Subaru XV vs Suzuki S-Cross

What's the difference?

Even years on from its initial launch and with only subtle changes to its main range, it’s really to Subaru’s credit that the XV feels just as capable and modern as any of its rivals.

This is not to say it’s perfect. We can’t recommend the base model, the maths don’t really work out on the hybrids, the only available engine is breathless, and it has a small boot.

But the XV’s excellent safety suite, driving dynamics, all-wheel-drive capability, quality finish and comfortable interior mean it’s hard not to be charmed by this little lifted hatch.

Our pick of the range? While the 2.0i-L is great value, we’d recommend you splurge to the 2.0i-Premium to get the full safety suite and extra garnish.

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.

The key to the XV’s fun and adventurous appeal is perhaps the fact that it’s not really an SUV at all. It’s rather obviously a lifted version of the brand’s Impreza hatchback, and this is to its credit.

It’s simple but tough, cute but capable, and really everything many consumers are looking for when it comes to a small, all-wheel-drive SUV. Not only does this design philosophy (of lifting wagons and hatches rather than creating bespoke “SUVs”) match Subaru’s family of products, but the ride height, plastic claddings, and tough-looking alloys offer hints of the all-wheel-drive capability that lies beneath.

Little has changed for the 2021 model year, with the XV most recently receiving a tweaked grille, updated front bumper, and a new set of alloy wheels. The XV range is also available in a fun array of colours, which Subaru hopes will help it win more of a youth vote. As an added bonus, none of the colour choices carry an extra charge.

The interior of the XV continues the fun and adventurous theme with Subaru’s signature chunky design language noticeably different from its rivals. My favourite element of this has always been the bumper-car steering wheel, which feels great in your hands in its leather-clad finish, but there are also nice soft claddings throughout the doors and big seats with nice bolstering and design.

While we like how big and sharp the main 8.0-inch screen is, if there’s one thing Subaru gets wrong it’s how busy the whole cabin package is. The visual assault of three screens seems unnecessary, and as much as I like the wheel, it is also completely adorned in somewhat confusingly labelled buttons and toggles.

Still it’s an attractive, fun, and unique design amongst its small SUV peers. Subaru fans, at least, will be sure to adore it.

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.

In some ways the XV is very impressive when it comes to its interior practicality, but in other ways it disappoints.

The front seats offer heaps of room for adults with good adjustability, and while the seating height is very high by default, there’s still lots of headroom and adjustability, with the added benefit of a very commanding view of the road for such a small SUV.

As mentioned, the doors, dash, and transmission tunnel are all clad in soft materials, and front passengers also benefit from no less than four USB ports in every grade except the base 2.0i, a huge centre console box, comfortably large bottle holders in the centre with a removable divider, a small bay under the climate unit that also houses a 12v outlet and auxiliary input, and a single large bottle holder in the doors with a small adjoining bin.

A surprise comes in the rear seats, which offered enough head and knee room for a particularly tall friend of mine. It’s rare for the small SUV segment to offer such space, but behind my own (182cm tall) seating position I had ample airspace for my knees and decent airspace for my head too, even despite the Premium and S grades having a sunroof fitted.

Rear passengers get a flip-down armrest with bottle holders, a small bottle holder in the doors, and pockets on the backs of the seats. The seat cladding is just as good as it is in the front, and the width in the rear seats is notable, however the centre seat suffers from the existence of a tall transmission tunnel to facilitate the all-wheel-drive system, and there are no adjustable air vents or power outlets for rear passengers either.

Finally, one ongoing weak point for the XV is the amount of boot space on offer. Boot capacity is 310-litres (VDA) for non-hybrids or 345 litres for hybrid variants. This is decent when compared to smaller light SUVs but definitely leaves room for improvement when it comes to the XV’s main small SUV competitors.

Space can be boosted to 765L in non-hybrid or 919L in hybrids with the seats down (again, not great), and the hybrid model loses the underfloor space-saver spare wheel, instead leaving you with a very compact puncture-repair kit.

