Peugeot 308 vs Suzuki S-Cross

What's the difference?

The 308 GT Sport plug-in hybrid is a beautifully designed small hatch that is comfortable, enjoyable and easy to drive. The electric motor gives this hatch good acceleration and the equally impressive handling makes for a fun car to drive too. There's good storage, a decent boot and room for even tall people like me in those back seats.

There are two clear drawbacks, however: the price is steep compared to the petrol version; and you'll need to plug the vehicle into a power supply each night if you drive the car daily and want to achieve the 2.4L/100km fuel economy we did in this test.

Last, but probably the most important thing you'll read is that Peugeot will bring fully electric cars to Australia from the second half of 2023, from SUVs to (hopefully) the battery electric version of this very 308 hatch.

If it was my money, I'd hold on - you're going to have your next car for quite a long time so it's worth waiting for the fully electric versions.

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

Back in the day, you’d hear people say they’d never buy an all-new car, but instead get the last of the old model that would have had all the bugs ironed out.

If this sort of homespun logic makes sense, then maybe the latest S-Cross might just be the perfect SUV car for you.

Not only has it been in production for years, there is nothing fundamentally wrong with it. Indeed, for performance, packaging and ease, it does plenty that's right. Thoughtful design is timeless.

But there are newer alternatives that look way fresher (particularly inside) yet cost the same or less, and offer more, including updated driver-assist safety.

Still, you can do a lot worse than take an S-Cross for a test drive.

There hasn't been a Peugeot in the last five years that wasn't stunning. There's the high quality feel in their build, and premium yet unique look - like a new Volvo but with more flair. And the 308 hatch and this hybrid version has all of that.

From the sinister looking LED tail-lights to the wide mesh grille, you really get the feeling that Peugeot is hitting its design stride.

This 308 GT Sport plug-in hybrid looks identical to the petrol version with its low, wide stance, and big dark alloy wheels that fill up its arches.

The cabin is sporty, lavish and minimalist with quilted leather upholstery seats, the digital driver display and media screen, and avant garde small angular steering wheel.

It took Suzuki not one, not two, but three goes before the stylists succeeded in making the S-Cross look good.

The original was like an early Nissan Dualis clone, but all droopy faced, so they grafted on an aggressively toothy face back in 2016 that only a gargoyle’s mother could love.

At least this latest version – said to have been designed in Italy, no less – no longer looks like Frankenstein’s monster.

Released during 2022, the blockier nose, squared-off profile and restyled posterior are meant to make the S-Cross seem larger than its more-successful (and prettier) Vitara sibling, which uses the same platform, by the way.

Not a bad makeover job as far as big facelifts go, then, especially considering the Suzuki’s windscreen, doors and roof remain as before.

Peugeot's 308 is a small hatch, think Toyota Corolla, only beautiful and more spacious.

So, the 308 can carry five people with just enough head and legroom for a semi-giant like me (I'm 191cm) to sit behind his driving position.

There's good cabin storage with large door pockets, a long and deep storage box under the centre armrest up front along with two cupholders up there, too.

The boot has a cargo capacity of 361 litres, which isn't bad for this class.

To power devices there's a wireless phone charger under the dash, and USB ports for front and rear passengers.

A quirky Peugeot design feature is the low-placed angular steering wheel. I found had to squeeze my knees past to sit in the driver's seat. I'm not sure what size human was used as the test case for this but it wasn't somebody with stilts like mine, I can tell you that.

It might be an old interior, but at least Suzuki got the fundamentals right in the first place, while also bothering to update the electronics for it to at least seem more contemporary.

Basics first. In typical SUV fashion, entry and egress are excellent, via tall and wide doors with corresponding apertures. There’s a pleasing sense of space for taller occupants, especially in terms of leg and head room.

Once sat in the driver’s seat, the mid-last-decade looking dashboard is instantly familiar and completely non-intimidating.

