Ssangyong Tivoli XLV vs Suzuki S-Cross

What's the difference?

Depending on the pricing and specifications, the SsangYong Tivoli XLV might well offer an interesting alternative to the mainstream small SUV crowd. The safety score is a bit of a deterrent, but that may not rule it out for all buyers.

It’s almost like this is a provisional review, because we simply don’t know much about the brand’s strategy ahead of the local range rollout in November. 

One thing’s for sure: just like a cheeseburger or any good laboured pun, we can’t wait to get our hands on some of the finer details from SsangYong Australia. 

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.

One look and you might think 'honey I shrunk the Stavic', and that’s not too bad of a summary. There are some ungainly touches to the design of the Tivoli XLV - as you might expect from a small SUV that has been stretched.

But from some angles, it doesn’t look too bad. The front end is quite fetching, I think, with those projector halogen headlights with LED daytime running lights cutting a different shape to many of its rival models sold in our market. However, the overtly lipped quarter panels aren’t to all tastes, and the curved, clear-lensed tail-lights aren’t going to win any beauty contests.

I don’t think it’s ugly in the same way the original Stavic was… but SsangYong let us in on a secret at the launch event in Korea: there’s an updated, facelifted version of the Tivoli XLV and the regular Tivoli due in June 2019. It may be worth waiting for, because not only will it bring a new, more modern look, it will probably add equipment and safety features. 

What do you think? Does it look more or less attractive than, say, a Honda HR-V, Mitsubishi ASX or Nissan Qashqai? Tell us in the comments section below. 

Now, size: the XLV is essentially a stretched, more family-friendly version of the Tivoli. Both are built on the same line, and everything is pretty much the same from the C-pillar forward. It measures 4440mm long (which is 198mm longer than the standard Tivoli, both on a 2600mm wheelbase), 1798mm wide and 1635mm tall (Tivoli is 1590mm). The XLV is longer than any other small SUV it competes against. 

Australian customers are expected to be able to choose between an array of eight body colours and a contrasting roof finish. One really smart combination is the red body and black roof, and high-spec models are expected to get flashy 18-inch wheels (with 16s on low spec models).

The benefits of the Tivoli XLV’s stretched body are clearest in the boot area, which beats some mid-sized SUVs. 

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.

If you’re buying the Tivoli XLV, it’s arguably because it’s a compact SUV with the interior space of a bigger SUV inside. With a claimed cargo capacity of 720 litres (VDA), that makes sense. The XLV adds 297L more space (VDA) over the Tivoli, with a bigger boot than some very big SUVs.

In person the boot looks pretty big, but not as enormous as the numbers suggest. The fact there’s a false floor set-up is handy, though, and the packaged from SsangYong to be able to engineer so much boot space and still offer a four-wheel-drive system and multilink rear suspension is almost genius. Many brands can’t do it as well as SsangYong has. And going by SsangYong’s promise to fit a full-size spare wheel to all of its AWD models, the packaging is even more impressive.

It was handy for us to drive the XLV alongside the Musso and Rexton, both of which are newer-generation models that feel more modern inside. That isn’t to say the XLV feels old - it’s just not as special as its bigger siblings. Again, the face-lifted model due in 2019 could go a ways to fixing that.

If I had to compare the quality and design of the XLV to any car, it would be the old Hyundai ix35. You remember that small-to-mid-size SUV that came before the Tucson, which was on sale here from 2010 to 2015? Well, its cabin design and materials were fine, but nothing special. A bit like the Mitsubishi ASX, which launched around the same time as the ix35, yet is still sold today (and in big numbers!).

The front seats are pretty comfortable and the driver’s seat has good adjustment to it, but taller front seat passengers may lament the lack of height adjustment to the seat - especially in models fitted with a sunroof.

In the back there’s easily enough for a 182-centimetre-tall adult to sit behind their own driving position, with more knee room than most small SUVs, and reasonable shoulder and head room, too. The XLV is a five-seater, and three across the back is possible, but not enjoyable. There are dual ISOFIX child-seat anchors for outboard seats, and top-tethers across the width.

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.

