Suzuki S-Cross vs GWM Haval Jolion

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 GWM Haval Jolion Lux offers affordability in a modern, attractive package. However, the execution of some of its features isn’t always convincing. So yes, it’s sharply priced but it also feels underdone in some respects which doesn’t necessarily equate to value. But if affordability is at the top of your priority list and one or two shortcomings doesn't mean the end of the world, this could be the urban SUV you're looking for.

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.

The Jolion is now longer and wider than it's rivals at 4472mm long, and 1874mm wide. The next largest 'small' SUV is the Kia Seltos at 4385mm long and 1800mm wide which does the Jolion a whole lot of favours for internal passenger space and kerb-side appeal.

The Jolion looks substantial and well-shaped, with enough bells and whistles in the design to keep it fresh; like the swoopy LED DRLs at the front and a curvy behind that’s accentuated by a black spoiler.

The interior has interesting features, like the rotary-dial gear selector, push-button starter and minimalist button panel that sits below the large technology screen.

The dashboard juts out into the cabin and the low-key design is too pared back for my taste. But the cabin looks nice and new with lots of tactile accent panels and shiny screens.

There is still too much plasticky-looking styling to elevate it properly, but for its grade level this is almost luxurious.

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.

It's a running theme but the practicality of the Jolion doesn't always land. However, what it does well, it does very well.

Take the access and space for passengers. Both rows offer class-leading head- and legroom for its occupants, even middle seaters should be happy considering the transmission tunnel isn't tall.

Despite the manual passenger seat being set too high and both seats lacking lumbar support, front seaters still enjoy the most comfort. The heated front seats are also a pleasant surprise for the grade level, although their function is buried deep within the multimedia system and I mostly forgot about them.

The rear seat is fairly hard and doesn't offer much side bolstering, although the middle armrest helps to secure outer passengers in corners.

Storage is solid throughout the cabin with a reasonably sized glove box that can hold a thick manual, middle console and dedicated phone shelf, as well as a second phone 'slot'.

There is a sunglasses holder (sunnies rattle when stored, though) and a cubby underneath the centre console that can hold a small handbag but anything stored might interfere with the USB ports housed there.

There are two cupholders up front but you can't fit two cups side by side. Two cupholders, a couple of map pockets and storage bins finish up the storage in the back seat.

The boot capacity sits at 337 litres and while large enough for a good grocery haul it falls on the lower end for the class. By comparison, the Kia Seltos offers 433L.

Now, on to what the Jolion doesn't do all that well. It's new 10.25-inch multimedia screen and 7.0-inch digital instrument cluster look the part - all shiny and new-looking - but their usability falls somewhat short.

The media touchscreen is responsive but a punish to use on the go as most functions, including climate control, are accessed via the screen. A few dedicated buttons would be welcome, so changing bits on the road doesn't leave you flustered.

The digital instrument cluster isn't customisable and is set to a dark display screen with a typeface that looks blurry on some key displays, especially the speedometer.

There is a rather large and in-your-face driver monitoring camera installed on the A-pillar which feels too much like you're under surveillance while driving (not a fan, clearly).

Charging options include four USB-A ports and a 12-volt socket but that's it and it would be good to see a newer, faster USB-C port somewhere in the car.

A feature the Jolion does get right is the wired Apple CarPlay as it maintains a steady connection and is very quick to set up. The Lux also has wired Android Auto.

You don't get a powered tailgate and you might miss it as the boot lid is fairly heavy.

The Jolion line-up consists of six variants and the model on test here is the Lux, which sits second-from-the-bottom.

Its $29,990, drive-away, price tag positions it as one of the more expensive options compared to its nearest rivals with the MG ZS Excite the most affordable at $25,083, drive-away and the Mitsubishi ASX ES next at $27,990, drive-away.

Despite a similar specification, the Kia Seltos Sport+ FWD is hamstrung on price as it sits a way up the price ladder at $38,890, drive-away, but comes with the longest servicing schedule.

Premium equipment for the Lux includes synthetic leather upholstery, an electric driver's seat, heated front seats, dual-zone climate control, keyless entry and start, a 360-degree view camera system and rear parking sensors.

Other standard features include a 7.0-inch digital instrument cluster, four USB-A ports, a 12-volt socket, a 10.25-inch touchscreen multimedia system and (wired) Apple CarPlay and Android Auto.

A fixed cargo cover and temporary spare tyre round out its features list. Not bad at all considering it's almost a base model but the usability of those features can be hit or miss.

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.

The Jolion Lux has a 1.5-litre, four-cylinder, turbo-petrol engine that produces 105kW of power and 210Nm of torque.

The Lux is a 2WD and has a seven-speed dual-clutch automatic transmission which isn’t always smooth with its gear changing but power is sufficient if you don't expect it to be zippy.

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.

The Haval Jolion Lux has an official combined (urban/extra-urban) fuel cycle figure of 8.1L/100km and based on its 55L fuel tank, theoretical driving range is around 680km, which is respectable for a little SUV.

My real-world usage came in at 7.8L/100km after mostly open-road driving, with a smattering of urban stuff. Overall, it's a solid result.

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 Jolion's on-road experience is underwhelming and unsophisticated most of the time. It's strictly an A to B style car, which will work well for some people.

The power and its delivery are okay but this car doesn't get close to zippy and its well of performance feels decidedly shallow on the open road.

The engine whines loudly when trying to get up to speed and its gear changes can come a tad too swiftly, especially between first and third.

The accelerator and brakes are touchy, and until you get used to them the Jolion can feel a little jerky in the city. But the steering is on the right side of firm and that at least feels direct and responsive. 

Suspension is hard and you get all the bumps which also translates into a loud cabin. Your senses take a battering on a longer trip and kids in the back will ask you to repeat yourself.

The Jolion is redeemed somewhat by an excellent 360-degree view camera system but you miss out on front-parking sensors.

It’s small enough that it’s not hard to park and for an urban dweller that is a big plus as it's quite suitable for a dash to a busy shopping centre car park. 

The Jolion has a maximum five-star ANCAP rating from testing done in 2022 and has seven-airbags, including a front-centre bag. 

Standard safety equipment is good for the grade level and includes blind-spot monitoring, driver attention alert, tyre-pressure monitoring, forward collision warning, LED DRLs, rear cross-traffic alert, lane departure alert, lane keeping aid, traffic sign recognition, an intelligent seatbelt warning, adaptive cruise control, a USB outlet near the interior mirror for a dashcam, a 360-degree camera view system and rear-parking sensors.

Despite featuring a robust safety list a running theme has emerged this week. Everything sounds good on paper but the execution is another matter.

Its not enough to just have all of these safety systems in place, they also have to work well for everyday driving. And some of the systems are annoying and intrusive.

There are lots of bings, bongs and chime alerts from the driver monitoring system, traffic sign recognition tech and lane keeping aids.

You also get nonsensical text boxes displayed on the multimedia screen asking non-binary (open) questions requiring a yes or no response.

For families, you get two ISOFIX child seat mounts and three top tethers across the back seat but two seats will fit best.

The Jolion has AEB (operational from 1.0 to 85km/h) including pedestrian, cyclist and back-over detection. It's usual to see this type of system operating from 4.0km/h, so that's excellent.

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.

The Jolion is offered with an excellent seven-year/unlimited km warranty.

There is a five-year capped priced servicing program and services average $310 which is mid-range for the class.

The first service is before 10,000km but thereafter, servicing intervals are at every 12-months or 15,000km, whichever occurs first.