Concise and surprisingly elegant analogue dials (now with an auxiliary digital speedo, at last) sit ahead of the driver, along with a reach-and-height-adjustable steering column that allows for people of all shapes and sizes to find the right position. Deep windows provide extensive vision and let lots of light inside, too.

Finished in what looks like stitched leather and chainmail-inspired inserts, the front seats in this Plus grade are wide enough for comfort yet bolstered enough for some support through corners.

We rate them, though driver-lumbar and front-passenger height adjustments are disappointingly absent.

Years ago, reviews lambasted manufacturers for providing “too many buttons”, but after an endless succession of touchscreens housing most (if not all) audio, climate and vehicle control access, we miss the days of the button-fest.

If you do too, the S-Cross obliges with array of climate-control switches and driver-assist buttons located around the driver for fast and definite access.

On the other hand, while Suzuki’s new 9.0-inch touchscreen does a fine job housing other vital vehicular and multimedia functions, it drops the ball with no volume knob.

The alternative looks like a slide control but relies on clumsy pushing. Fail. Luckily the steering-spoke-sited toggles do the same job far better, at least for the driver.

Kudos, too, for the effective and intuitive multimedia system, that packs a lot in a small-ish space. The excellent surround/aerial-view camera rates a mention, as well as wireless Apple CarPlay that hardly ever drops out.

Nobody is going to mistake the extensive plastic trim and other finishes as premium, but it isn’t horrendous, doesn’t inflict occupants with the cheap off-gas stink often found in bargain-basement brands, and absolutely nothing rattled or squeaked in our time with the Suzuki. 

Storage is also impressive, from the large glove box and deep centre bin/armrest to bottle-gobbling pockets on all four doors. Cups are also well-catered for.

However, betraying the S-Cross’ age are the AWOL wireless charging, head-up display (at this price… ), USB-C outlets and configurable instrumentation.

Moving on to the rear seat reveals a family-friendly environment as far as space is concerned, with adequate comfort provided by the (slightly) reclinable backrest and (fixed) cushion. The windows lower all the way down and the folding centre armrest has a cupholder, too.

But while you’ll find a single map pocket and overhead grab handles, there are no USB ports (at all), nor overhead reading lights or rear-facing air vents.

Never mind. At least the rear backrest reclines (a tiny bit) for added comfort, while further back, boot capacity is a useful 430 litres.

The load area is flat and wide and a space saver spare wheel is located underneath the boot floor.

The backrest has a 60/40 split and the floor can be positioned in different locations. Volume jumps to 1230L with the backrests dropped.

If you rate space, practicality and ease above modernity, then, the S-Cross still holds up remarkably well. Just keep in mind that its interior will appear dated compared newer and flashier competition.

As we’ve established, the base S-Cross Turbo front-wheel drive (dubbed 2WD in SUV-speak) starts from $39,990 (all prices are drive-away), while the Plus version tested here costs $42,490 drive-away.

But, just a couple of years back, the pre-facelift S-Cross version kicked off from about $10K less. And, before that, much the same car could be had for mid-$20K.

Suzuki doesn’t make it easy for itself, does it.

At least the S-Cross comes with a decent rollcall of kit, including dual-zone climate control, a 7.0-inch touchscreen, DAB+ digital radio, satellite navigation, wired Apple CarPlay/Android Auto, front fog lights, keyless entry/start, heated front seats, electrically folding and heated exterior mirrors, rear privacy glass and 17-inch alloy wheels.

'Autonomous Emergency Braking' (AEB), lane keep assist, a blind-spot monitor, rear cross-traffic alert, front and rear parking sensors, automatic LED headlights with high beam assist, adaptive cruise control and a reverse camera headline the standard safety items. More on those in the Safety section below.

For a $2500 premium, the S-Cross Turbo Plus ushers in a larger (9.0-inch) touchscreen, wireless Apple CarPlay/Android Auto, a 360-degree surround-view camera, leather trim and polished alloys.