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 XLV will come with only one engine option - a 1.6-litre turbocharged four-cylinder diesel engine. Hardly a horsepower hero, it produces 115kW of power (from 3400-4000rpm) and 300Nm of torque (1500-2500rpm).

It is available with a six-speed manual or six-speed automatic, with a standard-fit 4WD system known as 'Torque On Demand 4x4', which can sense the surface under the tyres and apportion torque to the rear axle to ensure better traction. SsangYong says it may offer a front-wheel drive XLV if demand necessitates.

A diesel engine isn’t unique, but it is rare in the small SUV class. But the fact of the matter is about 90 per cent of small SUVs sold are petrol-auto, so diesel could miss the mark for a lot of buyers. 

The XLV offers a bonus element - towing capacity: the XLV can cope with a 500-kilogram unbraked trailer, and a 1500kg braked trailer - pretty strong for a compact SUV. Consider it competing against the Mazda CX-3 diesel AWD (640kg un-braked, 800kg braked) and Mitsubishi ASX (750kg/1400kg).

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.

The fuel consumption claim for the Tivoli XLV 4x4 auto is 6.3 litres per 100 kilometres. That’s not bad, and some small SUVs are better… 

The Mazda CX-3 diesel AWD auto, which has a very low claimed consumption of 5.1L/100km (admittedly, it has a 1.5-litre engine with just 77kW/270Nm). But even the 2.2-litre turbo-diesel Mitsubishi ASX AWD auto uses less, at 6.0L/100km, and it’s almost a decade old. That engine has 110kW/360Nm.

The Tivoli XLV is a fair bit bigger than those two models, but even so, the fuel use should be a bit lower. It just goes to show the engine is working hard to deal with the weight of the Tivoli XLV, which in its heaviest guise, weighs 1535kg. Beefy.

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.

It’s difficult to learn what a car is all about over 29km, but that was the task I was handed in Korea, where I drove the Tivoli XLV from the hotel in Gangnam, Seoul, to a rest stop some 24km north of town. Then I jumped in some other models, before eventually getting a further - very illustrative - 5km stint behind the wheel at an off-road coarse later in the day.

There was some traffic, slow moving highway driving, and even a bit of higher-speed cruising. And it was fine.

The diesel engine was impressively refined and quiet, so much so that I initially thought it was a petrol. But after a couple of instances of traffic halts, it became clear there was a little more rattle from under the bonnet, and a more heft over the nose than you’d expect of a petrol.

That said, the performance was muted. With a torque output of 300Nm, you might think it would be potent - but it’s really not, and there’s some hesitancy from standstill, not to mention some sluggishness during roll-on acceleration.

The six-speed auto transmission did a good job, as far as I could tell, but a more arduous test loop will sort the facts from the feels.

As for the dynamic element, it’s hard to say anything other than the XLV felt smaller, more nimble and more fun to drive than either the Rexton or Musso models I also drive. The steering was adequate in its response, if a little lifeless, and the ride was a touch harder than I was expecting, but not sharp or punishing.

If you’re interested in off road specs, the Tivoli XLV is said to offer a 20 degree approach angle, a 20.8deg departure angle, and 17.0deg ramp-over. More of a problem, though, was the lack of ground clearance. The figure is just 168mm, which isn’t much more than some regular run-of-the-mill hatchbacks. Consider this: a Subaru XV has 220mm. Yep.

The suspension travel isn’t huge, either, with stiff-legged feel to the model we drove. Part of that could have come down to the stylish 18-inch alloy wheels and low-profile tyres, but it simply isn’t a soft and wobbly off-road SUV. It’s a monocoque chassis small crossover, so if you want a more serious SsangYong off-roader, the ladder-frame Rexton could offer a lot more appeal. 

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.

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.

Nothing has been confirmed yet, but we suspect SsangYong could be working to match one of the best warranty offers in the Australian market in mimicking Kia’s seven-year/unlimited kilometre plan. In the UK SsangYong models have seven-year/150,000 mile (241,000km) cover, but an unlimited mileage offer is expected here. 

If that’s the case, and models like the Tivoli XLV can be competitively priced for servicing, and with reasonable (read: not too frequent!) service intervals, then the score for this element of our test could increase in later reviews.

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).