2022 Kia Picanto vs 2021 Suzuki Ignis

What's the difference?

The Picanto GT is the least expensive sporty runabout for the money, providing a dash of visual flair and plenty of gear to go with its punchy performance.

If you’re a warm or hot hatch buyer, however, you might find that the Kia lacks the vital handling focus and dynamic polish of the better (albeit costlier) alternatives, even if there’s enough muscle on tap to raise a few pulses.

No, it’s best to enjoy the GT for what it represents in 2022 – a more eager and entertaining option for budget buyers who seek a city runabout with a bit more speed and spice.

And, don't forget: as only Kia currently occupies this space, even the most expensive Picanto represents great value that never feels cheap.

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.

Fun fact: the Picanto is known as the Morning in some countries.

Commanding some 70 per cent of all sales, its only competition nowadays in Australia is the ancient Fiat 500 and soon-to-vanish Mitsubishi Mirage. Former rivals like the Holden Spark, Nissan Micra and Suzuki Celerio are history, though the tall and skinny Suzuki Ignis should be included too even though it is classed as an SUV.

Speaking of height, let’s talk size.

At just under 3.6 metres long, 1.6m wide and 1.5m high, the pert Picanto is classed internationally as a ‘sub-B’ city car (known inaccurately as well as rather disparagingly as the Micro segment in Australia), that sits below regular superminis/light cars like the Mazda2 and Toyota Yaris.

A clean and elegant design that has aged well since launching in 2017, the JA-series Picanto is the third-generation version since the nameplate was debuted internationally in 2004, and helped establish Kia as a globally relevant player in mature markets like Europe.

Mid-2020 saw a minor facelift with a revised front-end styling, equipment and technical improvements inside and some small mechanical upgrades.

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.

Not as squishy as the diminutive proportions may suggest.

As sub-B superminis vanish from our roads, the Picanto seems smaller and narrower compared to what else is out there. Looking like a Hyundai i30 interior that’s been Xeroxed down to by 70 per cent, the five-seater cabin is tall but slim, with your passenger sitting closer to you than in similarly priced cars like the MG3 or Suzuki Swift.

But it doesn’t feel cramped or tight thanks to deep windows and a pair of well-shaped and largely comfortable front bucket seats. The GT’s set have a sporty look to them, with the driver’s side offering the usual height-adjustment facility to match the ample sliding and reclining functionality.

An unusual item are the front headrest’s fore-aft movement that’s designed to minimise whiplash injury in the event of a collision.

Then there’s the commanding driving position. The dashboard looks big-Kia mature, with full instrumentation (including the always-welcome auxiliary digital speedo since the 2020 facelift), volumous air vents and tonnes of storage, even down to a lidded deep recess underneath the front centre armrest. Accessing the switchgear is also no sweat, and all have a quality look and feel to them.

Smart and contemporary, the 8.0-inch touchscreen offers a wide range of multimedia functionality, backed up by a 12V outlet, USB-A port, remote steering wheel controls, power windows all round (one-touch for the driver) and wireless Apple CarPlay/Android Auto connectivity.

However, not everything is plain sailing inside.

The steering column does not adjust for reach, there’s no digital radio and the vinyl seats are fine in winter but can feel clammy and hot in warm weather. Beware of that if you’re not wearing sufficient clothing. And – given these are so-called premium ‘sports’ seats, why can’t we have lumbar adjustment for the driver?

Access to the rear seat is a bit of a squeeze due to the restrictive 2400mm wheelbase length and narrow doors this entails, but once sat there, a 180cm person can easily position behind similarly-sized people up front. Squeezing in three adults isn’t easy, especially for the hapless middle passenger, but two riders only should find ample room and comfort, due in most part to the sufficiently sculptured backrest and cushion. The latter is set up quite high, allowing for easier vision out, especially for shorter folk.

There is no need for face-level air vents back there as the front ones reach rear riders, and overhead grab handles, door grab storage, a single map pocket and windows that disappear all the way down are further nice touches, but there is no rear-seat overhead lighting. 

Note that while the Picanto is tolerably quiet from road and wind noise intrusion at urban speeds, at freeway ones it can get quite loud in there.

Further back, the hatch opens up to reveal a pretty limited 255-litre cargo capacity, that’s extended to 1010L with the 50/50 split/fold backrests dropped down. The boot floor is deep but there isn’t that much length to take bulkier items. As mentioned earlier, a space-saver spare wheel is included; it’s recessed under the boot floor.

A modern and inviting cabin that’s very civilised to boot in most urban settings, the Picanto is both roomier and more comfortable than its bargain-basement price suggests, with the GT’s ritzier trim adding a racier ambience to help justify its extra expense.

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.

Under the Picanto’s stubby bonnet is a gem of an engine – a 998cc 1.0-litre double overhead cam three-cylinder direct-injection turbo petrol unit known as the G3LC, developing 74kW of power at 4500rpm and 172Nm of torque from as low as 1500rpm to 4000rpm.

With a tare weight of just 1012kg, it delivers a power-to-weight ratio of 73.1kW per tonne (or 72kW/tonne if measured using its 1026kg kerb weight), for a 0-100km/h sprint time of around 9.4 seconds.

Driving the front wheels is a five-speed manual gearbox. Unlike the visually similar GT-Line powered by the 1.2-litre four-pot petrol engine, no automatic transmission is available. The latter is an old-fashioned four-speed torque-converter auto.

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.

Our GT managed 6.6L/100km in hot, testing conditions that saw a fair share of performance testing and higher-speed driving as well as heavy traffic jams, which isn’t too far off the official 5.2L/100km as per Kia’s spec sheet claim. The latter equates to a carbon dioxide emissions rating of 122 grams per kilometre.

The Urban and Extra Urban consumption figures, by the way, are 6.8 and 4.4L/100km respectively.

Tuned to run on 91 RON standard unleaded petrol and compatible with a 94 RON E10 ethanol/petrol mix, the Picanto’s fuel tank is a measly 35 litres, resulting in a potential average distance between refills of 673km.

There is no stop/start technology fitted to help cut emissions and/or save fuel.

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.

In a word... spirited.

It’s no shock to learn that the Picanto GT thrives around town.

With a rorty and rev-hungry three-pot turbo that’s champing at the bit to bolt off the line on one hand, and light-yet-agile steering on the other, the smallest Kia is ideal for darting about, zipping in and out of tight traffic spots and squeezing into tiny parking spaces with effortless ease. Its diminutive proportions, fine all-round vision and tight turning circle are excellent assets in the urban jungle.

Usually, a short wheelbase and relatively large wheels make for a choppy, restless ride. But the GT does an adequate job in absorbing most things that the roads throw up. While still quite firm, the suspension isn’t uncomfortable or agitating.

The Kia’s impressive speed and agility also translate well out on the open road, as long as the driver keeps the revs up – no real chore given the agreeable manual shifter and light clutch action. In such conditions, throttle response is immediate and effective, allowing for a surprisingly strong turn of speed for something so small.

Note, though, that there is quite a bit of tyre and road roar intrusion coming into the cabin at higher velocities.

If the revs aren’t in the sweet spot, expect a moment’s delay in engine response, since you’ll have to wait for the turbo to spool up before you feel the power kick in. In wet conditions, sometimes it can come on too suddenly, meaning that the front tyres could break traction, resulting in some scrappy progress.

The Picanto’s steering is fairly direct and composed, for accurate and controlled cornering, especially in dry conditions. But the handling is not as sharp or as involving as some enthusiasts might hope for from a warm hatch, since the GT doesn’t connect in the same, intimate way with a keen driver that, say, a Fiesta ST does so faithfully.

Note that the stability and traction control system can be disabled for drivers wishing to explore the chassis’ dynamic limits, but the lack of a limited slip differential may result in the front wheels bucking if driven carelessly in the rain. At least the brakes are effective and always at the ready to wash away speed quickly once that turbo starts to take effect.

Fun and feisty as the GT is, it's no GTi.

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.

Kia has led the industry with a seven-year/unlimited kilometre warranty for a number of years, with only Mitsubishi’s conditional 10-year warranty beating it for now.

Roadside assistance is complimentary the first year, which extends a further seven years as long as you return to an authorised Kia dealer for servicing annually or as required.

Intervals are every 12 months or 10,000km, while published basic capped-price servicing ranges from $283 to $606 depending on the interval. The total is $3127 over seven years, averaging $447 annually over that period at the time of publishing.

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.