Honda Jazz vs Suzuki Vitara

What's the difference?

The Honda Jazz is an extremely capable small car, with an ace card of virtually unbeatable interior space. While it's hardly an excitement machine, or the best looking or equipped in its class (it is missing out on some useful safety gear), the Jazz deserves its status as a well-loved hatchback.

The best in the range is probably the VTi. There isn't anything compelling further up the variants unless you're keen on bigger wheels or leather trim. Its entry-level offering is a good-value, sturdy car that is packed with its best qualities, no matter which one you buy.

In car years, 11 is ancient.

Back when it was first released, this-generation Vitara’s competitive pricing, progressive yet pretty design, pleasant interior packaging, sporty dynamics and general driving ease helped establish the emerging small SUV segment into the powerhouse it is today.

In some ways, today’s Turbo Hybrid still impresses, especially with its punchy performance, promising economy and no-nonsense packaging. Objectively, it is still a decent proposition, with few actual vices.

But the 2026 Vitara’s high pricing, embarrassingly outdated interior, underwhelming specification and noisy ride leave it feeling too expensive, too old and too exposed against newer and more-sophisticated rivals.

Even the brightest stars eventually need to retire.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.

The Jazz's exterior design is instantly recognisable. The shape has been roughly the same since the car's 2002 debut, with the mildest evolution over the years. The 2018 Jazz leads with the chin a bit, with a pronounced underbite and when fitted with a chrome grille, it looks a bit like the giant Jaws from James Bond after whacking his head.

Apart from that, the slimmed headlights and one-box body shape are almost entirely inoffensive, save for the chunky, stacked rear lights.

When you head inside it's a simple, basic interior. Well put together, it's easy to find your way around and, because there isn't much happening in here, it's unlikely you'll need the owner's manual, unless you want to identify and use every single deployment of the excellent Magic Seats in the back.

As you climb the range, you'll start to see body-kit additions like a rear spoiler and side skirts, but nothing particularly racy.

While the albeit-cheeky Mazda CX-3 clearly looks like a product of last decade, the Vitara’s boxy, broad-stance proportions were prescient, pointing to the upright shapes that prevail today. In other words, the good-looking design has aged remarkably well.

Changes to the headlights, a reshaped bumper, a revised grille, restyled wheels and paint colours are the only ways you can differentiate new from old, ignoring the Hybrid badge out back.

We wonder whether Suzuki should have tried harder visually updating the Vitara?

Measuring in at nearly 4.2 metres long, 1.8m wide and 1.6m high, the square-rigged styling hides the smallness of the Vitara, yet also seems to liberate more space inside than you might expect, aided by deep side windows.

Conversely, Suzuki’s decision to retain the old Vitara dashboard – including much of the same instrumentation – roots it into the middle of last decade. This is very disappointing.

The interior is full of cleverness packed into a small space. The centre console has two cup holders, a space for your phone and a compartmentalised open tray reachable by both front and rear-seat passengers. A third cupholder folds out of the dash on the driver's side. The back seat doesn't have any cupholders, unfortunately, and nor is there a centre armrest.

Rear legroom is impressive for such a small car - it's no wonder the HR-V compact SUV was spun off the Jazz platform. Added to that are the excellent 'Magic Seats', which fold in a variety of ways to increase the boot space dimensions from 354 litres to 1314 litres.

Luggage capacity is not bad for such a small car and with the flexible interior, the boot size goes up by four times in volume. This is one area in which it really does outdo the  Mazda2. The removable cargo cover means you can get a decent chest of drawers in, however there's a bit of a drop once you get things over the loading lip.

You can also fold the seat bases up and out of the way to provide space for shrubbery, or a dog, or an awkward flat pack. 

The basic VTi misses out on a bit of storage, namely the centre console storage box and driver's side seatback pocket, but the rest of the range has them both.

The practical shape, ease of access and spacious, airy cabin were reasons to buy the Vitara way back when, and remain relevant today.

But, stepping inside and taking a look around transports you to another time, like hearing Let it Happen by Tame Impala.

