Suzuki Vitara vs Skoda Karoq

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But the 2026 Vitara’s high pricing, embarrassingly outdated interior, underwhelming specification and noisy ride leave it feeling too expensive, too old and too exposed against newer and more-sophisticated rivals.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

This new entry-level Karoq gives the already accomplished mid-size SUV an even sharper value-for-money edge. On top of that it's space efficient, hugely practical and economical. Safety's up to speed, the ownership package is solid and it's a quiet, refined drive. Before joining the RAV4 queue, we'd suggest giving this Skoda some serious thought.

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

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.

Skoda's distinctively broad, vertically slatted grille stands the brand apart, and even after six years in market the Karoq looks crisp and contemporary with chiselled character lines and jagged head and tail-lights blending successfully with more gently curved surfaces along the car's flanks and turret.

It might be a subconscious side-effect of knowing Skoda is part of the VW Group, but I can't help seeing hints of Tiguan here and there, particularly around the side windows and rear end.

But cool touches like aero-influenced inserts in the 18-inch alloy rims reinforce the Karoq's individual look.

Move to the inside and while the 8.0-inch central media touchscreen and 8.0-inch digital instrument display are on the pace the overall design shows the car's age.

Quality trim materials lift the tone, the cloth seats with contrast stitching look (and feel) great, but the understated dash design in particular is 'traditional', the vibe accentuated by liberal use of piano black highlight elements.

That said, the mix of on-screen functions and physical controls works well ergonomically and the leather-trimmed, partially-perforated, flat-bottom steering wheel is hard to fault.

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.

In terms of dimensions, at just under 4.4m long, a bit more than 1.8m wide and a fraction over 1.6m tall the Karoq is a relatively small medium SUV.

Yet, its 2638mm wheelbase means there's enough space between the axles for generous accommodation front and rear with enough room left over for a decent boot.

There's ample room for me, at 183cm, in the front with plenty of breathing space between driver and co-pilot. Not to mention heaps of storage including big door bins with room for large bottles, an open area in the centre console under an extending and height-adjustable centre armrest, various coin and oddments slots, a good size glove box, a broad lidded dash-top compartment and a drop down box near the driver's right knee.

Move to the rear, and sitting behind the driver's seat set to my position, I've got good head, leg and shoulder room. Best for two adults, although three would be possible for (cozy) short trips.

Three up to teenage kids will be fine back there, but if your kids are in a capsule, child seat or booster you'll be good with two but three will be a bridge too far.

Again there are door bins with enough room for oversize bottles, three cupholders in the fold-down centre armrest (one is 'venti'-sized) as well an oddments tray at the back of the front centre console and map pockets on the front seat backs. Adjustable ventilation is another plus.

With all seats up the Karoq offers a healthy 588 litres (VDA) of storage space, expanding to 1810L with the 60/40 split rear seat folded. A rear seat 'ski-port' style door also increases flexibility.

There are numerous bag and tie-down hooks as well as thoughtful storage spaces around the boot space. A full-size (speed limited) spare sits under the floor and while the tailgate misses out on power assistance, there's a typically useful dangling grab handle to help with closing.

For those keen on towing the FWD Karoq is rated up to a 1.5-tonne braked trailer (750kg unbraked).

To tempt people away from the Toyota RAV4 juggernaut you need a distinctive brand personality, which the Karoq has in spades, as well as a standard features list long enough to entice but not so lengthy that it sends the asking price over the top.

And this new Karoq entry-grade model is set at $39,990, drive-away, which is a shot across the bow of the base RAV4 GX 2WD sitting at $39,760, before on-road costs.

It's also in the same ballpark as the X-Trail ST five-seat 2WD ($37,250 before on-roads) and Outlander ES five-seat 2WD ($37,740 BOC).

So, the balancing act between price and equipment lands with standard feature highlights including dual-zone climate control, adaptive cruise control, 18-inch alloy rims, auto LED headlights, an 8.0-inch multimedia touchscreen, wireless Android Auto and Apple CarPlay, a reversing camera, built-in nav and eight-speaker audio.