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 XV now has two drivetrain options in Australia. One is the carryover 2.0-litre petrol engine, now with a smidge more power, and a hybrid version of the same layout with an electric motor housed in the continuously variable transmission. There is no manual variant in the XV range.

The 2.0i models produce 115kW/196Nm, while the hybrid produces 110kW/196Nm from the engine and 12.3kW/66Nm from the electric motor. All variants are all-wheel drive.

The hybrid system is powered by a lithium-ion battery pack under the boot floor, and in practice functions a bit differently from Toyota’s popular system.

We’re sure Subaru die-hards will be dismayed to know a version of the XV packing the larger Forester’s 2.5-litre petrol engine (136kW/239Nm) will not be making it to Australia for the foreseeable future.

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.

It’s not such a great story for the hybrid variant here, as even on the official numbers it only saves a tiny amount of fuel.

The official/combined number for 2.0i variants is 7.0L/100km, while the hybrid variants trim this to 6.5L/100km.

In practice it only got worse on my test. Over similar driving conditions consisting of several hundred kilometres over the course of a week, the 2.0i-Premium non-hybrid produced 7.2L/100km, while the hybrid actually used more fuel at 7.7L/100km.

It’s worth noting we’ll be holding on to the hybrid for a further three months as part of a long-term urban test. Check back in to see if we can trim this number down to something closer to its claim in the coming months.

All XV variants can drink base-grade 91RON unleaded and 2.0i variants have 63-litre fuel tanks while hybrids make use of a 48-litre tank.

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.

No matter which XV you choose, you’ll be getting a very comfortable and easy-to-steer small SUV, and the drive experience has only improved with this year’s updates.

The XV’s newly re-worked front suspension and tall ride height make for a package more than capable of dealing with anything the suburbs will throw at it. This is the kind of car that scoffs at speed bumps and potholes.

The steering is light enough to be comfortable, but provides just enough feedback to keep it engaging, too, and the always-on all-wheel-drive system provides a sense of constant security in corners and even on loosely sealed or wet surfaces.

The XV has better SUV cred than almost every other car in its class on the capability front, enough at least to make it a decent companion for seeking those unsealed campgrounds or vantage points.

Where it’s not as good is its engine options. We’ll get to the hybrid in a moment, but the standard 2.0-litre engine is underpowered for a relatively heavy small SUV, with the added burden of all-wheel drive, and it feels it. This engine doesn’t have the follow-through of its turbocharged rivals and is very thrashy when much is asked of it.

This experience isn’t really helped along by the rubbery-feeling continuously variable automatic transmission, which is at its best in stop-start traffic. It strips the fun out of trying to drive this car with a bit more vigour.

Unlike Toyota's hybrid alternatives, the hybrid XV isn’t a significantly different experience behind the wheel. Its electric motor doesn’t really have enough strength to get it up to speed, but it does assist when it comes to acceleration and coasting to help take the stress partially off the engine. The XV also doesn’t provide a hybrid indicator like Toyota does, so it’s much harder to understand the effect your accelerator input is having on the motor.

The centre screen does display the energy flow, though, so it is good to have some kind of feedback that the hybrid system is helping on occasion.

Hybrid variants also add something called “e-Active Shift Control”, which uses input from the car’s sensors and all-wheel-drive system to better tune the hybrid assistance to the CVT. In general driving terms, this lets the electric motor pick up the slack of the petrol engine when it's most needed in the corners and in low-torque instances.

On a final note, all of these moments of electrical assistance do make the hybrid versions notably quieter than the non-hybrid ones. I still wouldn’t recommend choosing the hybrid on its driving experience alone, but it will be interesting to see how Subaru can build on this technology in the future.

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.

Subaru remains on par with other Japanese automakers, with a five-year and unlimited-kilometre warranty promise. There’s 12 months of roadside assist included, and the XV is also covered by a capped-price servicing program for the life of the warranty.

Services are required once every 12 months or 12,500km, and while this is a welcome improvement on the six-month intervals this car used to have, these visits are far from the cheapest we’ve seen with an average price of nearly $500 per year.

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).