In the press release, Suzuki states: “Physical control switches remain a key focus, ensuring ease of use while driving, a touchpoint of Suzuki’s practical design philosophy.” Changing nothing in nearly a dozen years in production to save money seems more like the company’s key focus here. Even the steering wheel is precisely the same.

As we said earlier, nothing changed inside other than some minor trim, save for the new multimedia system that looks cheap and aftermarket compared to Suzuki’s earlier, distinctive and colourful quadrant layout. We welcome the inclusion of a digital speedometer, however.

Broad if flat front seats do the job, ahead of a workable driving position that helps provide good all-round vision as well as an easy reach to the multitude of buttons and switches placed around. The plastics have already proven to be long-lasting, while there is sufficient storage to be found. The climate control is effective, too.

The rear seat environment is spacious and pleasant enough, but lacks amenities like USB-C ports, cupholders and central air vents.

Further back, the load area is relatively large and simple to use. Cargo capacity varies from an unremarkable 362 litres to 642L (VDA – to the window height) or 1119L (to the ceiling), with the 60/40 rear backrests dropped providing extra versatility.

Thankfully, a space-saver spare wheel is included.

Overall, then, the Vitara’s cabin is roomy and user-friendly for a small SUV, but it also appears hopelessly out of date. That Suzuki also had the unrelated e-Vitara electric vehicle at the launch event just served to underline that fact.

From $39,990 (all prices are drive-away unless stated otherwise), 2026’s cheapest Vitara, the Turbo Hybrid 2WD, seems provocatively expensive for an 11-year-old generation. And the all-wheel drive (AWD) model dubbed 'AllGrip' is a heady $46,000. Oof.

This puts the base Vitara’s price well above Chinese hybrid equivalents like the Haval Jolion HEV and MG ZS Hybrid+, about on a par with popular small-SUV hybrids including the Honda HR-V, Hyundai Kona and Toyota Corolla Cross, and in company with lower-spec petrol-powered iterations of the Honda CR-V, Hyundai Tucson, Kia Seltos, Kia Sportage, Mazda CX-30, Mitsubishi ASX, Mitsubishi Outlander, Nissan X-Trail, Renault Duster, Subaru Crosstrek, Skoda Kamiq, Volkswagen T-Cross and VW T-Roc.

Facing a lion’s den of fierce rivals is putting things mildly. The Vitara’s value struggles to stack up.

But consider this.

Back in 2015, the base Vitara cost $23K, drive-away – or $31.4K in 2026 money adjusted for inflation. However, that was for a 1.6-litre petrol manual; the auto added the equivalent of another $2.7K and the optional turbo that came soon after (dubbed 'BoosterJet' – and now standard equipment) cost another $6.8K, coming to $41K.

Huh. Suzuki isn’t being so delusionally greedy, then.

And that’s not taking in the latest model’s unique hybrid tech, extra safety of advanced driver-assist technologies (ADAS) such as autonomous emergency braking (AEB), rear cross-traffic alert (RCTA), lane departure warning and blind-spot monitoring, or Apple CarPlay/Android Auto connectivity, or a host of other extra features that have since been applied to an evolving Vitara over the years. Plus, import costs from Hungary are said to have skyrocketed.

If we compare what the 2026 Turbo Hybrid 2WD costs against the pre-facelift 2024 Turbo 2WD from $36,490, before on-road costs, the price rises aren’t nearly as bad as they seem (though runout ’24-build models are currently being promoted at $34,590, drive-away).

So, what else does your $40K-plus Vitara Turbo Hybrid give you?

Not much compared to most of the competition listed earlier. Climate control, rear privacy glass, LED automatic headlights, cloth upholstery, adaptive cruise control, a 7.0-inch touchscreen, reversing camera, 17-inch alloy wheels and flat paint are bare minimum at this price point.

Metallic paint demands another $745 if the standard white isn’t your bag.

Stretching to the $45,990 AWD adds a panoramic sunroof, 9.0-inch touchscreen, six instead of four speakers, extra driving modes, synthetic leather trim and two extra modish colours – beige or grey-blue that are also available with a two-tone black combo for an extra $1345.

The Vitara is over a decade old, but costs new-model money, lacks features found in rivals costing thousands less and only allows for a five-year warranty when some others offer up to 10.

