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There’s no shortage of models to choose from if you’re after a family-friendly medium SUV. The problem is, it might take a while to get your hands on one, with lengthy wait times for some of the best sellers due to current delays caused by a global parts shortage and supply chain dramas.
But there are a handful of models with healthy stock in dealerships right now and available for immediate delivery. One of them is the Renault Koleos.
It's coming to the end of its life cycle and lacks the shine of some of its fresher rivals, but it’s a lot of car for the money.
We spent a week with the limited edition Koleos Black Edition to see if it is worth a trip to your Renault dealer, or if you should sit tight and wait for one of its newer rivals.
Big news on the smaller SUV front. Suzuki has launched an “all-new” S-Cross.
But despite what some of the clever photography might have you think, this MY23 update is actually the second facelift of the decade-old original, bringing a redesigned front and rear end as well as a minor dashboard update, with little changing underneath.
A bit more than what the current Mitsubishi ASX received back in 2019 but far less than what the latest Ford Ranger espouses, then.
That all said, we came away surprised from what amounted to a reunion with a quiet old acquaintance that’s long lurked away from the crossover spotlight.
Is this year the S-Cross’ time to shine?
To be fair to Renault, when the second-generation Koleos launched in 2016, it was a competitive offering. The problem is, a bunch of medium SUV rivals have been replaced in that time and some of them - Toyota RAV4, Kia Sportage, Mazda CX-5 and Hyundai Tucson, to name a few - are high-quality offerings with an engaging drive and the latest tech and in-car features.
Unfortunately, that leaves the Koleos towards the rear of the medium SUV pack.
It offers solid value-for-money, handles reasonably well and is still one the best-looking SUVs on the road. But beyond that, the Koleos can’t keep pace with those top-notch rivals.
There’s no way around it. The S-Cross might have a smart new face and a higher level of safety equipment compared to before, but it still looks like a crossover from the previous decade, lacking some features that fresher machinery now include for the money.
Speaking of which, Suzuki’s decision to import the AWD only versions from Europe further undermines the series, since its circa-$45,000 driveaway price tag puts the old stager in the company of some very impressive newer rivals.
However, with sound packaging, a user-friendly interior, strong turbo performance and composed dynamics, there’s still much to recommend if you’re a small SUV buyer unconcerned about driving the latest thing.
That said, there are more modern and compelling alternatives out there.
Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.
An area that Renault has excelled at in the past decade has been exterior design. Under the stewardship of design chief Laurens van den Acker, Renault has transformed from somewhat quirky to modern and sleek.
The Koleos is getting on in years, having arrived in 2016, but it’s still a handsome SUV. A 2020 facelift sharpened its looks further and we reckon it’s one of the best-looking models in the medium-SUV segment.
Piano black inserts around the gear shifter are a nice touch, but the fake carbon-fibre inserts look and feel cheap. It’s all a bit generic.
But the appealing contrast yellow stitching on the seats, gear shifter housing, doors, centre armrest and more breaks up the grey with a little pop of colour.
It’s been reported that Suzuki in Italy was responsible for the restyle. One of its aims was to more-emphatically position the latest S-Cross above the (slightly) smaller Vitara.
The Italian connection is not new to the series, as the preceding SX4 (you’ll still find that badge on the tailgate) was the deft work of renowned design firm Italdesign. It was an early small SUV pioneer back in 2006.
What’s immediately obvious is that the MY23 S-Cross version looks heaps better up front than its angry-faced immediate predecessor. Banishing the fussy toothy grille for a layered multi-LED headlight design and modish chrome-bar grille insert gives the Hungarian-made crossover a bolder and far more contemporary appearance.
What’s more surprising for a facelift is the reshaping of the C-pillar immediately behind the rear doors, swapping out the old triangular back light for a narrower rectangular unit. Along with the harder-edged tailgate, blocker bumpers and raised horizontal tail-light treatments, they reveal the sheer extent of design change that’s occurred. The Suzuki has now at last lost its original Nissan Dualis/Qashqai-esque profile.
However, despite the aid of much larger and now-squared-off wheel arch cladding and repositioned plastic strips along the sides, the carryover doors and roofline do betray the S-Cross’ 2013 vintage in profile.
Will buyers care? The Suzuki still looks good anyway.
It might lack the up-to-date styling of those rivals, but the Koleos is practical and spacious inside and great for family duties.
