at any speed. not that the car is out-and-out fast a 0-100 in the low/mid nines, it but there’s always power and when you want it.

Peak power is at 6400 rpm and 6500 – so stratospheric aren’t being pulled but nearly all Suzuki engines, the is happy to be spinning fast all of the

At 3.944:1, not only is the final low, but the notchy but precise has ratios that are also very close together. In it’s the sort of driveline encourages heel-and-toe flick flick downchanges as you brake and for a corner.

Ahhh, corners.

a relatively pedestrian suspension (front MacPherson struts and a 5-link beam axle), the brilliance is all in the set-up. Reef on and hammer the loud pedal and the will understeer strongly as we outright grip from the Advan A043 tyres enormous. But instead turn-in on a throttle, balance the car on the throttle small cornering adjustments power alone and the Sport can be

Like, really fast.

Its width, superb feedback and mid-corner adjustability conspire to this car’s point-to-point astonishing.

Especially when you the price and how easy it is to drive.

unlike some front-wheel set up to handle really sharply, the isn’t about to bite you if you make a mistake. Go in too quickly, and get off the loud pedal and the car tightens its if it’s been too much of a the back will even coming around. But that’s all it start coming around. (In dry at least it didn’t rain in the we had the car.)

This is a machine to you seeking out corners, showing off roundabaouts, worrying the hell out of more expensive cars have far more power and yet get away.

And rather surprisingly, it’s not brilliant in urban environs. of the driving kilometres we spent up and down secondary rural around bends with Australian broken bitumen up over suspension-lifting humps and down into crushing And the Suzuki handled it all. Not comfortably for the occupants in these mind you. But the suspension yes that live rear did very little wrong.

A of rear-end hop when just the (wrong) bump was met, but on full compression there was the crash-through that you half

In really tight stuff the front wheel can be picked up and a little, but such is the feedback and of the throttle (remember, you’re in what feels to be a gear or two than you actually are, in fifth!), modulating the wheelspin is play. Rather surprisingly, the isn’t as quick as you’d In fact, it’s rather around centre but we soon got to this characteristic and with its of linear weighting (it’s and precision, it became a seamless of the handling strengths.

The brakes are standard four-wheel with ABS 257mm vented on the and 258mm solids at the back. In a car weighs well under a that’s quite a substantial package and the anchors are well up to even when the Sport is driven hard. Around the are white-painted 15×5 alloys they’re white, irrespective of the of the car.

The wheels are one aspect of the that didn’t do a lot for us the Sport standard with a body kit bumpers, side skirts, extensions and a rear spoiler. some angles it looks while from others, the design sits oddly the add-ons.

However that does lend itself to of interior room about the tight dimension is rear space. Seatbelts are provided for but there are only four restraints and the rear width makes the car only a four anyway. Access to the rear is easy, even for adults.

Another useful feature is the unlock for the rear hatch something not always provided in pricing class.

Air con, the CD radio and remote entry are all standard. Given the budget the need for 98 octane fuel is a but then again, even driven about as hard as we it’s possible to do on public the fuel consumption figure came in at a very creditable 7.8

But perhaps the best driving that we can give is that at the end of the the shoulders of the front and rear were worn absolutely now that’s handling balance.

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