The Suzuki Fronx is indeed a brand-new model, with some new and improved technology… but there’s very little here that will alienate an existing Suzuki owner.
Fronx is a baby SUV that’s a new nameplate for Suzuki, although it essentially replaces the Baleno hatchback, which bowed out in 2022. Like Baleno, Fronx comes out of India.
It’s certainly off to a good start in New Zealand. During our preview drive in early July, Suzuki was running a launch-price special for the single-specification Fronx GLX of $29,990, or $30,990 for the two-tone finish you see here; that special applied to the first 300 cars. They’re obviously all gone now (3 weeks post-launch at the time of writing), because the car is back to normal pricing of $31,990/$32,990. Still very much in the budget zone, though.
The funny thing about the Fronx is that it has the styling proportions of a much larger SUV-coupe. But when you see it in the real world, in real traffic, everything’s quite a bit smaller than you thought. It’s less than 4m long, on very modest 16-inch wheels.
Get past the trendy mini-SUV exterior and inside, it’s all familiar. The instruments are still analogue, there are lots of physical controls, the general look is very… traditional.
The funny thing about Fronx is that it has the styling proportions of a much larger SUV-coupe. But when you see it in the real world, everything’s quite a bit smaller than you thought...
You might even say a bit old-fashioned, which is not fair because it ticks all the important tech boxes. That modest 9in infotainment screen houses wireless Apple CarPlay and Android Auto, and there’s a nicely angled wireless charging pad to keep your phone powered up - a grunty one, if the heat it generates in your device is anything to go by. There’s a 360-degree camera display that can even do an exterior “walk around” for you on startup.
There’s a small (that word again) perspex head-up display that presents essential driving information in a crisp, colourful format. The Fronx also has an electric parking brake. Both are firsts for Suzuki.
To drive, Fronx has a fairly big heart. But not big performance: there’s just 76kW/137Nm from the 1.5-litre mild hybrid powertrain.
There’s adaptive cruise, traffic sign recognition, rear cross-traffic alert and lane keep/departure warning, with a self-steering function that stays active or inactive depending on what you’ve selected when you turn the car off (ie it doesn’t default to “on” like most systems). Not that it’s especially intrusive anyway.
To drive, Fronx has a fairly big heart. But not big performance: there’s just 76kW/137Nm from the 1.5-litre, plus a bit of low-speed assistance from the 12-volt mild hybrid system. You can actually select a power-flow graphic in the information centre, but it’s pointless: the MHEV technology is indiscernable in its operation, the battery charging and discharging at ultra-rapid pace. And Fronx can’t drive on electric power alone anyway, of course.
The wheelbase is actually 20mm longer than the ostensibly larger Vitara, which means plenty of legroom front and rear.
There’s also a power/torque meter for the petrol engine, which is even more silly. The powertrain is energetic but gets a bit short of breath when pressed. It’d be better with another gear or two in the transmission, although we do appreciate the traditional gearbox rather than the usual small-car continuously variable tech. There’s a Sport mode, but that doesn’t really do anything.
We couldn’t get anywhere near the official 5.5l/100km, but a test average of 6.4l/100km wasn’t bad considering we worked the powertrain pretty hard.
Unlike some city SUVs, Fronx has the chassis chops to take on 100km/h corners and win. It’s stable and grippy, at least in the dry, although the Goodyear Assurance tyres didn’t like the greasy conditions on a couple of wet days during our test-time. It went a bit understeery.
The steering has a familiar Suzuki-quirky character: it’s light with very little self-centring, which is theoretically handy in city driving but can take some getting used to. You turn the wheel, release your grip… and the car just keeps going in that direction; you have to wind the lock back off again.
A slightly edgy ride at low speed isn’t ideal for town driving, but it’s not a deal-breaker. And this little Suzuki is a powerfully practical vehicle for something with such a small external footprint.
The wheelbase is actually 20mm longer than the ostensibly larger Vitara, which means plenty of legroom front and rear - although there’s some compromise in headroom thanks to that sloping roofline. Let’s face it, it’s going to be kids/grandkids back there most of the time anyway.
The 304-litre boot is pretty small, but the adjustable cargo floor means you can make maximum use of the loadspace and achieve a flat load-through to the folded rear seats if you need it.
The sub-$40k compact SUV space is actually pretty busy in NZ, which is good news if that’s where you’re shopping. The Fronx isn’t as outwardly techy-feeling as some (especially Chinese rivals like Chery Tiggo 4 or MG ZS), but it’s actually packed full of the latest stuff. Fronx is honest and hugely likeable, to look at and drive.
How much is the Suzuki Fronx GLX?
The first 300 cars on launch-special pricing (which started under $30k) went like Indian-spiced hotcakes, so Fronx is now at regular retail: $31,990 base, or an extra $1000 for the two-tone finish with black roof (limited to orange, red and silver).
What are the key statistics for the Suzuki Fronx GLX?
The 1.5-litre mid hybrid engine makes 76kW/137kW and drives through a 6-speed automatic gearbox. Fronx is front-drive.
Is the Suzuki Fronx GLX efficient?
As long as you're not blinded by that Hybrid badge, yes. The official figure of 5.5l/100km is impressive, but only managed 6.4l/100km during our test. Still pretty good, just not hybrid-good.
Is the Suzuki Fronx GLX good to drive?
The low-speed ride is a bit edgy, but the Fronx has a fairly big heart when it comes to performance and handling. The little engine has plenty of energy (don;r forget this car is very light, too, at 1065kg) and the chassis has a mature feel.
Is the Suzuki Fronx GLX practical?
A long wheelbase (relative to the car’s exterior size of course!) means plenty of legroom front and rear. There's some compromise in the low roofline, though. The boot is modest at 304 litres, but the floor is dual-height, which means you can make the most of a flat load-through when needed.
What do we like about the Suzuki Fronx GLX?
It has individualistic style while being very on-point for 2025 with a coupe-SUV look, it's really equipped in terms of both comfort/convenience tech and safety equipment, and it's fun to drive despite the modest powertrain.
What don’t we like about the Suzuki Fronx GLX?
The traditional cabin styling and some cheap materials undermine the reality of Fronx's high equipment levels, we're not sure it should have a "Hybrid" badge (it's a very mild 12v system) - and the name is just silly.
What kind of person would the Suzuki Fronx GLX suit?
A city SUV buyer who wants a combination of quirky exterior style and generous equipment levels, but without overwhelmingly techy presentation in the cabin.