That's pretty handy, although it's worth noting while the start is keyless, entry to the car isn't, and while the Karoq Style and SportLine boast an auto tailgate, this grade misses out.

Clearly, there's been careful fine-tuning of the value equation but the car maintains a premium look and feel that stacks up well in the segment.

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 Karoq is powered by a 1.4-litre, all-alloy, direct-injected, turbo-petrol four-cylinder engine sending 110kW (at 6000rpm) and 250Nm (from 1500-3500rpm) to the front wheels via an eight-speed automatic transmission.

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.

Skoda's official combined cycle fuel economy number for the Karoq is 6.5L/100km, the 1.4-litre turbo-petrol engine emitting 147g/km of CO2 in the process.

On the launch drive program for this new entry-level model, covering city, B-road and freeway running along the coast south of Sydney, NSW, we recorded an average of 7.6L/100km.

That's useful for a conventional combustion engine without the benefit of electric hybrid assistance. Worth noting, however, minimum fuel requirement is the pricier 95 RON premium unleaded.

You'll need 50 litres of it to fill the tank which equates to a theoretical driving range of 770km using the official figure or around 660km using our on-test result.

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.

Despite riding on sizeable 18-inch alloys (shod with 215/50 Goodyear Eagle F1 rubber), first impressions behind the Karoq's wheel are dominated by how composed and refined it is.

Even on coarse, irregular B-roads the car remains supple yet balanced and well buttoned down in the corners. The steering is nicely weighted and road feel is good.

Skoda says the Karoq will accelerate from 0-100km/h in 9.2 seconds, which isn't ferociously fast but the 1.4-litre turbo four delivers its peak pulling power from 1500-3500rpm, which means you're never short of mid-range urge.

The smooth eight-speed auto also helps keep things on the boil although power delivery isn't always linear. Squeeze the throttle and the engine can take half a beat before responding in something of a rush.

Shift from 'Normal' to 'Sport' mode and the transmission will respond more urgently, holding on to ratios longer and changing down more readily. And if you want full control, move the lever over into the 'Tiptronic' manual position for satisfyingly rapid changes on-demand.

The engine remains quiet, only making its presence felt at higher revs, the supportive front seats remain comfortable over lengthy stints and the brakes (vented discs front, solid rotors rear) deliver firm, progressive stopping power even under the pressure of an enthusiastic twisty backroad run.

Under the heading of miscellaneous observations, the multimedia system is easy to navigate and quick to respond, the extending, height-adjustable front centre armrest is brilliant and the adaptive cruise system responds to changes quickly yet calmly.

The Skoda Karoq's previous five-out-of-five ANCAP star rating has timed out, given the assessment was from 2017, so it's now unrated.

But that doesn't mean it's underdone in terms of active crash-avoidance tech, this base version featuring AEB (operational from 4.0-250km/h) with pedestrian and cyclist detection, adaptive cruise control, 'Lane Assist', 'Side Assist' (with rear cross-traffic alert), Parking Distance Control (front and rear), a reversing camera, rear AEB as well as tyre-pressure and fatigue monitoring.

If a crash is unavoidable, there are seven airbags on-board - dual front, front side, full-length side curtain and a driver's knee bag.

Multi-collision brake minimises the chances of subsequent collisions following an initial impact and there are three top tethers and two ISOFIX anchors for baby capsules and/or child seats across the second row.

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.

Skoda is ahead of the mainstream pack, offering a seven-year, unlimited kilometre warranty, which is two years up on the majority of the Karoq's competitors.

Roadside Assist is complimentary for the first year, renewed annually if you have your Karoq serviced at an authorised Skoda dealer.

The main service interval is 12 months/15,000km, which is in line with most of the competition, and Skoda offers a seven-year service pack for $2750, or $393 per workshop visit, which is competitive with much of the segment but some way off the Toyota RAV4 non-hybrid at $215 per service on a capped-price deal.

On top of that, through Skoda Choice you can opt for a Guaranteed Future Value offer ranging up to five years, with variable deposit and finance currently at a 6.99 per cent rate.

At the end of the term you can trade-in for a new Skoda, pay out the balloon amount and keep the car or simply hand it back.