Suzuki Vitara vs Renault Arkana

What's the difference?

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But the 2026 Vitara’s high pricing, embarrassingly outdated interior, underwhelming specification and noisy ride leave it feeling too expensive, too old and too exposed against newer and more-sophisticated rivals.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 Renault Arkana Esprit Alpine mild-hybrid combines some serious design flair with a reasonable amount of practicality for a smaller family, but it’s hard to ignore the lack of improvement in efficiency following the addition of the mild-hybrid system. That said, it still succeeds on some fronts. It just does it quietly.

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.

I’d describe the Arkana as muscular and sporty, with its strong body lines, twin exhausts and 19-inch alloys. The Satin Grey matt paintwork only enhances this grunty exterior styling.

From the outside, the biggest differences between this and its mid-spec sibling come down to the darker accents across the body and grille, along with the Alpine badging. And while that pronounced rear-end won’t be to everyone’s taste, it certainly gives the Arkana a defined personality on the road.

The Esprit Alpine shines inside the cabin, with synthetic leather and synthetic suede liberally used throughout, while contrasting blue stitching on the seats and blue seatbelts highlight Renault’s Formula 1 ‘Alpine’ racing roots.

There’s some real flair inside that this segment can sometimes lack, and I love how many physical controls there are, from the traditional gear shifter and rotary sunroof dial to the satisfyingly clicky buttons. It’s very ASMR-coded.

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.

The front is roomy enough that you don’t feel penned in, and the seats hug you nicely into place. The armrest sits a little too high for me, but I like that it slides forwards. The heated function is welcome, and the seats remain supportive on a longer trip.

Storage is best up front, with a couple of cupholders, plus decent space and drink bottle holders in each door bin. The glove box is quite deep, although I reckon you’ll pop a rib if you’re on the shorter side trying to access it from the driver’s seat!

In front of the gear-selector is where all of the charging options are and its easy to have them all in one place, with two USB-A ports, a 12-volt socket and a wireless charging pad, although it’s easy for your phone to slide off while you’re driving. For a flagship grade, it's a little disappointing we're not seeing any faster USB-C ports.

At 9.3 inches, the multimedia display isn’t the largest, but it looks more considered than the usual ‘tablet-stuck-on-the-dash’ styling we’re seeing lately. Overall, the touchscreen is responsive and the system is simple to use. The wireless Apple CarPlay also starts up quickly and maintains a reliable connection.

One small gripe is that the volume controls are tucked away on an easy-to-miss stalk that sits behind the steering wheel. I wish they were on the steering wheel itself... because you forget they’re there.

The back seat is a little awkward to access as an adult, with a relatively small door aperture that makes it easy to knock your head on the way in. There’s also not a stack of legroom behind my driving position, and I’m only 168cm. It should suit two kids reasonably well, although my nine-year old notes the armrest sits too high and the seats are quite firm.

Amenities are decent, with two USB-A ports, map pockets and multiple drink holders.

There are two ISOFIX child-seat mounts and three top-tether anchor points, but two seats will fill this space best. You’ll also need to be careful of knocking your head when buckling any tots in.

The boot is the standout, with up to 485L of capacity when all seats are in use and that can jump up to 1268L when the rear row is folded flat.

Its capacity is more than some mid-sized SUVs, and it's handy that you can adjust the floor to two positions. It’s been more than enough for all of my family’s errands this week.

This grade also gets a powered tailgate and a temporary spare tyre.

There are just two variants available for the Renault Arkana, and we’re testing the Esprit Alpine (pronounced AL-peen for any non-Formula 1 fans), which now sports a mild-hybrid powertrain and comes with a relatively modest $990 price increase. That takes this flagship grade to $45,990, before on-road costs.

Our test vehicle is finished in Satin Grey, a matt finish that adds another $1150 to the price tag, but it’s arguably money well spent as it does some serious heavy lifting in the style department.

It’s also priced about on par with its closest hybrid rivals, with the Hyundai Kona Premium starting at $45,950 and the Honda HR-V RS from $44,400, both before on-road costs. Their full-hybrid powertrains are important to consider, though, if you're after outright efficiency.