This lines up with the all-wheel drive (AWD) Prestige AllGrip equivalent, though it misses out on the latter’s panoramic sunroof.

Price and equipment-wise, the Plus matches rival mid-grade 2WDs like the Toyota Corolla Cross GXL, Nissan Qashqai ST+, Mazda CX-30 G20 Touring, Kia Seltos Sport+ and Mitsubishi Eclipse Cross Aspire.

Just keep in mind, all are substantially newer generationally than the S-Cross, even though it did go under the scalpel a couple of years back.

The 308 GT Sport plug-in hybrid has a 1.6-litre turbo-petrol engine making 132kW and 250Nm combined with an electric motor at the front wheels making 81kW and 320Nm.

The combined output of the engine and motor working together is 165kW and 360Nm, and sending that grunt to the front wheels only is an eight-speed automatic transmission.

Acceleration is good. We're talking 0-100km/h in 7.4 seconds which is more than two seconds quicker than the petrol-only variant.

Here’s where the S-Cross definitely does not show its age, because Suzuki sure knows how to engineer a great engine. And automatic transmission, too. Take note, rivals.

Of course, we’re talking about the long-lived 'BoosterJet' powertrain, as found in the terrific Swift Sport hot hatch.

In this case, the 1.4-litre twin-cam, direct-injection, turbo-petrol four-cylinder engine delivers 103kW at 5500rpm and 220Nm of torque between 1500-4000rpm. Tipping the scales at 1260kg, this results in a power-to-weight ratio of 82kW per tonne.

Not huge numbers, granted, but this little firecracker certainly punches above its weight in the seamless way performance is served up, helped out by the intelligent spread of ratios from the standard six-speed torque-converter automatic transmission, with paddle shifters included. Sadly, no manual gearbox is available.

This is what it's all about right? Well, Peugeot says that after a combination of open and urban roads the 308 GT Sport plug-in hybrid will use 1.3L/100km.

At the launch I did a 34km test loop through Sydney's Northern Beaches with a good mix of morning traffic and hilly terrain. At the end of my journey the trip computer reported an average fuel consumption of 2.4L/100km.

I drove the entire loop in Hybrid mode, but there is a Sport mode, a Battery Save mode and EV mode.

If you were to drive in EV mode Peugeot says the electric driving range with a full battery is 60km.

At the start of my drive the battery was about three-quarters charged with the gauges displaying 38km of range.

A mileage of 2.4L/100km is still excellent fuel economy and from experience I can tell you a petrol-only variant would be up around the 8.0 or 9.0L/100km mark for the same trip.

There is a catch, and that is you'll need to plug in your hybrid 308 daily to charge the battery if you plan to achieve the fuel economy I did.

Charging will be slow, however, because Peugeot has fitted this hybrid with a small 3.7kW on-board charger. So, even using a fast charger you'll be looking at more than four hours to fully charge the 12.4kWh lithium-ion battery.

This charging time and small electric driving range in return could be a deal breaker for some and it's the reason why I've given the 308 GT Sport plug-in hybrid a lower mark. If you aren't always charging this car your fuel usage will rocket. New buyers unaware of this could end up using more petrol than ever.

A fully electric vehicle may be a better solution for city dwellers.

Suzuki reckons the S-Cross will average 5.9L/100km on the combined cycle, though keep in mind that it requires expensive 95 RON premium unleaded petrol.

As far as carbon dioxide emissions are concerned, that translates to between 138 and 145 grams/km.

We managed about 7.7L/100km – and this included some very spirited performance testing with the air-con always on, against the trip computer’s more-accurate-than-expected 7.4L.

With a 47-litre fuel tank, expect a range of about 790km between refills.

Once you've become accustomed to the strange, low steering wheel with its angular design the 308 GT Sport plug-in hybrid is superb to drive. The suspension is composed and comfortable, the handling is excellent, the steering is light and with the combination of both the electric motor and petrol engine, acceleration is good.

