Suzuki Jimny vs Suzuki Vitara

What's the difference?

The Suzuki Jimny Lite is the most basic of the Suzuki Jimny line-up but that’s not a bad thing.

It’s ordinary on-road, it’s on the wrong side of small – especially in terms of cargo-carrying ability – and it’s still an exercise in driver-adaptability because it’s basic, bouncy and requires a lot of effort to keep it driving in a straight line.

But the Jimny is a lot of fun off road and even on sealed surfaces. It is go-kart-like in terms of everyday suitability and comfort, but its day-to-day drivability has received a healthy boost by way of those new driver-assist technologies and the updated AEB.

If you’re willing to give into the fun and cop a few compromises along the way, then you won’t be disappointed, because the Jimny is a tonne of fun.

In car years, 11 is ancient.

Back when it was first released, this-generation Vitara’s competitive pricing, progressive yet pretty design, pleasant interior packaging, sporty dynamics and general driving ease helped establish the emerging small SUV segment into the powerhouse it is today.

In some ways, today’s Turbo Hybrid still impresses, especially with its punchy performance, promising economy and no-nonsense packaging. Objectively, it is still a decent proposition, with few actual vices.

But the 2026 Vitara’s high pricing, embarrassingly outdated interior, underwhelming specification and noisy ride leave it feeling too expensive, too old and too exposed against newer and more-sophisticated rivals.

Even the brightest stars eventually need to retire.

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

The Lite is, like the rest of the Jimny line-up, retro-cool and classic with a striking straight-up-and-down appearance sure to draw more admiring glances than sneering ‘WTF?!’ looks.

The three-door Suzuki Jimny is 3650mm long (with a 2250mm wheelbase), 1645mm wide, 1720mm high, and it has a kerb weight of 1100kg.

The Jimny has it over any rivals in this category when it comes to exterior design.

The Jimny’s interior is plain and practical. It has cloth seats, expanses of durable plastic and an overall utilitarian look and feel.

It is spartan inside, but this all-pervasive no-frills approach best suits the Jimny's simple spirit.

While the albeit-cheeky Mazda CX-3 clearly looks like a product of last decade, the Vitara’s boxy, broad-stance proportions were prescient, pointing to the upright shapes that prevail today. In other words, the good-looking design has aged remarkably well.

Changes to the headlights, a reshaped bumper, a revised grille, restyled wheels and paint colours are the only ways you can differentiate new from old, ignoring the Hybrid badge out back.

We wonder whether Suzuki should have tried harder visually updating the Vitara?

Measuring in at nearly 4.2 metres long, 1.8m wide and 1.6m high, the square-rigged styling hides the smallness of the Vitara, yet also seems to liberate more space inside than you might expect, aided by deep side windows.

Conversely, Suzuki’s decision to retain the old Vitara dashboard – including much of the same instrumentation – roots it into the middle of last decade. This is very disappointing.

Functionality is highest on the agenda with the Jimny rather than any attempt at a semblance of plushness.

Having said that, it is comfortable inside, but it is very basic, which is actually part of its charm though some people may rapidly grow weary of its bare-bones interior.

The big news in this small 4WD is the fact it now has a new 7.0-inch touchscreen with wireless Apple CarPlay and Android Auto. That screen is too small but the hands-on controls everywhere else remain one of the refreshingly simple aspects that is easy to like about the Jimny.

There’s also now a 4.2-inch digital driver display between the analogue dials and that includes a speedo, as well as fuel-consumption and driving range details.

With the three-door Jimny's second-row seats in use, boot space is listed as 85L. With the second row stowed away, there’s a claimed 377L of cargo space.

Payload is a claimed 350kg and gross vehicle mass is 1450kg (the Jimny is 1100kg) so there’s not a lot of flexibility in terms of how much camping gear, dogs, or Abba CDs you can pack into this diminutive 4WD.

While others may offer more in terms of comfort and general amenities, the Jimny still wins out for day-to-day durability.

The practical shape, ease of access and spacious, airy cabin were reasons to buy the Vitara way back when, and remain relevant today.

But, stepping inside and taking a look around transports you to another time, like hearing Let it Happen by Tame Impala.

In the press release, Suzuki states: “Physical control switches remain a key focus, ensuring ease of use while driving, a touchpoint of Suzuki’s practical design philosophy.” Changing nothing in nearly a dozen years in production to save money seems more like the company’s key focus here. Even the steering wheel is precisely the same.

As we said earlier, nothing changed inside other than some minor trim, save for the new multimedia system that looks cheap and aftermarket compared to Suzuki’s earlier, distinctive and colourful quadrant layout. We welcome the inclusion of a digital speedometer, however.

Broad if flat front seats do the job, ahead of a workable driving position that helps provide good all-round vision as well as an easy reach to the multitude of buttons and switches placed around. The plastics have already proven to be long-lasting, while there is sufficient storage to be found. The climate control is effective, too.

The rear seat environment is spacious and pleasant enough, but lacks amenities like USB-C ports, cupholders and central air vents.

Further back, the load area is relatively large and simple to use. Cargo capacity varies from an unremarkable 362 litres to 642L (VDA – to the window height) or 1119L (to the ceiling), with the 60/40 rear backrests dropped providing extra versatility.

Thankfully, a space-saver spare wheel is included.

Overall, then, the Vitara’s cabin is roomy and user-friendly for a small SUV, but it also appears hopelessly out of date. That Suzuki also had the unrelated e-Vitara electric vehicle at the launch event just served to underline that fact.

From $39,990 (all prices are drive-away unless stated otherwise), 2026’s cheapest Vitara, the Turbo Hybrid 2WD, seems provocatively expensive for an 11-year-old generation. And the all-wheel drive (AWD) model dubbed 'AllGrip' is a heady $46,000. Oof.

This puts the base Vitara’s price well above Chinese hybrid equivalents like the Haval Jolion HEV and MG ZS Hybrid+, about on a par with popular small-SUV hybrids including the Honda HR-V, Hyundai Kona and Toyota Corolla Cross, and in company with lower-spec petrol-powered iterations of the Honda CR-V, Hyundai Tucson, Kia Seltos, Kia Sportage, Mazda CX-30, Mitsubishi ASX, Mitsubishi Outlander, Nissan X-Trail, Renault Duster, Subaru Crosstrek, Skoda Kamiq, Volkswagen T-Cross and VW T-Roc.

Facing a lion’s den of fierce rivals is putting things mildly. The Vitara’s value struggles to stack up.

But consider this.

Back in 2015, the base Vitara cost $23K, drive-away – or $31.4K in 2026 money adjusted for inflation. However, that was for a 1.6-litre petrol manual; the auto added the equivalent of another $2.7K and the optional turbo that came soon after (dubbed 'BoosterJet' – and now standard equipment) cost another $6.8K, coming to $41K.

Huh. Suzuki isn’t being so delusionally greedy, then.

And that’s not taking in the latest model’s unique hybrid tech, extra safety of advanced driver-assist technologies (ADAS) such as autonomous emergency braking (AEB), rear cross-traffic alert (RCTA), lane departure warning and blind-spot monitoring, or Apple CarPlay/Android Auto connectivity, or a host of other extra features that have since been applied to an evolving Vitara over the years. Plus, import costs from Hungary are said to have skyrocketed.

If we compare what the 2026 Turbo Hybrid 2WD costs against the pre-facelift 2024 Turbo 2WD from $36,490, before on-road costs, the price rises aren’t nearly as bad as they seem (though runout ’24-build models are currently being promoted at $34,590, drive-away).

So, what else does your $40K-plus Vitara Turbo Hybrid give you?

Not much compared to most of the competition listed earlier. Climate control, rear privacy glass, LED automatic headlights, cloth upholstery, adaptive cruise control, a 7.0-inch touchscreen, reversing camera, 17-inch alloy wheels and flat paint are bare minimum at this price point.

Metallic paint demands another $745 if the standard white isn’t your bag.

Stretching to the $45,990 AWD adds a panoramic sunroof, 9.0-inch touchscreen, six instead of four speakers, extra driving modes, synthetic leather trim and two extra modish colours – beige or grey-blue that are also available with a two-tone black combo for an extra $1345.

The Vitara is over a decade old, but costs new-model money, lacks features found in rivals costing thousands less and only allows for a five-year warranty when some others offer up to 10.

Obama was US President when this Suzuki launched. The world it finds itself in today seems almost unrecognisable.

This entry-level Suzuki Jimny has the same 1.5-litre four-cylinder petrol engine as the rest of the line-up, producing 75kW at 6000rpm and 130Nm at 4000rpm, and it has a five-speed manual transmission.

The Jimny is always zippy, manoeuvrable and punchy off the mark simply because it is so small and light, however, it feels underpowered on the open road and strained at highway speeds.

It has a part-time four-wheel drive system with high- and low-range, and off-road traction control.

While it’s far from offering the best power and torque outputs, even in the small 4WD realm, the Jimny is so light that there’s enough here to work with.

If you’re expecting a Toyota-style series-parallel hybrid system here, forget it.

Instead, Suzuki offers a far-simpler, lighter and cheaper alternative that, by and large, does reduce fuel consumption. In other words, this is a mild-hybrid electric vehicle (MHEV) that, unlike others like Mazda’s, you can feel working away.

On paper, things look a bit shaky, since power drops noticeably compared to the previous 1.4-litre, four-cylinder, turbo-petrol BoosterJet engine this unit is based on.

This version makes just under 81kW of power at 4500rpm, instead of 103kW at 5500rpm, in the interests of economy. Torque jumps though, from 220Nm to 235Nm, between a low 2000rpm to 2500rpm.

More importantly, it is coupled to a 48-volt integrated starter motor generator acting as an electric motor, and 48V 8Ah lithium-ion battery, adding an additional 12kW/50Nm to simultaneously boost acceleration and reduce consumption and emissions.

Power is sent to the front wheels via a six-speed torque-converter automatic transmission, while the AWD version also sends drive to the rear axle when slippage is detected.

The whole MHEV system adds just 15kg, and is nestled between the MacPherson strut front axle and torsion beam rear end, for even weight distribution.

The Suzuki Jimny has official fuel consumption of 6.4L/100km (on a combined cycle).

I recorded 7.2L/100km on this test but, as always, I did a lot of high- and low-range 4WDing.

The Jimny has a 40L fuel tank so, going by my fuel figures, a full tank should give you a driving range of about 550km.

The Vitara Turbo Hybrid 2WD returns a combined average 5.8 litres per 100km, while the AWD version is rated at 5.9L/100km. This translates to between 130 grams and 139g/km of carbon-dioxide emissions, respectively.

The previous 1.4-litre turbo equivalents were 5.9L and 6.2L/100km, so that mild-hybrid tech seems to make some difference. Our box-fresh test car’s trip computer driving around Sydney’s outer suburbs displayed 6.2L/100km.

Filling the 47L fuel tank with the required 95 RON premium-unleaded petrol, expect to average around 810km of range.

It may come as no surprise to any of you who have actually driven a Jimny but it is rather ordinary on road.

It's a small vehicle and quite light so it does get buffeted by passing traffic, thrown around by any wind stronger than a mild breeze, and this Zook’s ride and handling are barely the right side of atrocious.

But – and it’s a big BUT – the Jimny is still a lot of fun to drive, even as wild as it is on-road, and it absolutely comes alive when you hit the dirt.

Being light and nimble may detract from the Jimny's performance on sealed surfaces, but those characteristics help immensely when you go 4WDing in this little car.

It is highly manoeuvrable – it is very agile around the bush through tight tracks and up tight wheel-rutted hills – and it’s incredibly easy to find and maintain the correct driving line in the Jimny because it is so small and there's a tyre at each corner so you know where your wheels are positioned at any one time.

Low-range gearing is good and there's a nice spread of torque across a decent rev range. Traction control is reasonably well calibrated, although it is a little choppy in application now and then.

Basic but crucial physical aspects, such as the Jimny’s off-road angles, are well suited to off-roading with approach, rampover and departure angles clocking in at 37, 28 and 49 degrees respectively. Those help to make this little vehicle a champion in the dirty stuff.

Ground clearance is listed as 210mm but feels like more and while wading depth is not listed, it’s fair to say it’s about the 300mm mark.

Warning: the three-door Jimny is bouncy because it's so small, light and quite tall for its size, and has a narrow wheel-track.

It is very tippy and bouncy and you do get bumped around a lot but that's kind of the point of off-roading in the Jimny. It’s a barrel of laughs purely because it is such a dialled-in and driver-focused experience.

But those characteristics may rapidly become tiresome and tiring for some people who have grown accustomed and attached to more comfort and cushioning in modern vehicles.

This is a very capable off roader and it’s one of the few vehicles you can drive straight out of the showroom and have a tonne of fun in, in the dirt, but it is somewhat let down by its showroom-standard tyres (Dunlop Grandtrek AT20 195/80R15). Replace those with some more aggressive all-terrain rubber and Roberto’s your uncle.

As mentioned earlier, payload is 350kg, GVM is 1450kg.

Towing capacity is 350kg (unbraked) and 1300kg (braked) so you’re limited in how much you can drag with the Jimny, but that's okay because I don’t think too many people are buying a Jimny because they have to tow a caravan, horse float or boat. They’re buying it because it’s a shedload of fun off-road and the Jimny has that factor in abundance.

Suzuki allowed only a frustratingly limited amount of time for us to drive the Vitara Turbo Hybrid 2WD, over some outer-suburban Sydney back roads, in convoy with a lead car and in heavy traffic, so first impressions are limited.

But, unsurprisingly, it’s all very familiar, after years of testing earlier iterations.

Essentially, acceleration now feels leisurely in 'Eco' and 'Auto' when previously the 1.4L BoosterJet always felt punchy, but it becomes much stronger in 'Sport', suggesting the MHEV’s economy focus is the priority. The latter mode makes the Vitara feel lively and moves things along fairly quickly, but leaving it in Sport mode would defeat the purpose of trying to save fuel.

Meanwhile, the Vitara’s chassis calibration remains on the sporty side, with keen steering response and a decent level of handling agility there for the taking. And even the ride comfort wasn’t too bad, considering that too little suspension travel and too much road noise betray the age of this vehicle’s platform – though that may have also had something to do with us driving this back-to-back with the smoother e-Vitara EV.

Finally, the ADAS tech didn’t seem to interfere at all, though a longer drive may reveal otherwise.

The Vitara still drives okay, then, but its refinement and noise suppression may be issues for some people used to newer SUVs. The bigger problem for us is just how old the driving experience feels sitting inside such a dated cabin. Stale sums it up.

We also had a brief stint around a moderately-demanding off-road 4WD course to test the Turbo Hybrid AWD’s AllGrip set-up. The limited off-road aids – 4WD Lock, hill-descent control, a paltry 175mm ground clearance – helped see it navigate several carefully-chosen sections fairly confidently, but we can’t imagine this being the deal maker or breaker.

Overall, based on our brief time with it, the Vitara Turbo Hybrid remains an easy, competent and even enjoyable small SUV from behind the wheel, but one that feels dated in too many areas, especially at its asking price.

Back in 2015, the Vitara scored a maximum five-star ANCAP crash-test rating, but it hasn’t been tested since and that result expired in December, 2022.

Both models come with the expected level of ADAS tech, including AEB, RCTA, lane departure warning, lane keep assist, blind-spot monitor, traffic sign recognition, auto high beam and adaptive cruise control.

There is no data on the operation parameters of the latest AEB system, but previous models operated from above 30km/h while the RCTA functions from 8.0km/h.

Six airbags (dual front, side and curtain) are also featured, along with two outboard rear-seat ISOFIX points and a trio of top tethers for child seats.

The Suzuki Jimny has a five-year/unlimited-kilometre warranty.

Suzuki offers the first service at two months/2000km for free, then under the capped-price servicing program, your Jimny is scheduled for a service every 12 months/15,000km at an average cost of $453.

Those costs are okay for something in the small 4WD realm.

Suzuki offers an industry-average five-year/unlimited kilometre warranty, along with five years of roadside assistance if the vehicle is serviced at an authorised dealer.

Service intervals are every 12 months or 10,000km, while the basic capped-price servicing costs are $329, $429, $339, $539 and $349 annually for the first five years or 100,000km, respectively. That's an average of $397.

At the time of publishing Suzuki listed 90 dealers throughout Australia.