Honda CR-V VS Suzuki S-Cross
- Great practicality
- Good value
- Walk away locking
- Advanced safety kit only on top-spec
- Sunroof limits rear headroom
- CVT drones on
- Goes alright
- Steers well
- Plenty of space inside
- Missing advanced safety gear
- That grille
- No digital speedo
Honda's CR-V is one of the original compact SUVs, and when it appeared in Australia in 1997 its only real rival was the Toyota RAV4, so it didn't leave us with much choice. It was a case of that one or the other one.
Now that's all changed, and there are currently more than 20 different mid-sized SUVs under $60k on sale in this market.
All that could change with the arrival of the fifth generation CR-V. We went along to the Australian launch to see if the CX-5 has anything to be afraid of, and found out a lot more in the process, including that it might be worth waiting before you buy one.
|Engine Type||1.5L turbo|
|Fuel Type||Regular Unleaded Petrol|
Here's a test for you. When was the last time you saw a Suzuki S-Cross? Now let me tell you you've probably seen one more recently than you think, because not only does Suzuki still sell them (I was certain they had quietly dropped it), but it actually sells almost a thousand new ones every year.
The S-Cross is a strange beast, even forgetting the vestigial SX4 badge. Like the Swift/Baleno conundrum, it kind of, sort of sits in the same space as the Vitara, except like that other pair, it kind of doesn't.
It has been a while since I drove the S-Cross - all the way back to its local launch, so it was an interesting prospect to dive in and see what's changed in (checks notes) six years.
|Engine Type||1.4L turbo|
|Fuel Type||Premium Unleaded Petrol|
In the mid-sized SUV world the X-Trail is known for being super practical, the Mazda CX-5 for its looks and the way it drives, and now the new CR-V slides into the gap between them. Great value, practical and good to drive, the sweet spot in the range is absolutely the VTi-S; well equipped, with the option of AWD. Keep your eyes peeled though for when Honda updates the base grades with advanced safety kit. We'll let you know when it does.
Is the CR-V going to steal you away from the Mazda CX-5? Tell us what you think in the comments below.
I won't be rushing out to buy an S-Cross any time soon because there are lots of other cars ahead of it. I had thought that this was a bit of a "for the fans" car but the sales figures, while comparatively modest, proved me wrong.
With a good warranty, capped servicing and tons of space, it's obviously a compelling proposition. Add to that a good driving experience and low running costs, it stacks up well. But it's missing a lot of modern safety gear and is looking a bit old even if it doesn't feel it.
This fifth-generation CR-V looks like it found a gym and reappeared as a beefed-up version of the last model. The dimensions don't lie – the new CR-V is 11mm longer at 4585mm end-to-end, it’s 6mm taller at 1679mm for the FWD and 4mm more in the 1689mm AWD.
At 1820mm across, it's 35mm wider and the wheelbase is 40mm longer. Ground clearance is also up by 28mm in the FWD at 198mm, and 38mm in the AWD, with its 208mm.
Just look at the pictures, there are those swept back headlights, that huge black and chrome grille, adorned with an oversized Honda badge, the muscular front wheel guards, which seem to push up and make the bonnet bulge.
From the back the CR-V looks wide and planted, but busy with all those creases and angles. While the profile isn't as sleek as others, such as the CX-5, it’s designed for practicality.
You might not have noticed, but the A-pillars either side of the windscreen are super thin to improve visibility.
One of the reasons you probably think you haven't seen one of these is that, big half-a-BMW-grille aside, it's a bit anonymous. Which is perfectly fine if that's what you're after, but it's pretty functional rather than pretty. Suzuki styling is weird like that - funky chunky like the Ignis and Vitara and Swift, or terminally dull like the Baleno and S-Cross. It's kind of a shame it's so dreary because it's not, in fact, a dreary car. The chrome grille is way too much, a six-year-old screaming "Look at me!" at a dinner party.
The cabin is pretty standard Suzuki, meaning nothing too exciting or arresting. The materials are fine, the seats are a bit high (and a bit firm) and it does feel a bit yesteryear, but so did the Vitara when it first came out.
While the new CR-V misses out on a sleek profile, it gains in practicality. Tall, wide doors which open at almost 90 degrees to the side of the car make getting kids (and yourself) in and out a lot easier.