Obama was US President when this Suzuki launched. The world it finds itself in today seems almost unrecognisable.

All Jazzes are powered by Honda's 1.5-litre single-cam four-cylinder. The engine specs don't make for inspiring reading, with just 88kW and 145Nm. That's not a lot of horsepower, but when you consider the weight of the car, the figures don't look so weedy.

Power goes to the front wheels, so the Jazz is definitely not an off-road proposition.

Only the base model VTi has a choice of manual vs automatic, with a five-speed manual transmission and a CVT auto to choose from.

As to the question of timing belt or chain, the Jazz has the latter, so you don't have to worry about a belt change. The oil type is 5W-30

There is no diesel option, so there'll be no diesel vs petrol argument. Nor is there an EV or plug-in hybrid - with a battery, it's unlikely you'd have much boot space left. There isn't an LPG, 4x4, or AWD version either.

If you can be bothered fitting a towbar, the manual's towing capacity is 1000kg braked while the CVT's load capacity drops to 850kg. Both transmissions will haul 450kg unbraked.

If you’re expecting a Toyota-style series-parallel hybrid system here, forget it.

Instead, Suzuki offers a far-simpler, lighter and cheaper alternative that, by and large, does reduce fuel consumption. In other words, this is a mild-hybrid electric vehicle (MHEV) that, unlike others like Mazda’s, you can feel working away.

On paper, things look a bit shaky, since power drops noticeably compared to the previous 1.4-litre, four-cylinder, turbo-petrol BoosterJet engine this unit is based on.

This version makes just under 81kW of power at 4500rpm, instead of 103kW at 5500rpm, in the interests of economy. Torque jumps though, from 220Nm to 235Nm, between a low 2000rpm to 2500rpm.

More importantly, it is coupled to a 48-volt integrated starter motor generator acting as an electric motor, and 48V 8Ah lithium-ion battery, adding an additional 12kW/50Nm to simultaneously boost acceleration and reduce consumption and emissions.

Power is sent to the front wheels via a six-speed torque-converter automatic transmission, while the AWD version also sends drive to the rear axle when slippage is detected.

The whole MHEV system adds just 15kg, and is nestled between the MacPherson strut front axle and torsion beam rear end, for even weight distribution.

Fuel figures are slightly different, depending on the gearbox you've chosen. Honda claims you'll get 6.5L/100km on the combined cycle in a manual while the CVT uses a bit less, coming in at 5.9L/100km. So fuel consumption km/L works out at about 15km/L for the five speed and 17.km/L in the CVT.

Real-world consumption is a little different, however. Our most recent test with the manual yielded 8.0L/100km while the CVT chugged down 8.2L/100km. Having said that, you'll see better fuel economy figures in the manual if, as I admitted in my VTi review, you don't drive it enthusiastically. The CVT was a bit disappointing because I was a lot more sedate in that one and it didn't deliver better mileage than the manual.

Fuel-tank capacity is 40 litres.

The Vitara Turbo Hybrid 2WD returns a combined average 5.8 litres per 100km, while the AWD version is rated at 5.9L/100km. This translates to between 130 grams and 139g/km of carbon-dioxide emissions, respectively.

The previous 1.4-litre turbo equivalents were 5.9L and 6.2L/100km, so that mild-hybrid tech seems to make some difference. Our box-fresh test car’s trip computer driving around Sydney’s outer suburbs displayed 6.2L/100km.

Filling the 47L fuel tank with the required 95 RON premium-unleaded petrol, expect to average around 810km of range.

The Jazz has always been a comfortable, easygoing car with performance figures to match. Its 0-100km/h acceleration is best described as leisurely, so if it's speed your after, this car isn't for you.

That said, the manual VTi is terrific fun to drive. Switch to the CVT, however, and the Jazz's reputation is restored. A good ride for front-seat passengers comes from McPherson struts up front while the rear suspension is by torsion beams, meaning rear-seat occupants can get a few shocks over bumps.

Road noise is a little higher than you might expect, but that's probably a combination of tyres and a commitment to lightness.

Obviously, being such a small car, manouverability is a key advantage. The turning radius is 5.2m, which is good but not super tight and the light, electric power steering makes dodging about easy. It certainly doesn't feel like it's on rails, but that's hardly what a car with a such a small engine size is about.

