Suzuki S-Cross vs Skoda Kodiaq

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 new Skoda Kodiaq Select 140TSI is a quiet achiever. It may not be as flashy as some of its rivals, and the engine won’t knock your socks off, but it delivers where it counts. This is a well-rounded seven-seater that’s comfortable, practical and cleverly equipped with more standard features than you’d typically expect from a base grade. If you’re after a family SUV that flies under the radar but ticks all the right boxes, the Kodiaq deserves a close look.

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.

From the outside, the new Kodiaq looks more athletic than bulky, with a long and low stance that gives it a sleeker profile than many of its taller, boxier rivals.

The new restyled grille, 19-inch alloy wheels, and distinctive C-shaped LED tail lights give it an understated but handsome roadside presence. This is an SUV that favours quiet confidence with a European flair.

Step inside, and the cabin continues that design language with a stylish, angular dashboard and a well-considered layout that’s both practical and premium in feel. The black leather upholstery, crisp technology displays are complemented by Skoda’s clever new multi-function rotary dials.

Even in the base Select grade, the interior punches above its price point.

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.

The Kodiaq does a solid job of blending family friendly space with clever design. Up front, there’s plenty of room to stretch out, and the wide door apertures combined with a 187mm ground clearance make getting in and out a breeze.

The front seats are genuinely comfortable, with thick padding, supportive side bolsters, extendable under-thigh supports and heating for both front occupants, which is a nice inclusion at this price point. The driver’s seat is also electrically adjustable with memory, which adds a layer of convenience.

Skoda has a reputation for smart storage and the new Kodiaq continues that trend. There’s a sunglasses holder, an umbrella nook inside the drivers door, removable rubbish bins in each front door pocket and a handy dual glove box set-up. The centre console offers a mix of deep storage, two cupholders and lots of charging options, including two USB-C ports and dual wireless charging pads, plus a third USB-C near the rearview mirror.

That said, the tech experience hasn’t been completely seamless. The 13.0-inch multimedia display looks sharp, but the touchscreen can be laggy at times. The three multi-function dials, while clever in theory, aren’t always intuitive in practice. Changing functions on the go can be fiddly, and I found the climate control system occasionally unresponsive — the ‘sync’ function worked inconsistently and for some reason, we couldn’t always unlock or adjust the rear climate control.

On the plus side, the system includes built-in sat nav, wireless Apple CarPlay and wireless Android Auto. CarPlay connected easily and stayed stable throughout the week.

In the second row, my eight-year-old had no trouble hopping in and out, and while the seats are on the firmer side, they’re still comfortable enough for long drives. Amenities are strong with two USB-C ports, a 12-volt socket, map pockets with device holders, and retractable sunblinds. There’s also a removable centre shelf between the seats that works as a clever storage solution, and the bench is wide enough to take advantage of all three top-tether anchor points.

And I have to call out one of my favourite Skoda features, the pop-out door edge protectors! This is the first time I’ve seen them in action and they’re brilliant. They automatically deploy as you open the door, helping prevent bumps and dings, which is a lifesaver for parents with energetic kids (like mine) who fling doors open with zero hesitation.

As with most three-row SUVs in this segment, the Kodiaq’s third row is best suited to kids. Adults can technically squeeze in but space is limited, with legroom and headroom both tight. It’s worth noting there are no directional air vents, USB charging ports or top-tether anchor points in the third row either, which might be a downside for some families.

Boot space, on the other hand, is a strong point. Even with all seven seats in use, there’s still a very usable 340L of cargo capacity which, is enough for a few school bags or a compact pram. There’s also an underfloor compartment for storing the cargo cover and space-saver spare tyre, which keeps things tidy. Fold the third row down and the capacity jumps to a generous 910L, giving you loads of room for family gear, groceries, or weekend luggage. The powered tailgate is another welcome convenience, especially when your hands are full.

Excluding the limited-edition ‘Launch’ variant, the new Kodiaq range consists of just two core grades and we’ve been family testing the entry-level 140TSI Select.

With a list price of $54,990 before on-road costs, the Select trim undercuts many of its key seven-seat rivals. The Hyundai Santa Fe kicks off at around $56,000, while the Kia Sorento Sport+ starts from $58,430, giving the Kodiaq a slight edge on paper when it comes to affordability.

Of course, it can’t compete with sharply priced Chinese contenders like the Chery Tiggo 8 Pro Max, which starts from just $40,990. But where the Skoda claws back ground is in its blend of space, smart storage solutions and the refined European design-flavour that the brand is known for. This makes it an appealing pick for families wanting practicality without compromising on quality.