As with the outgoing fourth-generation Nissan X-Trail, the Koleos is one of the larger offerings in the medium SUV segment, and it’s evident when sitting in the front or rear seating row.
Rearward visibility could be better, with a small rear screen and thick C- and D-pillars impeding vision and creating a blind spot.
The front seats are well supported and comfortable and while the driver’s side is power adjustable, the front passenger seat is manually adjustable.
It has a deep central storage bin with a hidden shelf for coins and more. The Koleos features a sizeable glovebox and good bottle storage in the doors, with room for other items.
There’s a weird fixed cup holder in the centre console. It’s not adjustable and there’s room for two very narrow cups and two larger, but not wide, cups. It’s strange. Interior designers could have used that space better.
The CVT's position indicators are located to the left of the shifter and are thus obscured, so you have to rely on the instrument cluster display to confirm what gear you want.
The steering wheel looks and feels good, but the controls aren’t super logical. There are old school switches in the console to activate the cruise control and speed limiter, but then to adjust and reset the speed you have to hit buttons on the wheel that are not clearly marked.
The audio controls are housed on a panel-like stalk to the right side of the steering column, which isn’t ideal. These make more sense if they’re housed on the wheel itself.
Along with a number of cars we have sampled recently, the Koleos has split analogue and digital controls for the air conditioning. Just integrate it in the screen or have traditional controls - not both!
It has a part-digital instrument cluster which is fine, but there’s no head-up display.
Renault’s 'R-Link' multimedia set-up in the Koleos is old, with dated graphics and a small screen, but the menu layout is clear and logical.
The Koleos lacks wireless phone charging and it makes do with wired Apple CarPlay and Android Auto. The quality of the Bluetooth and CarPlay phone audio is poor and sounds tinny.
The proximity key that locks and unlocks the vehicle remotely when you walk towards or away from it works every single time. Many of these systems from other brands are patchy at best but the Renault system is faultless.
The rear seats recline and fold manually 60/40. They’re also surprisingly comfortable. There’s enough bucketing to sink in a bit, and the seats are set high up so kids can easily see out windows.
Space is ample in the second row, with loads of head, leg, toe and knee room, even behind my six-foot (183cm) driving position.
The rear pew has ISOFIX points on the outboard seats, lower air vents, a 12-volt outlet, map pockets, a centre folding armrest with two cupholders, but no USB ports. You have to make do with the two ports at the front.
Open the power tailgate and you’ll find a decent 458-litre boot with all seats in place (maximum 1690L), which is off the pace of its cousin, the Nissan X-Trail (565L), as well as the Toyota RAV4 (580L) and Hyundai Tucson (539L).
A 17-inch steel spare wheel is housed under the boot floor which might explain the lower boot capacity, and there are handy tie-down hooks, a couple of smaller storage nooks and a solid cargo blind.
Besides the inherent reliability of buying Suzuki, one of the previous S-Cross’s biggest advantages was its spacious and practical interior.
Of course, dimensionally almost everything carries over, so it remains easy to get in thanks to big doors that open wide. There’s ample space front and rear, with sufficient headroom, legroom and shoulder width for an SUV in this class front and back, while good all-round vision is afforded by a commanding driving position and plenty of glass.
Objectively, the S-Cross’ cabin is difficult to fault.
The front seats are broad but seem supportive enough. Most people should find the right driving position ahead of the (carryover) steering wheel, that adjusts for reach as well as height.
The instrument dials are clear and simple to decipher, aided by the addition of an auxiliary digital speedo (at last). There’s no missing the camera within the newly-elevated centre touchscreen. It’s an easy stretch to the climate control buttons and there are several places to store things in or on, especially in the large-ish glove box.
Front and rear centre armrests are also fitted, with the rears containing cupholders. Additionally, while there is lots of hardwearing plastic, it seems of decent quality and is well glued together.
Nobody will be intimidated by the unfamiliar in this Suzuki. Timid and perhaps even older drivers in particular ought to feel at home.
However, repositioned centre console and updated multimedia screen apart, it’s much the same as when the first S-Cross surfaced in 2013, and that might be an issue for potential buyers seeking to buy a $45,000 to $50,000 SUV.
More annoyingly, the front passenger seat lacks a cushion height adjuster; there is no physical volume knob for the multimedia system, so users must tap or jab a screen or disturb the driver by using the steering wheel switch instead; the rear seat has no passenger-facing air vents; and the 7.0-inch touchscreen is laughably tiny in 2022.