Ground clearance is 137mm, which is reasonable but jumping gutters is not advised.

In the base manual, you have a five-speed with a light clutch and an easy shift. For a motor missing out on a second cam, let alone a turbo, progress is swift rather than exciting, the engine droning away with a relaxed air. The CVT has an eco mode, which further blunts performance, but a ring of light around speedo glows green if you're behaving yourself.

Suzuki allowed only a frustratingly limited amount of time for us to drive the Vitara Turbo Hybrid 2WD, over some outer-suburban Sydney back roads, in convoy with a lead car and in heavy traffic, so first impressions are limited.

But, unsurprisingly, it’s all very familiar, after years of testing earlier iterations.

Essentially, acceleration now feels leisurely in 'Eco' and 'Auto' when previously the 1.4L BoosterJet always felt punchy, but it becomes much stronger in 'Sport', suggesting the MHEV’s economy focus is the priority. The latter mode makes the Vitara feel lively and moves things along fairly quickly, but leaving it in Sport mode would defeat the purpose of trying to save fuel.

Meanwhile, the Vitara’s chassis calibration remains on the sporty side, with keen steering response and a decent level of handling agility there for the taking. And even the ride comfort wasn’t too bad, considering that too little suspension travel and too much road noise betray the age of this vehicle’s platform – though that may have also had something to do with us driving this back-to-back with the smoother e-Vitara EV.

Finally, the ADAS tech didn’t seem to interfere at all, though a longer drive may reveal otherwise.

The Vitara still drives okay, then, but its refinement and noise suppression may be issues for some people used to newer SUVs. The bigger problem for us is just how old the driving experience feels sitting inside such a dated cabin. Stale sums it up.

We also had a brief stint around a moderately-demanding off-road 4WD course to test the Turbo Hybrid AWD’s AllGrip set-up. The limited off-road aids – 4WD Lock, hill-descent control, a paltry 175mm ground clearance – helped see it navigate several carefully-chosen sections fairly confidently, but we can’t imagine this being the deal maker or breaker.

Overall, based on our brief time with it, the Vitara Turbo Hybrid remains an easy, competent and even enjoyable small SUV from behind the wheel, but one that feels dated in too many areas, especially at its asking price.

Back in 2015, the Vitara scored a maximum five-star ANCAP crash-test rating, but it hasn’t been tested since and that result expired in December, 2022.

Both models come with the expected level of ADAS tech, including AEB, RCTA, lane departure warning, lane keep assist, blind-spot monitor, traffic sign recognition, auto high beam and adaptive cruise control.

There is no data on the operation parameters of the latest AEB system, but previous models operated from above 30km/h while the RCTA functions from 8.0km/h.

Six airbags (dual front, side and curtain) are also featured, along with two outboard rear-seat ISOFIX points and a trio of top tethers for child seats.

Honda's standard five year/unlimited kilometre warranty also comes with capped-price servicing for the first five years or 10 services, whichever comes first. Service intervals are every 10,000km or six months. 

Up to 30,000km you won't have any extras but once you hit 40,000km you'll have to do the brake fluid, which is a reaonable $144 extra. Your service cost structure is otherwise simple - $259 for odd numbers and $297 for even.

Many people ask where the Honda Jazz is built, and the answer to that is "not Japan", or in Honda's Thailand plant.

Second-hand values appear strong, with around 60 percent of value retained after three years. Resale value is something of a Honda strength, which is probably to do with a lack of high-profile reliability issues.

A dip into the usual internet forums yields little in the way of common faults, problems, complaints or issues for the Jazz. Some look for automatic transmission problems, others for manual gearbox problems, but the current Jazz seems quite clear of defects in Australian-delivered cars.

Suzuki offers an industry-average five-year/unlimited kilometre warranty, along with five years of roadside assistance if the vehicle is serviced at an authorised dealer.

Service intervals are every 12 months or 10,000km, while the basic capped-price servicing costs are $329, $429, $339, $539 and $349 annually for the first five years or 100,000km, respectively. That's an average of $397.

At the time of publishing Suzuki listed 90 dealers throughout Australia.