Used Suzuki Jimny 2018-2020 review
7
Was Suzuki’s iconic miniature off-roader’s long-overdue overhaul worth the wait?
Published:
17 July 2025
- Introduction
- Design & styling
- Interior
- Engines & performance
- Ride & handling
- MPG & running costs
- Verdict
- Reliability
Find a car reviewMakeAbarthAC CarsAC SchnitzerAiwaysAlfa RomeoAllardAlpinaAlpineAnalogue AutomotiveArielAston MartinAudiBentleyBMWBrabusBugattiBYDCadillacCaterhamChangan AutoChevroletChryslerCitroenCupraDaciaDallaraDavid BrownDenzaDodgeDonkervoortDSEagleElectrogenicFerrariFiatFiskerFordGenesisGinettaGreat British Sports CarsGreat WallGunther WerksGWMHispano SuizaHondaHuman HorizonsHyundaiIneosInfinitiIsuzuJaecooJaguarJannarellyJeepJIAKamm ManufakturKGMKiaKimeraKoenigseggKTMLadaLamborghiniLand RoverLeapmotorLEVCLexusLightyearLincolnLMCLotusLucidMaseratiMaxusMaybachMazdaMcLarenMercedes-AMGMercedes-BenzMercedes-MaybachMG MotorMiaMicroMikaMiniMitsubishiMobilizeMorganMSTMurrayNioNissanNobleOmodaOpelPaganiPaul StephensPembleton Motor CompanyPeugeotPininfarinaPolestarPorscheProdriveProtonQorosRadicalRamRenaultSkodaSinSilenceShelbySenovaRufRoverRolls-RoyceRoeweRMLRivianSaabSeatSkywellSmartSpartan Motor CompanySpykerSRTSsangyongSubaruSuzukiTataTeslaTheon DesignTigerToniqToyotaTushekTwistedVauxhallVencerVolkswagenVolvoWellsWestfieldXpengYangwangZeekrZenosZenvoModel
- Introduction
- Design & styling
- Interior
- Engines & performance
- Ride & handling
- MPG & running costs
- Verdict
- Reliability
Find Used Suzuki Jimny 2018-2020 review deals
Other Services
Used car prices can fluctuate regularly, but quirky models that have a real cult following tend to hold their value well or even increase in value over time.
This fact is epitomised by the fourth-generation Suzuki Jimny, a character-packed compact off-roader that has already gained modern classic status. We think it’s worthy of investment as soon as possible, considering how prices have trickled upwards since its launch in 2018.
Return to circular headlights is redolent of the original 1970 LJ10, and those LEDs are standard on SZ5 models. The five vertical grille openings come from later generations of Jimny
Due to limited supply and a short lifespan in the UK (the passenger car version was sold here for only two years and the van was pulled in 2024), the Mk4 Jimny is effectively a collector’s item. The classifieds are packed full of cars costing anywhere between £21k and £50k, depending on age and condition.
Why spend over the odds on a Jimny, though, when the Dacia Duster and Fiat Panda both offer 4×4 capability at cheaper prices? Well, while those are solid alternatives, Japan’s baby Jeep has to be at the top of your wishlist for its combination of a brilliant go-anywhere attitude and sweet, retro-inspired looks.
Thanks to its four-wheel drive system, low-range gearbox and Toyota Land Cruiser-rivalling breakover and departure angles, the Jimny is more than comfortable with being taken off the beaten track.
Back to top
It feels like a mountain goat, its light weight helping it to skip along rough tracks and muddy lanes – although we would exercise caution if any rock crawling is required, due to its low ground clearance.
Then again, there are heaps of specialist firms offering upgraded suspension, wheels and underbody protection if you want to turn your Jimny into a Land Rover Defender killer.
A rather less rounded on-road driving experience is the price you pay for such off-road capability. At lower speeds, the ride can be a little choppy, particularly on unkempt surfaces, although once you’re up to a brisk speed on cross-country roads, it settles down and irons out lumps and bumps well.
There’s a lot of body roll through corners and the steering is slow-geared. But still, for the odd urban jaunt, it’s a fun little SUV to ride around in.
Powering the Jimny is a 100bhp naturally aspirated 1.5-litre four-cylinder petrol engine. There’s more than enough performance for barrelling around farmland, and enough pep for trips into and around town. It’s less suited to motorways, though, where it feels quite strained at higher revs.
You will also notice an increase in decibels at higher speeds, albeit not as badly as you would in a classic Defender. Two versions of the Jimny were available in the UK, both with three doors only: the SZ4, which came with steel wheels, and the plusher SZ5, which added alloy wheels, LED headlights, rear privacy glass, climate control and heated seats.