Despite being the entry point into the Kodiaq range, the 140TSI Select comes impressively well-equipped and it doesn’t feel like a ‘base model’.

There’s black leather upholstery, a leather-accented steering wheel, heated front seats, a power-adjustable driver’s seat with memory functionality, and rear privacy glass. Three-zone climate control keeps everyone comfortable, and the powered tailgate adds convenience for a busy family life. Skoda even throws in carpet mats as standard, which is a small but appreciated touch.

On the technology front, the Select features a crisp 13.0-inch touchscreen multimedia display and a 10.0-inch digital instrument cluster. Satellite navigation is included, along with wireless Apple CarPlay and Android Auto, plus multiple device-charging options throughout the cabin. That includes two ventilated wireless charging pads up front, USB-C ports in each row, and a handy extra USB-C port near the rearview mirror, perfect for plugging in a dash cam without messy cables.

The cabin feels thoughtfully laid out, modern, and mostly user-friendly, particularly if you're hopping out of an older SUV. All up, it delivers a lot of bang for your buck, especially when compared with similarly priced, or even more expensive, competitors.

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 Select is all-wheel drive and powered by a 2.0-litre four-cylinder turbo-petrol engine, producing 140kW and 320Nm. On paper, that’s a solid output for a family SUV, but in practice the power delivery can feel a little underwhelming at times.

The seven-speed dual-clutch automatic transmission is quick to shift but isn’t always smooth. It tends to upshift early, especially when you’re accelerating, which can dull performance and make the engine feel less responsive than it should. It's not sluggish, but it doesn’t feel particularly eager either — especially when loaded up with passengers or gear.

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 Kodiaq has an official combined fuel consumption figure of 9.2L/100km, and paired with a 58-litre fuel tank it has a theoretical driving range of about 630km. It's not as long-reaching as some seven-seat SUVs (especially diesel-powered rivals), but it's not terrible.

After my usual mix of urban errands and a couple of longer highway trips, my real-world fuel use averaged 8.7L/100km. Not too shabby.

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.

As I mentioned earlier, the powertrain is adequate but not impressive. The engine can over-rev at times, and it feels like there’s limited reserve when you really push it, though it’s far from gutless. It’s an odd one as you do have enough grunt to overtake safely on the open road, and it’s generally fine for a vehicle of this size, but it’s not particularly eager or lively.

The suspension strikes a good balance. It’s soft enough to smooth out bigger bumps and rough patches without feeling too floaty. At the same time, you still get decent feedback through the steering, and the Kodiaq corners reasonably well with minimal body roll.

Speaking of steering, it’s on the softer side and not as sharp as I’d prefer, but it’s responsive enough to make city driving and tight car park manoeuvres easy. Visibility is good all-around from the driver’s seat, which is good.

Noise levels are typical for a large SUV. Road and wind noise are noticeable, especially at higher speeds, but the cabin remains quiet enough to have a conversation in the middle row without raising your voice. If you’re sitting in the third row, though, you might have to ask people to repeat themselves from time to time. Still, it’s a comfortable space to spend time in.

The Select grade comes with a reversing camera, but the image quality isn’t great. The camera view seems skewed to the left, which caught me off guard occasionally. I found myself relying more on the mirrors and good old-fashioned looking around when parking.

The Skoda Kodiaq is covered by a five-star ANCAP safety rating from testing done in 2024 and features nine airbags, which includes side chest airbags for the front and middle rows, but the curtain airbags don’t cover the third row, which is disappointing for a family SUV.

The Select grade showcases a healthy safety features list including emergency lane keeping aid, rear cross-traffic alert and side exit assist. Most of the safety items aren’t intrusive for daily driving but the lane-keeping aid can feel sporadic with when it activates and it adjusts the wheel firmly, which takes a bit to get used to.

Other standard safety equipment includes blind-spot monitoring, q reversing camera, front/rear parking sensors, adaptive cruise control with stop and go, driver attention warning and alert, intelligent seatbelt reminders, two ISOFIX child seat mounts and three-top tether anchor points.

The Kodiaq is equipped with autonomous emergency braking with forward collision warning (pedestrian, backover, cyclist, motorcycle and car) and is operational from 4.0 – 85km/h (up to 250km/h for car detection).

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 Kodiaq is backed by a seven-year/unlimited-kilometre warranty that is better than the five-year cover you’ll find on some of its rivals.

Servicing is required every 12 months or 15,000km, whichever comes first, and Skoda offers pre-paid service packs for up to seven years. These average out to around $393 per service, which is competitive for this segment and helps take the guesswork out of maintenance budgeting.

The Kodiaq runs on 95 RON premium unleaded, which is worth factoring into ongoing costs.