Renault Symbioz vs Suzuki S-Cross

What's the difference?

There’s certainly a lot to like about the Renault Symbioz. It may cost more than its direct competition, but it looks, feels and drives with an edge on many of its rivals. And the integration of the Google system will no doubt appeal to some, especially a younger audience which craves the latest tech.

But the extra cost coupled with the image problem French cars have had in Australia - justified or not - will make it a hard sell. The small SUV market is dominated by the big name brands and cut-price models - and the Symbioz is neither. 

Renault Australia has no ambition for this to out-sell the Tiggo 4 Pro and Kona, but even attracting modest sales in such a highly competitive segment will be a hard slog.

If you’re willing to make an unconventional choice, though, you will likely enjoy your time with this little French alternative.

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

The Symbioz effectively replaces the Captur in the local range and brings with it the French firm’s latest design language; which debuted on the recently launched Scenic.

Certainly, compared to some of the more conservative and simple models in the small SUV contest the Renault stands out. It has the look and feel you expect from a European car, on the outside and in the cabin.

One of the reasons for this is Renault Australia is offering seven colours, but only Flame Red is standard rather than the typical white and the other more muted hues cost an additional $900.

In terms of its size and where it fits into Renault’s slightly crowded SUV line-up, the Symbioz is 4412mm long, while the all-electric Scenic E-Tech is 4470mm, the more rugged Duster is 4345mm and the Megane E-Tech is 4200mm. So they’re all quite close, but thanks to unique designs and powertrains (and the fact the Duster isn’t designed to be a Renault), they fit together to form a cohesive line-up for you to choose from.

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.

There are two elements that really stand out inside the Symbioz when it comes to practicality and technology, and how they are integrated.

The first element is that Renault has partnered with Google and this new model features the latest Google Automotive Services (GAS) which includes integrated Google Maps as well as access to the Google Play Store for downloading apps, but does so much more. Google Assistant is offered by default but you can also upgrade (via an over-the-air update) to Gemini, the tech giant’s artificial intelligence (AI).

This means with a simple ‘Hey Google’ voice command you can search for not only an address but anything you might need when you’re behind the wheel. So, if you are driving and want to stop for a coffee, you can ask Google Assistant or Gemini to find you a suitable spot to stop.

We were able to sample both systems and there is a clear difference between the two, with Gemini able to provide more detailed answers. But you have the freedom to choose if you want AI in your car or not, and can simply decline to update and stick with Assistant.

The second stand out feature is the amount of physical switchgear used throughout. Despite the switch to Google, Renault has stuck with physical controls for all the key functions - climate control, stereo, etc - which adds to the cost but makes for a much easier and safer driving experience.

While it may be a small SUV in size, Renault’s designers have created a surprisingly spacious and well-considered interior.

Up the front there are plenty of small item storage spaces, with an emphasis on small. But what they lack in size they make up for in quantity. There is a small ledge ahead of the stubby gear selector, with the wireless charging pad hidden underneath it. There are two cupholders and a small lidded console box as well, plus small door pockets.

In terms of space for people, up front the seats are comfortable and roomy, while in the rear the back of the driver and passenger seats have been heavily sculpted out to create a good amount of kneeroom.

As for the boot, Renault claims it is one of the best in the segment thanks to the back seats being on a slider, which allows you to trade-off rear passenger space for more cargo capacity.  It means the mild hybrid has between 563-695L depending on the rear seat position, while the full hybrid is smaller, between 460-592L; with the difference attributed to the different position of the spare tyre.

The fact both models include a temporary spare tyre is notable in itself, as it’s something increasingly rare in this segment and very much a welcome addition in Australian conditions.

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.

As mentioned earlier, Renault is offering two powertrains - a mild hybrid and a conventional hybrid. Remarkably, despite this being 2026, this is the first time Renault has ever offered a hybrid powertrain in Australia.

It’s a decent hybrid option too, making a respectable 116kW and 265Nm from its 1.8-litre four-cylinder petrol engine and electric motor.

Meanwhile, the mild hybrid features a 1.3-litre four-cylinder petrol engine and makes a more modest 104kW and 245Nm.

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.

Renault Australia management was keen to push the convenience of a traditional hybrid, which requires no outside charging and is therefore easier to use - even if that means it can’t match the efficiency of a plug-in hybrid.

According to the company, the so-called ‘multimodal hybrid gearbox’ is the key to its efficiency. On paper it’s a four-speed automatic, but it’s integrated with the engine, motor, starter and generator, which means the engine and electric motor can both drive the front-wheels, while also helping the Symbioz return a claimed 4.7L/100km.

The battery is quite small at just 1.4kWh battery, but there is an ‘E-Save’ button that allows you to prioritise the petrol engine if you want to hold on the silent power for later.

With a 48-litre fuel tank and the 4.7L return, the Symbioz has a theoretical driving range of more than 1000km on a single fill.

As for the mild hybrid, it gets a more conventional seven-speed dual-clutch transmission and has a claimed fuel economy rating of 6.4L/100km. 

It has the same fuel tank, so its theoretical range is 750km, which is still a good return but obviously not as attention grabbing as the full hybrid.

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.

If you’re going to pay a premium for your non-conformist small SUV, one of the perks should be an above-average driving experience and thankfully the Symbioz delivers in this regard.

It’s not that it channels the iconic Renault Sport hot hatches of the past, or even sets a new dynamic benchmark for the class, but amid the sea of more-affordable models the Symbioz feels more composed on the road.

It’s responsive to your inputs as the driver and inspires confidence that not all of its rivals do. A big part of that is likely down to the tyres, with Renault avoiding the trap of cheaper, less impressive rubber that detracts from some of its competitors and instead offer Continental tyres on the Techno and Michelin rubber on the Esprit Alpine.

The ride is firmer than average, which helps with the responsiveness but means you can feel bumps in the road a bit more sharply than some, although it’s never uncomfortable.

It’s worth noting that we did see a trip computer fuel economy figure below the claimed 4.7L/100km, but an extended stretch of our drive was on motorways, which obviously helps keep that number down.

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 Symbioz is covered by Renault’s standard five-year/unlimited km warranty, which was fine a few years ago but when more affordable models are offering seven years and longer, it feels like a missed opportunity for the French firm.

The company offers ‘Assured Servicing Pricing’ which covers the first five years or 150,000km - whichever comes first. Intervals are every 12 months/30,000km and cost $2715 for the hybrid and $2695 for the mild hybrid.

Renault, which is looked after by an independent distributor in Australia, has 52 dealerships spread across the country.

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.