Plus, the Prestige’s missing equipment as found in some similarly-priced up-spec rivals might put people off; no head-up display, heated seats, wireless charger or configurable instrumentation are just a few of them. It all feels old and not premium enough – something a quick visit to a Kia, Hyundai or Nissan dealer will immediately reveal.
Never mind. At least the rear backrest reclines (a tiny bit) for added comfort, while further back, boot capacity remains the same at 430 litres. The backrest has a 60:40 split and the floor can be positioned in different locations. With the seats folded down, capacity rises to 665L, while maximum volume is 1230L. The load area is flat and wide and a space saver spare wheel is located beneath the boot floor.
Overall, then, the S-Cross is a pleasant and accommodating package, but one that will seem dated compared to newer rivals.
A European badge doesn’t always mean you pay more than say, Korean or Japanese offerings, and Renault is an example of that.
The Koleos line-up, for now, starts from $33,590, before on-road costs, for the two-wheel drive Life and tops out at $46,390 for the Intens all-wheel drive.
But after July 1, 2022, prices will increase across the Renault line-up, with the Koleos set to range from $35,000 to $47,500.
There’s only one petrol engine option since the diesel was dropped in 2019 and each variant is paired with a continuously variable transmission (CVT) driving either the front or all four wheels.
That pre-July pricing is competitive against its rivals, undercutting the opening price of automatic versions of the Hyundai Tucson, Kia Sportage, Mazda CX-5, Mitsubishi Outlander, Subaru Forester, Toyota RAV4, and more.
Our test car, the Koleos Black Edition, is priced at $40,090 (rising to $40,500 from July 1) and is based on the specification of the mid-range Zen front-wheel drive (FWD). It is limited to 400 units in Australia.
Renault is one of a number of car makers to offer a black-themed model in recent times, alongside Kia, Mitsubishi, Toyota, SsangYong, and others.
The Black Edition adds dark flourishes like 19-inch dark-grey alloy wheels, gloss black roof rails and door mirrors, sidesteps, French flags on the B-pillar (even though it’s built in South Korea) and a choice of three exterior metallic paint colours including black (of course), grey or white.
It also gets a hands-free powered tailgate, black synthetic leather upholstery with yellow stitching, matt carbon-look inserts, an 8.7-inch multimedia portrait touchscreen and ‘Limited’ badging on the chrome door sills.
That’s on top of features that are standard on the Zen, like a proximity key, push-button start, dusk-sensing headlights, rain-sensing wipers, auto-dimming rear-view mirror, auto-folding exterior mirrors, an electrically adjustable driver’s seat, heated front seats, a reclining rear seat, dual-zone air-conditioning, and heated and cooled front cupholder.
The multimedia system houses sat nav and comes with wired Apple CarPlay and Android Auto, Bluetooth, digital radio and an eight-speaker audio system.
There’s more details on the safety front below, and many rivals come with more modern in-car tech but there’s no question the Koleos offers very good value-for-money.
Not from $40,990 (all prices stated are before on-road costs) sadly, or $3500 more for the $44,490 Prestige flagship that sits as the largest and most expensive model in the brand’s entire line-up.
This represents a hike of $10,500 and $12,500 respectively.
Suzuki says this pricing is in line with equivalently-equipped rivals like the extremely popular Kia Seltos and new Nissan Qashqai, especially given that a turbo petrol engine with all-wheel drive (AWD, dubbed AllGrip in marketing-speak) is currently the only specification you can buy.
That is true. The previous S-Cross, facelifted in 2016, was front-wheel-drive only (though earlier grades did offer AWD), so the MY23 AWD version should absorb at least $2500 of that price inflation.
The previous model also lacked some now-critical safety technologies that have now at last made it on the Suzuki, including autonomous emergency braking (AEB), Lane Departure Warning, Blind Spot Monitoring, Rear Cross-traffic Alert and something called Weaving Alert that sounds like a driver-drowsiness warning prompt.
Additionally, the newcomer adopts adaptive cruise control with full stop/go functionality, high beam assist and auto-on/off headlights for the first time, as well as a redesigned upper-centre console housing a updated multimedia system with wireless Apple CarPlay in either 7.0-inch or 9.0-inch (for Prestige) sizes.