The tailgate opens high enough for me at 191cm to just walk under, and the low load lip means you don't have to hammer throw your shopping over the bumper into the boot.
Cargo space is 522 litres in the five seater and 472 litres in the seven-seat CR-V, an LED light which can be flicked on and off is great for when you're fumbling for gear in the dark.
That auto tailgate can sense if there are fingers in the way and will stop just as it touches them but before it crushes them – I know I tested it myself, with my own fingers, and all of them are still on my hand.
The increase in wheelbase means more legroom in the second row and I can sit behind my driving position with about 10cm of space - that's verging on limo territory.
The third row in the seven-seat VTi-L is cramped for me, and my knees are tucked under my chin, but your kids will love it - unless they're giants.
Climbing into the third row isn't too much of a challenge – the footpath-side seat slides and flips forward to open up a little pathway through to the back.
Each row has two cupholders (yup, even in the VTi-L's back seats) there are small bottle holders in the rear doors and bigger ones up front.
The centre console storage bin is excellent – you can configure it several ways.
The lock and go function is excellent, too – walk two metres away from the car for more than two seconds and it will lock itself. You only have to touch the handle to unlock it again.
This is where the S-Cross starts to get interesting. It's huge inside. The 430-litre boot (almost tripling to 1269 litres with the seats down), with underfloor storage and bins either side is massive for a car with this footprint.
Front-seat passengers score a pair each of cupholder and bottle holders, repeated in the rear. The front cupholders are a bit annoying because they're square and not as deep as you might want.
Price and features
Prices have gone up… and down, depending on which grade of CR-V we're talking about. The entry-level VTi lists for $30,690 (a $900 increase), the front-wheel drive (FWD) VTi-S above it is $33,290 (a $1000 jump) while the all-wheel drive is $35,490 (up $200). The VTi-L has dropped by $300 to $38,990 and the top-of-the-range VTi-LX is down $1500 at $44,290.
Honda says it's added between $2600-$4350 of value across the range with this new model, which sounds awfully nice of them, and going by the healthy standard features list, and in comparison to its rivals such as the Mazda CX-5, Nissan X-Trail, and Toyota RAV4, the value for money is good.
Standard on the base-spec VTi is a 7.0-inch touchscreen with Apple CarPlay and Android Auto, multi-angle reversing camera, Bluetooth connectivity, an eight-speaker sound system, dual-zone climate control, 17-inch alloy wheels, push-button ignition and proximity unlocking.
Stepping up to the VTi-S adds front and rear parking sensors, power tailgate and 18-inch alloy wheels.
The VTi-L is the FWD seven-seater and gets all of the VTi-S's features and adds a panoramic sunroof, auto wipers, and heated front seats with the driver's being power adjustable.
King of the range is the VTi-LX, which picks up all the VTi-L's gear and adds leather-appointed seats, LED headlights, tinted windows and an advanced safety equipment package which includes AEB.
You have a choice of two mechanically identical S-Cross, the Turbo and the Turbo Premium. The two cars are separated by just $1500. Up here in the dizzy heights of $29,990 for the latter car, you get 17-inch alloys, dual-zone climate control, reversing camera, rear parking sensors, cruise control, sat nav, keyless entry and start, fake leather seats, LED headlights, auto wipers, powered wing mirrors and a space-saver spare.
The six speaker stereo controls are part of the tiny 6.0-inch touchscreen in the dash, which is the same system in every Suzuki, with or without the sat nav. It also has Apple CarPlay and is better than anything Toyota foists upon the owners of its vehicles.
Engine & trans
Simple. One engine for the whole range. It's a 1.5-litre four-cylinder turbo-petrol which makes 140kW/240Nm. That's not a great deal of grunt, but it’s more than the same engine makes in the Honda Civic, and at no point did it feel like it needed more oomph during our hilly drive.
The automatic transmission is a CVT. They're prone to making the engine drone loudly without producing much in the way of acceleration. Honda's CVT is one of the best I’ve encountered, though.
Do you need an AWD CR-V? Well, the CR-V is not an off-roader, the on-demand AWD is really for a bit of extra traction and stability in the wet or on dirt and gravel. My advice is to get it if you can afford it and not worry about the fuel bills. The CVT is so good at being economical the difference is almost zilch. Read on to find just how much zilch.