It also borrowed a 7.0in infotainment touchscreen from Suzuki’s Swift supermini, and while its graphics are a bit lacklustre, smartphone mirroring goes a long way to mitigating that.
Inside the Jimny, there’s plenty of chunky physical controls, and while they do feel cheap, they make it easy to adjust functions on the move. Rear accommodation is only big enough for children (and just two of them, as there’s no middle seat), while the side-hinged boot can
fit a few carrier bags at best.
Back to top
Therefore, if you’re going to be doing plenty of load-lugging, the Commercial, with its 863-litre cargo area (in place of the seats), is the Jimny to go for.In any case, there’s no better time to snap up a Jimny.
There aren’t many compact 4x4s out there that will happily do the school run and a spot of green-laning all in the same day.
Verdict
Model tested:
Rating: 7
Used Suzuki Jimny 2018-2020 review
Charming 4×4 is capable and affordable but retains its dynamic foibles
Good
Characterful, standout design
Excellent off-road capabilities
Plenty of ability for the price
Bad
Unrefined driving experience
Tiny boot when rear seats are in place
Poor economy
DESIGN & STYLING
9
Pros
Retro-inspired look adds bags of character
Dimensions are closer to a supermini than an SUV
Cons
Not designed for on-road performance
Suzuki might have overlaid Mercedes-Benz G-Class styling cues atop an overall aesthetic that has since day one been inspired by the Jeep Wrangler, but the fourth-gen car was unmistakably a Suzuki Jimny.
Much of that had to do with its size – marginally wider and taller but shorter than before, the Jimny was only a touch longer than a Volkswagen Up and, somehow, would negotiate precisely the same city-centre width restrictors as the supermini.
I reckon this new Jimny is right up there with the Alpine A110 in terms of visual appeal
The boxy geometry gave it stature, however, as did a serious quartet of wheel arches that were absent on the even more diminutive, fully kei-spec model found overseas.
That Japan special derivative drove its four wheels with a tiny 650cc engine but British examples came fitted with a naturally aspirated, four-cylinder 100bhp 1.5-litre petrol unit (up from 1.3 litres) mated to either a five-speed manual or four-speed automatic gearbox.
The former made for a marginally more fuel-efficient car – 35.8mpg plays 32.2mpg on the WLTP cycle – but neither were quick, with a 0-62mph of around 12sec and a top speed in double figures.
Not that the focus here was on-road driving. As ever, the hardware said ‘boulder track’ far more than it did ‘B-road’. The Jimny retained a separate ladder chassis beneath a steel body – the former half was as stiff again as before – with three-link, rigid-axle suspension at both ends.
Suzuki had also added two extra cross-members to the ladder frame to improve durability and further increase stiffness, while the car’s front axle housing was now made of more robust high-tensile steel.
While the Jimny benefitted from a selectable low-range transfer gearing – its driveline mechanically switchable between ‘2WD-high’, ‘4WD-high’ and ‘4WD-low’ modes – what you didn’t get was a set of mechanically locking differentials. Suzuki instead used an electronic traction control system that automatically braked a slipping wheel to redistribute torque asymmetrically.
Were you to scale the Jimny up a few sizes, the resulting off-roader would have been the class of the field by many of the metrics that define such vehicles. As it happened, the little 4×4 was still impressive, with 210mm of ground clearance, an approach angle of 37deg and breakover and departure angles that bettered the Wrangler’s.
INTERIOR
6
Pros
Large, chunky buttons and switches are easy to use on the move
Smartphone mirroring helps to mitigate frustrations with the infotainment screen
Useful amount of space with seats folded
Cons
Limited rear accommodation makes it a compromised family car
Barely any useable boot space with rear seats in place
Factory infotainment screen is graphically poor and unintuitive
While the Suzuki Jimny’s cabin was undoubtedly a vast improvement over the 20-year-old interior of its predecessor, it still seemed to stumble as often as it soared.
Its boxy body made for excellent visibility, yet the steering column’s inability to adjust for reach meant some drivers man have found its driving position a touch compromised. The controls, meanwhile, had all been quite clearly designed for ease of use when not travelling on smooth road surfaces (fiddly infotainment system aside).
Angular look of dashboard, complete with faux exposed bolts, makes for a cockpit that’s plainly functional but also has plenty of charm
Buttons and switches were large, chunky and easy to reach from the driver’s seat, all of which are good things. When you touched them, however, you wouldn’t be overwhelmed by the apparent quality or the sense of durability of the materials used. The row of switches at the bottom of the centre stack – those for the windows, traction control and hill-descent assist – felt particularly flimsy.