These build on top of the old model’s seven airbags, electronic stability control, anti-lock brakes with electronic brake-force distribution and brake-assist, cruise control, front fog lights, keyless entry/start, 7.0-inch touchscreen, reverse camera, satellite navigation, wired Apple CarPlay/Android Auto compatibility, Bluetooth audio and telephony connectivity, dual-zone climate control, electric folding mirrors, rear privacy glass and 17-inch alloy wheels.
Shelling out another $3500 for the Prestige grade now scores you that nine-inch touchscreen, 360-degree view camera, leather trimmed seating, polished alloys and the debut of a panoramic sunroof.
However, nowadays, with the S-Cross Prestige especially nudging $50K-driveaway, it’s still missing goodies like the full electronic instrumentation, twin-screen displays, a head-up display, wireless charging, premium multi-speaker audio, a powered driver’s seat with memory, heated/vented front seats and an electric tailgate that the MY23 Seltos GT-Line gains, for similar money.
Most of these items are also available in the Qashqai and Mazda CX-30 at this price point.
There is also no escaping the fact that the S-Cross is looking old and dated inside already, while the Seltos and new Qashqai especially are crisp, modern designs throughout.
But don’t fret, Suzuki fans. We understand that cheaper S-Cross 2WD grades are in the pipeline, perhaps for next year.
Let’s wait and see.
The Koleos shares its powertrain with the X-Trail. That means it uses a Euro 5-rated 2.5-litre four-cylinder, naturally aspirated petrol engine delivering 126kW of power at 6000rpm and 226Nm of torque at 4400rpm.
It is paired with a CVT and drives with the front, or all four wheels, depending on the grade.
The Koleos has a braked towing capacity of 2000kg.
The 2023 S-Cross uses Suzuki’s well-received Boosterjet engine tech.
As before, this means a 1373cc 1.4-litre twin-cam direct-injection turbocharged four-cylinder petrol engine, mounted transversely and driving all four wheels via a six-speed torque-converter automatic transmission, with paddle shifters included.
No manual gearbox is available.
Power is rated at 103kW at 5500rpm and the 220Nm torque maximum kicks in from 1500-4000rpm. Kerb weight has jumped 90kg, from 1170kg to 1260kg (1290kg for Prestige), mainly due to the adoption of AWD.
Speaking of which, the AllGrip AWD transmission has four modes – Auto (front-drive only unless loss of traction is detected), Sport (with up to 50 per cent of torque goes to the rear wheels), Snow (offering up to 30 per cent rear-wheel drive) and Lock. Ground clearance is rated at 175mm.
Steering is via an electric rack and pinion set-up, the front suspension is a MacPherson strut-style design and the rear end uses a torsion beam arrangement. All wheels are 17-inch, and each contains a disc brake.
According to Renault, the combined fuel consumption figure for the FWD Koleos is 8.1 litres per 100 kilometres. The AWD Koleos sips 8.3L.
After a week of mixed urban, freeway and semi-rural driving, we recorded 11.3L/100km.
Koleos uses 91 RON petrol, has a 60-litre fuel tank and emits 188g/km of CO2 emissions.
The S-Cross averages 6.2 litres per 100km, with a carbon dioxide emissions rating of 145 grams per kilometre. Reflecting a 90kg-odd kerb weight hike, this is up from 5.9L/100km (for a 138g/km rating) in the previous model.
Driven quite hard at times on country roads, our trip computer showed an average of 10L/100km, which actually reflects the S-Cross’ sporty personality... as well as a non-run-in odometer starting mileage of just 180km.
On the flipside, the 1.4-litre turbo prefers the 95 RON premium unleaded brew.
The drive experience is a mixed bag with some highlights and lowlights.
The ageing 2.5-litre engine is responsive enough from a standing start - it has a 0-100km/h time of 9.5 seconds - but it lacks any real punch and becomes breathless the second you encounter a hill.
It is noisy and revs hard when pushed, with the CVT drone not making for a particularly pleasant aural experience. You’ll hear a fair bit of road and tyre noise in the cabin, too.
The steering is dull and feels quite artificial, but the brakes feel strong.
Unless you’re on a perfectly smooth road surface, the ride is a little busy and the damper tune fails to adequately soften corrugations, potholes and speed bumps.
It is, however, a more capable handler than expected. The chassis is well sorted, and aside from feeling top heavy with body roll when cornering, it has decent grip and displayed impressive roadholding characteristics, even on a sweeping bend with a loose shoulder surface.
There was a little understeer detected turning into a particularly tight bend.