Under the bonnet - or more accurately - behind that giant grille lurks Suzuki's rather good 1.4-litre turbo, also found in the Vitara. Outputs are modest at 103kW and 220Nm, but the car weighs two-tenths of not very much at 1170kg, which is a bit of a Suzuki strength.
You can tow 1200kg braked and 400kg unbraked if you're that way inclined.
Despite my gripes with CVTs, they are super fuel efficient. In the FWD VTi Honda says it'll consume 91RON at a rate of 7.0L/100km (we recorded 8.9L/100km) then step up to 7.3L/100km in the VTi-S FWD, then 7.4L/100km in the AWD version. The seven seat VTi-L is also officially 7.3L/100km (we recorded 8.3L/100km) and the AWD VTi-LX is 7.4L/100km.
Suzuki claims the 1.4 - without stop-start or other trickery - will deliver 5.9L/100km. Our time with the S-Cross was almost exclusively urban and it managed a very creditable 7.1L/100km, close to my colleague Richard Berry's 7.3L/100km in 2019. Not bad, but it does drink premium from its 47-litre tank.
We drove three of the four grades of CR-V at its Australian launch – the base spec VTi, and the VTi-L seven seater, which are FWD, and the AWD only VTi-LX.
Honestly, there is next to no perceptible difference in the way any of them drives, apart from the AWD being more sure-footed on gravel roads.
That engine is a good thing. It's small, but delivers a decent output. Our drive route included hilly country, and it didn't feel underpowered, at all.
The CVT drones on and is joined by quite a bit of road noise from the tyres filtering into the cabin, but the ride is comfortable and the handling impressive for an SUV in this price range.
Visibility is excellent around those super thin A-pillars, but the curvy bonnet limits vision in car parks.
Front seating is comfortable, but the chairs feel too large, and lack bolstering to hold you in place in corners. The back seats are flatter and harder.
All models have excellent brake response, thanks to and electronic brake booster system. And steering is quick compared to the old model, with fewer turns of the wheel required to turn the same distance.
My memories of the first S-Cross I drove aren't all that distinct, which means it either wasn't very good or it was just okay. I'm leaning towards just okay, but it was slow with its 1.6-litre engine and whining CVT. It handled okay but the main selling point was the interior space.
I'm very pleased to report that, like the Vitara, the addition of the turbo has made it a much nicer thing to drive. With substantially more power and torque with very little extra weight, it feels far more modern.
And like its slightly bigger stablemate, the lightweight chassis strikes a really good compromise between ride and handling. It's always going to roll but the grippy Continentals keep things tidy in the corners and the light steering makes its around-town demeanour most agreeable. I had the car during Sydney's very wet week in late July and was impressed by how it handled the conditions.
Quiet and well-composed on the faster stuff, the strong winds didn't push the high-sided S-Cross out the lane, either. One irritation is that the little central screen in the dashboard doesn't have a digital speed readout which means deciphering the tightly-packed speedo.
Okay, first up, the new CR-V isn't fitted with Takata airbags, which are the ones at the centre of the current worldwide recall.
The new CR-V has not been given an ANCAP rating yet, but the previous model did score the maximum five-stars.
What you should know, too, is that only the top-of-the-range VTi-LX grade comes with advanced safety equipment such as AEB, lane departure warning, lane keeping assistance, and adaptive cruise control.
Honda told us at the launch that the advanced safety tech would soon be available on all grades, but could not tell us when. So, you might like to wait until it arrives on more grades.
You'll find two ISOFIX points and three top tether mounts for child seats across the second row, and all grades of CR-V have a full sized spare wheel.
In 2013, this was enough to score five ANCAP stars and that rating still stands despite zero updates on the safety gear but big changes to the ANCAP criteria.
Out of the gate Suzuki offers you a five year/unlimited kilometre warranty, which is quite generous. If you use the car for business (eg courier or ride-sharing), that does reduce to five years/160,000km.
Servicing is also capped for the first five years. The wrinkle there is that while the time between services is pretty standard at 12 months, not many people fall under the 10,000km interval. The first five services avereage out to $295. The fifth service is capped with pricing stepped up to 100,000km, topping out at a whopping $639 for a single service, which does not bode well for high mileage drivers, so keep that in mind.