For those of you who haven't driven a plug-in hybrid before I think you'll like the quiet electric power at low speeds and the feeling of ‘instant' acceleration the electric motor adds, but compared to driving a regular petrol car the experience is much the same, just less noisy and smoother.

So, if you’ve read this far down, you might have been pleasantly surprised by the S-Cross' spacious and practical interior, ease of operation and decent equipment levels.

Yet the main event lives under the bonnet.

Let’s start with the performance. Throttle response is instant and lag-free, allowing for strong acceleration right from the get go. No jerkiness, no delays, no hiccups.

On the move, the S-Cross' power delivery continues to impress, feeling smooth and slick across the rev range. The finely-tuned torque-converter auto – rather than a CVT continuously variable transmission or dual-clutch – must surely play a role in this Suzuki's effortlessly consistent performance.

Where the turbo engine really shines, though, is at higher speeds, with ample power and torque still left in reserve for when you need to overtake or pull away in a hurry.

Delightfully muscular yet super creamy to boot, the BoosterJet remains one of the best internal combustion engine choices available in any small or medium-sized SUV, regardless of price and positioning.

If only Suzuki put a little more love into the S-Cross’ dynamics.

As with the AWD model, the S-Cross 2WD features electric rack and pinion steering, while its suspension consists of a MacPherson strut-style design up front and a torsion beam rear-end arrangement.

While easy and precise, with a tight-ish turning circle for easy urban manoeuvrability, the steering feels too light after all that delicious oomph on offer, especially at higher speed.

This is doubly disappointing, because the chassis is quite firmly set-up, meaning the S-Cross offers sharp yet controlled handling that allows it to be hustled quickly and confidently through fast corners.

We suspect the high-quality Michelin 215/55R17 tyres help. And, speaking of rubber, road noise is fairly subdued out on the open road.

Criticisms? Unlike in the AWD version, the 2WD seems a little skittish at speed on gravel. It’s a good thing the well-modulated driver-assist systems are at the ready. Unlike in so many other SUVs, including in MGs and Havals, their intervention isn’t too zealous or ill-judged.

Also, the Suzuki’s ride around town can be a bit stiff, but never harsh, over smaller-frequency bumps and surface irregularities.

Still, our overall impression is that the eager S-Cross feels far newer to drive than its birth date suggests. That turbo powertrain must take the credit for much of that.

While the pre-facelift S-Cross from 2013 to 2022 managed a maximum five-star crash-test score, no ANCAP rating information is available for the current JYB series.

There is a decent amount of safety gear as standard, though, including autonomous emergency braking (AEB), lane departure warning, blind-spot monitoring, rear cross-traffic alert, 'Weaving Alert' (a driver-drowsiness warning prompt), front/rear parking sensors, adaptive cruise control (with full-stop functionality) and auto high beams.

Note that while the adaptive cruise control brings you to a halt, there’s no traffic-follow function as found in newer systems, betraying the S-Cross’ advancing years.

Plus, Suzuki does not supply information about the AEB and other driver-assist tech’s operating parameters.

Also fitted in every S-Cross are seven airbags (dual front, dual front side, curtain and driver’s knee), electronic stability control, anti-lock brakes with electronic brake-force distribution and brake-assist.

The rear seats contain a trio of child-seat tether anchorages, as well as an outboard pair of ISOFIX attachments.

The 308 GT Sport plug-in hybrid is covered by Peugeot's five-year/unlimited-kilometre warranty.

Peugeot will cover the hybrid battery with an eight-year/160,000km warranty.

Servicing is recommended at 15,000km or 12 month intervals and it can be expensive. Peugeot says the first service will be $425, then second is $771, the next is $425, then at 60,000km the costs will be $900, then $439 for the following.

Suzuki offers an industry-average five-year/unlimited kilometre warranty and roadside assistance.

Service intervals are every 12 months or 10,000km, while basic capped-price servicing is available, with pricing ranging from a low of $329 per service up to a high of $539 for the first five years/50,000km. The average of $397 isn't particularly cheap.