The Esprit Alpine has the following features:

• LED headlights
• AM/FM/digital radio
• Eight-speaker Bose sound system
• Bluetooth connectivity
• Wireless Apple CarPlay/Android Auto
• Four USB-A ports
• One AUX port
• One 12-volt socket
• Satellite navigation
• 9.3-inch touchscreen multimedia display
• 10.25-inch digital instrument cluster
• Powered tailgate
• Keyless start
• Dusk-sensing headlights
• Rain-sensing windscreen wipers
• Temporary space-saver tyre
• Electric front seats
• Heated front seats
• Heated steering wheel
• Sunroof
• Alpine Blue stitching on seats, gear shift and central armrest
• French ‘tricolore’ blue, white & red stitching on the steering wheel and door trims

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 Esprit Alpine is now a mild-hybrid, combining a 1.3-litre four-cylinder turbo-petrol engine with a 12-volt hybrid system to produce up to 116kW of power and 270Nm of torque. But that’s only 1.0kW and 8.0Nm more than the previous iteration, and it doesn’t improve overall fuel efficiency, so the benefits of the new system are limited on paper.

The idea behind the mild-hybrid system is to improve power delivery off the mark, but a firmer commitment to a proper hybrid powertrain would have done more to improve the Arkana’s efficiency and competitiveness in this increasingly electrified segment.

It’s front-wheel drive and uses a seven-speed dual-clutch automatic transmission, which can seem a little unsure of itself at lower speeds but settles into its rhythm and feels more confident on the open road.

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.

Despite now being a mild-hybrid, its combined fuel consumption remains unchanged at 5.9L/100km. With its 50-litre fuel tank, that gives it a theoretical driving range of up to 847km, which is still a pretty great result for a family SUV.

My real-world result came in at 6.7L/100km after a mix of highway and urban driving, which is a respectable result and not too far off the official figure.

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.

The Arkana can access a decent amount of power once you’re up to speed, but it can feel underwhelming off the mark. It’s also surprisingly easy to lose a little traction when you need to accelerate quickly from a stop.

That said, once you’re up to speed on the open road, it’s more than capable of keeping up with traffic or overtaking when needed.

The suspension is on the firmer side, so you do feel some of the smaller bumps through the cabin, but otherwise I like the handling.

There’s not much body roll through corners and the steering feels responsive, making the Arkana reasonably enjoyable to drive.

The cabin is relatively quiet, although some road noise creeps in on the highway. There are three drive modes that are easy to cycle through, and Sport mode offers slightly sharper gear shifts at lower speeds, which helps give the powertrain a little more urgency.

Visibility is good from my driving position, with a fairly commanding view of the road through the front and sides.

The Arkana isn’t too difficult to park given it’s not a particularly large car, but the 360-degree camera system is underwhelming compared with some of its rivals. My husband reckoned he’d seen better graphics in 8-bit Tetris…

The Arkana’s previous maximum five-star ANCAP safety rating expired in 2025, and it hasn’t been tested since, so it’s currently unrated.

It has six airbags but does miss out on a front-centre airbag, emergency phone call capability, and front cross-traffic alert which we're starting to see become more common in this segment.

Safety equipment includes:

• Intelligent seatbelt reminder
• Two ISOFIX child seat mounts
• Three top-tether anchor points
• Mechanical child locks on rear doors
• Emergency warning lights activated under heavy braking
• Autonomous Emergency Braking (AEB) with pedestrian & cyclist detection
• Driver attention alert
• Forward collision warning
• Rear cross-traffic alert
• Lane keeping aid
• Lane departure warning
• Traffic sign recognition
• Adaptive cruise control with stop/go
• 360-degree camera system
• Front, rear and side parking sensors
• Tyre pressure monitoring
• Hill start assist

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.

The Arkana is offered with Renault’s five-year, unlimited-kilometre warranty, which is now considered a below-average term for the class, although you do get five years of complimentary roadside assistance.

Servicing intervals are well spaced at every 12 months or 30,000km, which is great if you do heavy kays each year.

Renault also has an assured pricing structure for its scheduled services, with the Arkana averaging around $477 per service across its first five workshop visits, although the fourth is notably more expensive at $859.

Renault currently has 52 locations listed across Australia, although that figure includes some service and parts-only locations, so the network isn’t quite as extensive as some of the mainstream brands.