It can’t match the dynamism of the Kia Sportage or Mazda CX-5, but it does engage the driver to some extent.
Here’s the biggest surprise about the new S-Cross: it does not drive like a nine-year old design.
That’s mainly thanks to the energetic and effective performance offered by the 1.4-litre turbo Boosterjet petrol engine. But we can also credit Suzuki’s chassis engineers for creating a smooth and agile handling machine as well.
Let’s start with that powertrain.
Unlike many rivals, the S-Cross benefits from having a torque-converter auto rather than a CVT continuously variable transmission, which means it accelerates off the line seamlessly like the latter, yet changes up and down through each gear ratio with a prompt, discernible step. The gearbox responds instantly if you need to access a lower gear for extra power and does not drone if you floor the throttle for whatever reason.
While having six forward gears might sound a bit too few in 2022, the auto is tuned to work within the turbo engine’s torque band, and so there’s always a ready supply of muscle as required; if you need extra performance, it comes on quickly, strongly and very smoothly, providing the reassurance of fast overtaking power on the open road.
The 1.4T remains one of our favourite powertrains, period, and is by far the best thing about the S-Cross.
Most drivers will also appreciate the light steering, which makes for easy parking as well as effortless low-speed manoeuvrability, so it’s great around town.
However, the steering effort could certainly use a bit more weight at higher speeds, as it’s just too light, especially considering how balanced and predictable the handling and roadholding are. The S-Cross corners with agility and accuracy, and goes exactly where you point the front wheels. Even a little more resistance and feedback from the steering would benefit the driver as a result, especially in wet conditions.
We never had the chance to drive the Suzuki in the rain, so can’t say if the AWD system adds another layer of roadholding grip or confidence. But on gravel, the handling remains neutral and composed, so we hold out hope that the same would also apply over wet roads.
Fitted with quality Continental EcoContact6 tyres, the S-Cross also felt quiet and refined out on the highway roads we tested it on, while offering a decent level of suppleness over bumpier surfaces. Again, a more thorough drive in urban conditions is required to see if the ride quality matches our initial impressions.
Overall, then, the MY23 S-Cross drives and feels like a newer vehicle than its near-decade old design suggests. Much of that is due to the speed and sophistication of its Boosterjet powertrain, but the overall chassis dynamics have long been sound anyway.
We weren’t expecting such a positive driving outcome.
The Koleos was awarded a five-star ANCAP crash safety rating back in 2017.
It comes as standard with six airbags, auto emergency braking, forward collision warning, lane departure warning, blind spot monitoring, cruise control, a reversing camera, front and rear parking sensors, and a tyre pressure monitor.
It lacks some of the more modern active driver aids that are offered as standard in rivals, like an active lane-keeping system that helps ensure the vehicle doesn’t cross line markings. The Koleos makes do with an audible warning that, oddly, sounds like a whoopie cushion when activated.
The cruise control is not adaptive, instead it’s the old school version that doesn’t detect vehicles ahead and lower its speed accordingly.
Having more up-to-date safety gear would improve the Koleos’ appeal.
No ANCAP crash test rating information has been released by Suzuki for the S-Cross.
The pre-facelift version managed to score five stars, but that was back in 2013. It lacked some essential safety technologies, that have now made it to the MY23 model, including autonomous emergency braking (AEB), Lane Departure Warning, Blind Spot Monitoring, Rear Cross-traffic Alert, Weaving Alert (a driver-drowsiness warning prompt) and front/rear parking sensors as standard.
It also gains adaptive cruise control with full stop/go functionality, high beam assist and auto-on/off headlights, building on the old model’s seven airbags, electronic stability control, anti-lock brakes with electronic brake-force distribution and brake-assist.
There is no information regarding the operating range of the AEB tech.
Along with a trio of child-seat tether anchorages, the S-Cross’ rear seat base features two ISOFIX attachments.
The Koleos is covered by Renault’s five-year/unlimited kilometre warranty, which is stadatd in the meainstream market, now.
It is available with a five-year capped-price servicing plan, with each service costing $429, except year four which will set you back $999.
The servicing schedule is every 12 months or 30,000km, whichever occurs first.
Suzuki offers an industry-average five-year/unlimited kilometre warranty and roadside assistance.
Service intervals are every 12 months or 10,000km, while published basic capped-price servicing is available. In the previous model with exactly the same powertrain, prices started at $239 (years one and five) and reached as high as $429 (year four).