An authentic 4x4 with a separate chassis. A familiar sight on UK roads. A transfer box for low ratio gears making it far more capable off road than soft-roaders of its size.
A shape that is essentially the same as when the car was conceived, but with features that have evolved over the years in attempts to keep it up to date.
The car also has a few stylish additions that aren’t that functional, but emphasise its utilitarian appeal: the flared wheel-arches; the distinctive grille which prominent badge mounted in the centre; the unnecessarily square corners.
Part of its appeal is that it’s built by an engineering-focused manufacturer.
Of course we're not talking about the Mercedes-Benz G-Class, although those statements could probably apply as comfortably as they do to our subject of discussion - the Suzuki Jimny.
Like the G-Class (formerly known as G-Wagen), it's one of the car industry's survivors, in spite of being designed and developed generations ago in car terms.
The Jimny was launched in the UK in 1998, but Suzuki has a long tradition of compact 4x4s. Cars that will keep you moving in difficult terrain, but that are also inexpensive to buy and run.
I've driven Jimnys at various stages throughout its lifecycle. In 1999, I saw the relevance of this compact, cheap and capable off-roader.
In 2005, I couldn't understand why it was still on price lists. The reason for revisiting then was the fact that the engine had been ungraded to include variable valve timing (VVT). But it was a cramped and uncomfortable anachronism, left behind as the world had sought vehicles that were able to offer the look and feel of a 4x4, with the comfort and fuel efficiency of a traditional family car.
I tried the latest version - which still looks very much like the original - in October 2014, and found that all of the above apply. It's still cramped and uncomfortable. It's also noisy and ergonomically flawed. For example, the indicator stalk is on the right, like Japanese cars of old.
The 1.3-litre engine produces 85hp and 81lb-ft of torque. It isn't ready to go anywhere in a hurry (0-62mph is achieved in 14.1 seconds for manual variants), but as all versions tip the scales at less than 1.2 tonnes, it moves along well enough.
Most of its pulling power is available from 2,500rpm. A combination of a relatively light footprint and readily available torque helps it's off-road performance too.
Changes for 2015 include a redesign of the instrument panel to accommodate a tyre pressure warning for the now mandatory pressure sensors. Entry level SZ3 models (£12,195 on the road) include front fog lamps, roof rails, remote central locking, ABS with EBD, push button selectable four-wheel drive with high and low ratios, although it runs on utilitarian steel wheels. But maybe those wheels are even more appealing.
SZ4 models (£13,645 on the road) add air conditioning, dark alloy wheels, upgraded seat trim, black and silver-finish roof rails, leather steering wheel trim, chrome plated interior door handles and rear privacy glass. So despite its functional appearance, there are dashes of style.
But you probably wouldn't choose one unless you needed its off road-road ability.
It's way off conventional benchmarks for a car in 2015, as it was for a car in 2005 when I tried one previously.
But people who buy a Jimmy really like them. When the UK had its car scrappage scheme in 2009, there were four Suzuki Jimmy owners who scrapped their old cars and took the £2,000 contribution toward a new model. Around 1,000 examples a year are sold in the UK, despite the model's many shortcomings.
At next month's Geneva motor show, Suzuki will unveil the iM-4 concept car that will pave the way for a Jimny replacement. While it's unlikely to have an 18-year lifespan like the current model, it should at least feel more modern and comfortable. And it wouldn't be surprising if it attracted the same loyal customers.