Then there were the rear seats, which could comfortably accommodate a couple of children (adults are an inevitable squeeze), yet if you elected to keep them in place, you had practically no usable boot space. There was enough room for a carrier bag or two, but that was about it.
Folding the seats down liberated a more useful amount of space for luggage (up to 830 litres) but rendered the Jimny a strict two-seater; although a standard 50/50 split-folding rear seat meant you could, at least, strike a halfway-house solution.
The obvious consequence of all this was that, unlike so many SUVs, the Jimny was a compromised family car. It was a car in which the school run would be possible but not easy, and in which a weekly shop with a couple of kids was a stretch.
As a second-car-in-the-household, however – one ready to regularly work off-road, but perhaps not have to carry or do much else – it made practical sense.
The Jimny SZ5 made use of the same 7.0in touchscreen infotainment system as in the Suzuki Swift, which included features such as Bluetooth connectivity, satellite navigation, DAB radio and voice control. The downside was that it also suffered from the same pitfalls.
The menu screens weren’t particularly graphically detailed or intuitive, and it took a bit of time to wrap your head around how it all worked. The inclusion of Apple CarPlay and Android Auto compatibility, however, went a long way to mitigating the impact of all that, certainly to the point where your mirrored smartphone screen would become your go-to preference for everyday use, and you’d interact with the factory infotainment only when you had to.
SZ4 and SZ5 models came with the same two-speaker sound system, which was poor. Sound quality was quite weedy and, as the engine was so loud at motorway speeds, the need to turn the volume up only made things worse. It was by no means unbearable, but was also far from a selling point.
ENGINES & PERFORMANCE
6
Pros
Easy to operate around town at lower speeds
Smooth and urgent
Cons
Engine is strained on the motorway and lacks mechanical refinement
Needs to be worked quite hard to get it up to speed
Optimal straight-line performance on dry Tarmac wasn’t going to be of huge concern for Suzuki Jimny owners more interested in their car’s ability to trundle down farm tracks or haul itself up rock-covered slopes effectively, but it needed to be good enough not to be a barrier to everyday use of the car: and, over shortish-range trips at least, so it proved.
The car’s 95lb ft peak torque wasn’t a great deal for any genuine off-roader to depend on, and wasn’t particularly accessible either, needing 4000rpm to chime in. A fair amount of welly was therefore required to get off the line in what felt like a smooth and remotely urgent fashion.
Old-fashioned 4WD system needs manually ‘shifting’ between front-drive, four-wheel drive and four-wheel drive ‘low range’ modes
That said, once you’d properly acquainted yourself with the car, the Jimny wasn’t that taxing to drive around town, although the bagginess of the five-speed manual gearbox’s shift action was a bugbear.
The Jimny managed to record a two-way average 0-60mph time of 11.9sec, which was respectable enough. It accelerated from 30mph to 70mph through the gears – as you might when joining a motorway – in 11.6sec, a second quicker than the entry-level petrol Dacia Duster we road tested back in 2018.
The potency of the car’s engine certainly felt a touch limited on the road, and that motor was strained at high revs and on the motorway (not least as a result of the car’s short gearing).
But the rest of the time, the Jimny didn’t seem to have to struggle too hard to get out of its own way. The previous Jimny’s 1.3-litre four-pot was hardly a beacon of refinement, and it seemed Suzuki had done little to improve things with the mk4’s 1.5-litre engine.
At a steady 70mph cruise, we measured noise in the cabin at a fairly persistent 70dB, while a wide-open throttle at the top of third gear saw this rise to 75dB.
Admittedly, this was better than the old diesel-powered Land Rover Defender managed (73dB and 78dB respectively), yet as with that now discontinued conceptual rival, you’d likely still hesitate at the idea of using the Jimny regularly as a long-distance tourer.
Given the Jimny’s modest kerb weight – we measured it at 1112kg – the car’s shortage of stopping power came as a bit of a surprise.
It needed 73.1m to come to a halt from 70mph, a result we’d rarely seen even from an off-roader on hybrid off-road tyres, and even allowing for the dampness of the surface on our test day. The car pitched unusually severely under hard braking, and its Bridgestone tyres seemed to skate over the surface of the road.
RIDE & HANDLING
6
Pros
Pliant and settled on the open road
Excellent off-road capability that is as impressive as dearer 4x4s
Cons
Busy, unsettled ride at low speeds
Loose body control isn’t helped by slow steering
Where the Suzuki Jimny’s ladder frame and rigid axle suspension had allowed its predecessors to go further off road than many larger and more sophisticated – not to mention more expensive – SUVs, they had been equally responsible for its trying on-road manners.
And while the fourth-generation arrived some 20 years after the third-generation Jimny first went on sale that same trade-off was still alive and well, much as the car’s disarming looks made you wish otherwise.
The Jimny’s ride is tough to tolerate, but the car’s tiny dimensions, upright windscreen and raised driving position mean you bob along roads with terrific visibility and a real sense of fun
It was at low speeds where the Jimny’s ride and handling as at its most frustrating, particularly on craggier stretches of road are prevalent in Britain. Its ride was busy and unsettled, with sharper edges especially capable of sending reasonably forceful jolts into the cabin.
At a brisk open-road trot, the ride settled down a touch and the suspension began to iron out longwave compressions with a decent sense of pliancy. But there were also times when vertical body movements were so sudden, pronounced and under-damped that it felt as though the car was about to lift itself clear of the surface of the road – and so it was best to maintain some awareness of the Jimny’s on-road limitations at all times.
As for the steering, Suzuki had elected to fit the Jimny with an electrically assisted recirculating ball rack. At 3.9 turns lock to lock, it was particularly slow-geared because that was how you’d want it to be off road; and so, back on the road, it tended to require a generous scale of input from the driver.
The slow gearing had the effect of making the Jimny more stable at motorway speeds than it might otherwise have been, though.
Off the road was where the Jimny’s manoeuvrability really shone. Its lack of weight, tight turning circle and small footprint gave it impressive nimbleness on tricky terrain that would have caught heavier 4x4s out, with only the harshest of surfaces proving a challenge.
Wading depth was perhaps a bit meaner than you might hope (320mm), but it was more than enough for the sort of work your average Jimny driver would likely require.
Numerous directional changes uncover exceptionally loose body control, while the slow gearing of the steering rack required a fair amount of flailing at the wheel to persuade the Jimny to change direction in the manner intended. Damp surfaces emphasised its already limited front-end grip, too, but there was at least a degree of feel transmitted through the steering wheel.
The electronic stability control seemed to need to grab quite harshly at the brakes at times to keep the body in line and shiny side up – but, since it was effective, you’d be glad of it if you needed to rush the car down a treacherous road.
The engine struggled at times to maintain pace up some of the steeper ascents, but was certainly well capable of serving up speed on a level grade.
MPG & RUNNING COSTS
8
The Jimny cost around £18,000 new, but you’ll pay at least £20,000 for one today as a result of both the rarity and popularity. There are a generous number of Japanese imports in the classifieds which are generally cheaper, so expect to pay above £25,000 for a genuine, UK-supplied example.
Practicality, fuel economy and dynamics count against the Jimny as a family car but, as a blue-collar, mud-plugging off-roader, it’s near unimpeachable at the price
Commercial versions are also available and tend to be a little dearer as they were launched later, and you can pay upwards of £40,000 for cars fitted with G-Wagon-style bodykits.
The Jimny’s engine would spin away relatively fiercely when cruising along the motorway, hence it wasn’t the most efficient small off-roader. For such a light car it was surprising to only extract an indicated 35.4mpg from its 1.5-litre petrol engine.
VERDICT
Verdict
Model tested:
Rating: 7
Used Suzuki Jimny 2018-2020 review
Charming 4×4 is capable and affordable but retains its dynamic foibles
Good
Characterful, standout design
Excellent off-road capabilities
Plenty of ability for the price
Bad
Unrefined driving experience
Tiny boot when rear seats are in place
Poor economy
Beneath the Jimny’s retro-inspired look and technical overhaul, the essence of Suzuki’s miniature 4×4 remained largely untouched.
Most importantly, the Suzuki Jimny was a hugely competent off-roader that was capable of going places where more expensive SUVs would have a tough time following.
However, just like its predecessor, the Jimny remained a compromised vehicle for on-road use. While many of its dynamic shortcomings – its choppy ride, cumbersome handling and limited grip level – could be forgiven, it was shame Suzuki didn’t achieve a more modern-feeling blend of off-road capability and on-road handling security and drivability.
As it was, the Jimny’s off-road capabilities earned it a ranking berth among the niche rivals, but its dynamic flaws likely prevented it from achieving the breakthrough market success its visual appeal deserved.
Even so, it was one of the most likeable cars we ever road tested – and that certainly counted for something.
