Suzuki is famous for making some of the best small cars in the world. The Kei car specialist, though not finding much foothold in the vast expanse of the American highway system, has found its niche selling cheap economy cars around the more rugged parts of Asia. But in the wake of the small crossover boom, the brand has had a hole in its line-up that neither the rugged Jimny nor the aging and expensive Vitara could fill. Thus, enter the Fronx. A lifestyle crossover-coupe—yes, that’s a thing—that aims to take the fight straight to the likes of the Toyota Raize.
But can it? Let's find out.
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Styling
At 3,995mm in length, the Fronx is a few hands shorter than the old Vitara or the current Toyota Raize, but the class-leading 2,520mm wheelbase gives it a wide-set and sporty stance. A swoopy roofline certainly makes it feel more coupe-like than anything else on the market. A blacked-out roofline and floating D-Pillar merely serve to accentuate the low-slung stance. Only the Kia Stonic feels similar, and that’s been dropped in favor of the more conventional Sonet.
The styling is pure Suzuki, deriving from the Ertiga, but with bits of Hyundai Kona and Suzuki XV sprinkled in for flavor. The triple LED light pods on the front fenders are particularly nice. Boldly carved out character lines play beautifully in the light, while chunky square black fender flares protect all that creased sheetmetal from small dings.
Discreet roof rails and black asymmetric 16-inch alloy wheels round off the package nicely, though we do wish those wheels were directional—the design orients counter-clockwise on both sides of the car.
Interior
The Fronx’s interior is modern and attractive, but doesn’t take any great liberties. It’s the same sporty, swoppy, dramatic interior you might find in mid-tier Japanese or Korean brands over the past decade. The material mix is pretty good, with solid-feeling plastics and soft-touch surfaces, and a mix of colors that elevates it above the drab greyness of the crowd while not saddling you with scratchy piano black plastic or easily soiled beige leather. It feels surprisingly upscale for a Maruti-Suzuki interior, to be honest.
You do get the expected center screen, as on most new cars, and it does jut out of the dash a bit annoyingly, but thankfully, it isn't central to the experience. All vehicular functions—such as HVAC, stability control, auto-stop, and lane-keeping assist—have their own physical controls, though due to the limitations of dash and console space, some of those controls are tucked away by the door panel. Not that this is a cramped-feeling car. The Fronx is, after all, nearly the same size as the now-defunct Vitara, with a slightly longer wheelbase and more thinly padded, deeply sculpted seats. Which means that elbow room and leg room are pretty generous.
Combined with the low roofline, it feels more sedan-like than many of its narrower, taller competitors. The back seat is a bit less impressive. While legroom is on the large side for the class, the low roofline can feel a bit claustrophobic, and the cabin is too narrow for a proper center armrest. You do get charging ports and AC vents, but tight packaging means those vents are below your knees, while the charging ports and shelf are literally on the floor. Beyond that, though, the long wheelbase and scooped front seatbacks make the rear seats a pleasant place to be in for medium-length trips.
Of course, the trade-off for maximizing cabin space within the small footprint is a relatively small trunk. At 309 liters, the Fronx’s cargo compartment is smaller than the one in the Raize, and the loading lip is rather deep, making you feel like you’re dumping your groceries into a giant tub cooler. Folding down the rear seats gives you more space, but not a lot more, at just over 600 liters total. That said, it’s still perfectly adequate for groceries or small weekend getaways.
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Engine performance
The K15C under the hood is an updated high-compression version of Suzuki's long-running four-cylinder K-series engine, as also found in the Ertiga. Sadly, the higher 13:1 compression ratio doesn't make it any more powerful—at 102hp, it’s a bit weaker than its predecessor—but it does make it feel much smoother. Aligned with a 3hp hybrid assist motor, it’s good for 0-100kph in just a hair under 12.3sec.
The six-speed automatic is quite responsive, especially compared to the CVTs you find in most competitors. First and second gears are satisfyingly short and provide lively performance in traffic, while the Fronx’s paddle shifters make it easier to kick down a few gears for the odd overtake. My only mild criticism is that the second-to-third gear upshift feels a bit long, though these odd gaps are getting more common as manufacturers try to eke out better fuel economy numbers on standardized tests.
The upshot here is that the Fronx does indeed get excellent economy: between 25-27km/L on the flatter parts of the SLEX, and should potentially do even more on the open stretches of the NLEX. In mixed driving, we saw between 15-17km/L, and around 10km/L in city driving. Pretty good for this kind of car. I guess building a crossover in the shape of a coupe makes a certain kind of sense.
Ride and handling
Given the sleek shape, you’d expect the Fronx to drive nicer than the common crossover. And it does, up to a point. The steering is well-weighted as far as electric steering goes, and handling is light and agile. 195/80 R16 Goodyear AssuranceMax tires provide decent grip and reasonable compliance over bumps. The car tackles sweeps and curves eagerly, the stiff suspension keeping things neat and tidy. There’s still body roll, but it’s very progressive and communicates to you exactly what is happening at the tires at all times. This is one of those cars where more power and grip wouldn’t go amiss.
Throttled back, the Fronx is a genuine joy to cruise in, with a light touch and good stability on the highway. Noise isolation is generally pretty good, though the suspension can be a bit chatty over the SLEX’s perennial bumps. Perhaps Suzuki could have dialed back the suspension stiffness a little bit to deal with this, but it’s a fair compromise for what you get.
At slower speeds, in traffic, there are few complaints you can level at the Fronx. It’s small and easy to maneuver, and an absolute breeze to drive through traffic. The small rear windshield does present a few issues when parking, but the available 360-degree cameras help make short work of any parking situation.
Extra features
Our SGX Hybrid test unit also has a Level 2 suite of advanced driver-assistance systems, which means lane-keeping assist and adaptive cruise control. The former is decent enough, steering corrections are smooth, allowing the car to follow curves on the highway. Adaptive cruise control allows you to maintain a constant distance from the car in front of you, from highway speeds down to a full stop in traffic—though you do have to press the brakes after the car comes to a stop. On the more passive side, you also get electronic stability control, ISOFIX child seat anchors, and six airbags, including side curtain airbags.
Bluetooth, Apple CarPlay, and Android Auto are part of the package, along with wireless charging and wireless connectivity, allowing you to stuff your phone on the wireless pad—facing away from you to minimize distraction. Sound output is good enough for this class, and the multiplicity of charging options is a delight. As a bonus, when you’re tethered to your smartphone for navigation, the system projects nav directions on the heads-up display in front of the steering wheel. No need to keep an eye on the map to stay on course.
Verdict
The Fronx is a unique product, being the only truly coupe-like crossover in the small crossover class. While this might turn off buyers looking for a bit more headroom, it allows Suzuki a wider spread of products, with the Jimny, Fronx, and S-Presso catering to different segments and demographics, whereas the former situation with the all-wheel drive Vitara and Jimny could get a little confusing. Not that there’s much overlap in terms of capabilities. The Jimny can still go where no crossover dares tread, and exists as the ultimate toy off-roader and possibly apocalypse-proof ride. Whereas the Fronx is perfectly suited for a different kind of jungle. The urban kind. Rough and ready to rumble in Manila traffic, it may not be to everyone’s tastes, but for those looking for a little more spice from their small crossovers, the Fronx has you covered.
SPECS: 2026 Suzuki Fronx SGX Hybrid
Price: P1,299,000
Engine: 1.5-liter K15C + hybrid assist motor
Power: 99hp
Torque: 135Nm
Transmission: Six-speed automatic
Layout: FWD
Seating: 5
Score: 8.5/10
More photos of the 2026 Suzuki Fronx SGX Hybrid:
