Suzuki S-Cross vs Blue Tongue Overland XR

What's the difference?

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 Overland XR Series 2 isn't quite the perfect camper, there's a few little things in the set-up that preclude it from that. Still, at the price and with the features it gets as standard, it's a really good value trailer. It's comfortable, it'll handle off-road trips with ease, and it the kitchen is really quite good.

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 the lid becomes the floor, it's quite open inside the camper, with plenty of room to move around and space to do everyday things standing up, like get dressed, which is often more difficult in a forward fold, as there's not a lot of standing room inside them. There's also no stairs to climb getting in or out, as the hard floor is almost at ground level.

The tent seems quite well made. It's a 450gsm waterproof canvas with a tropical roof, windows all around the bed and three doors, one each side of the hard floor. Almost the whole passenger side can be rolled away, too, creating a giant opening into the camper, which offers a pretty good outlook on hot summer days at campsites by the beach.

There's no shortage of extra canvas, either. There are two awnings (although only one you'll use often, an ensuite tent and an optional kids room. The best of the awnings is the quick version, which is simply a rectangle of canvas that shelters the kitchen and only needs two poles to hold it up. A more complete awning, which also comes with walls and a floor, goes up reasonably easily, but it'd only be used if you were settling in for a week or more, I reckon, and then only if the weather was questionable. Its pitch has been improved over the Series 1, which had a flatter roofline and was more susceptible to pooling water. The ensuite room is gigantic – about the size of an actual small bathroom.

One of the biggest reasons to get a rear-fold over a forward-fold is the internal access to storage. As the rear-fold's is all under the bed, the four steel drawers make it easy to get to. Two of them are even accessible when the camper is shut, which just isn't the case in a forward-folding camper. A large, wide step makes climbing up into the bed easy, too. It has an innerspring mattress which is firm but comfortable and plenty big enough to spread out on if you are sharing it.

The Overland XR Series 1 was very well equipped electrically, maybe too well equipped. It was fitted with three 100ah batteries, which is not only a lot of extra weight, but that much battery takes ages to charge – if they were all flat, a day's driving probably wouldn't do it, especially if the car also had a second it needed to attend to. The Series 2 has dropped back to two batteries, which is far better suited to the camper and should easily be maintained by one of the optional 144W solar panel blankets. It can also be fitted with Redarc's Redvision, offering phone connectivity to the camper's electronics so you can not only monitor everything, but turn things on or off remotely.

The other side of the camper's forward storage is large enough to fit a generator or any other bulky camping appliance. As it can be accessed when the camper's open or closed, it's perfect for all manner of gear. A smaller box facing forwards is great for hoses and recovery gear or even a couple of jerry cans. Beware of loading this area up with too much really heavy gear, though, as the ball-weight's already on the heavy side. Fortunately, the camper has a flip-over luggage rack, which is ideal for heavier or bulkier items. Underneath, it can carry 155-litres of water in two tanks.

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.

The Overland XR is very stable under tow, which has a lot to do with its ball-weight. Weight to the front of a trailer improves trailer stability (although reduces braking and steering efficiency), so there needs to be a compromise. At 180kg, that's actually a reduction on Series 1, and although that's quite heavy for a camper trailer, is on par with other modern rear-folds, like the Kimberley Kamper.

Well and truly off-road ready, the XR has independent coil-spring suspension and dual shock absorbers, standard, as well as an AL-KO 360° ball hitch, so obscure angles on a rough track won't cause any trouble.

The camper is quite tall, thanks to the spacing of the suspension arms, so clearance will rarely be an issue – when level, the ride height suits a lifted four-wheel drive.

Alloy wheels and 265/75 R16 all terrain tyres fit the bill nicely, and as they're a six-stud LandCruiser pattern, they, and the two tonne bearings, are easy to replace anywhere you find yourself.