Suzuki Vitara VS Skoda KAROQ
- Good interior space
- Reasonably priced
- Apple CarPlay/Android Auto
- Lack of advanced safety
- Charming to drive
- Great space utilisation
- Super flexible
- Optional safety gear
- Thirstier than expected
- Gets pricey with all the options
Suzuki's much-loved Vitara returned in 2015 and it was a happy day for people over a certain age. Over the years, Suzuki has tweaked and trimmed the range, ditching the diesel (much to the chagrin of towing fans) and leaving us with three Vitaras with the subtly updated 2019 model - the entry-level, the Turbo and the Turbo Allgrip.
The entry-level Vitara is a lot of car for the money but there is a small catch - instead of the excellent 1.4-litre turbo engine of the other two, it ships with a 1.6-litre naturally-aspirated engine that has significantly less power than anything else in the segment.
That doesn't seem to bother the target market, though - the base Vitara is by far the biggest seller in the range.
|Fuel Type||Regular Unleaded Petrol|
The Skoda Karoq is a small SUV, but it has big advantages over some of its rivals.
It's compact, tech-heavy, and has seats that you can remove. How good is that? I mean, if you've ever thought to yourself: "Geez, those back seats are really in the way!", then you'll get my drift.
The Karoq has been on sale in Australia for about 12 months now, and is still available in just one spec. In that time, the smallest Skoda SUV has only amassed the same number of sales as Mitsubishi racks up for the ASX in a single week. Yes, you read that right.
But despite the fact its popularity has been quite limited to this point, there's one thing you need to know - it should be on your shopping list.
|Engine Type||1.5L turbo|
|Fuel Type||Regular Unleaded Petrol|
It's frustrating that the Vitara is a good car fitted with such a weak engine. It's got great interior space for less money than a Qashqai, a big boot and some nice touches.
The ledger for the base model Vitara is more balanced than the higher grades. While the turbo-engined machines get along very nicely, the ride and handling are great and all the Vitara's strengths are magnified, the entry-level struggles against similarly-priced competition.
The Vitara Turbo is the one to get if you can stretch to it. The Vitara isn't ruined by this engine, but it is compromised.
Is engine power a big deal for you? Or is the Vitara's lack of pace and refinement secondary to its undeniable charms? Let us know in the comments below.
The Skoda Karoq is a very worthy alternative to the mainstream players in the market, if your budget can stretch to include some of those options - and you might want to include some, if you plan to have an SUV that keeps up with the Joneses.... but add the lot and it starts to look pretty expensive. We wouldn't be surprised if some of the option-only safety items are made standard at some point in order to keep up with other players in the space.
Not everyone is a fan of the new Vitara's looks, but I am. Most of the colours are fairly vivid and everyone seems to buy it in metallic green, so it was nice to have it in this grey/silver (optional) colour.
The chrome grille can be a little bit much, but I really like the purposeful, chunky profile. Wasn't sure about the new rear lights at first, but as I said in the Allgrip review, they had already grown on me.
The Vitara's interior isn't going to win any materials quality awards, but it seems like it will last a long time. There's nothing amazing about it apart from the fact it's roomy and everything looks and feels honest.
It launched about a year ago here, and it still looks more modern than some its competitors. It isn't rugged like a Subaru XV, nor is it as aggressive as a Hyundai Kona. No, it's a bit more like a Nissan Qashqai - inoffensively attractive. That's if you consider it in the same part of the market as those cars.
Skoda pitches the Karoq as its mid-sized SUV - so it should actually be up against the likes of the Hyundai Tucson, Subaru Forester and Nissan X-Trail. Based on its dimensions, that's not really the case - it's 4382mm long, 1841mm wide and 1603mm tall - and that makes it smaller than any of the models in this paragraph, and indeed closer to the ones in the paragraph above. But on price, it's definitely in the upper bracket; we'll get to that soon.
It's a smart and very European design outside, arguably understated - even with optional 18-inch wheels as featured on our car. The LED headlights on our car are optional, but LED daytime running lights are standard. And how about that colour? How good is it to see green again? It's Emerald Green, officially, and it'll cost you $700.
Inside there are new options for the version we're driving, as opposed to the previous version, including the availability to option of the Virtual Cockpit 12.3-inch information display for the driver (which costs $700). Check out the interior images in the next section.
Passenger space in the Vitara is excellent for a compact SUV. Part of the reason back seat occupants do so well is because the roof is high, the doors aren't very thick and the seat is a long way off the floor, meaning the distance between the front and rear seats isn't made smaller by angled legs. It's comfortable, too.
Which is lucky because you won't have anywhere to put your drinks or phones or your inboard elbows, which is a shame.
Front seat passengers have somewhere to put their elbows and there are two cupholders. All four doors have a bottle holder.
The boot has a false floor under which you can hide a decent amount of stuff, including small bags. Its volume starts at a decent 375 litres (beaten only by Honda's HR-V and Nissan's Qashqai). Drop the rear seats and space increases to 1120 litres.
The only other car that offers up this sort of practicality in such a compact footprint is the Honda HR-V. And we get why that mightn't appeal to you - the shape of that car is more hatchback (or hunchback, according to some!) than SUV.
So if you want that (slightly more) rugged look, the Karoq might be your next best option. It has a really clever interior, with three rear seats that can be slid, folded or even removed individually. That's right - you can essentially turn this in to a van, if you need to.
With the seats in their most passenger-friendly setting, you'll still have 479 litres of cargo capacity to play with. While if you slide them all the way forward, you'll see the boot expand to 588L. Fold them down, and that jumps to 1605L. Remove them and you've got a staggering 1810L available. All that, and you still get a space-saver spare wheel, too.
This is clearly a family-friendly boot, with enough room to store our umbrella pram quite easily. It also coped with three suitcases. It even managed to fit the largest case and the pram in together. Unprecedented!
In the cabin there is enough room for someone my size (six feet tall, or 182cm) to sit behind a driver of the same size. Knee room is a little tight, but headroom, toe room and shoulder room is surprisingly good.
The back seat includes dual map pockets, good door pockets and rear seat air-vents, too. And if you need cup holders in between the seats, you can fold down the centre seat backrest. A nice note for parents - there are three top-tether points, and ISOFIX attachments for the two outside rear seats. Plus there are standard tablet holders for rear seat occupants that buckle on to the front headrests.
Up front there are big door pockets and a few decent loose item storage pockets, but the cupholders are smaller than average. The controls all fall to hand logically, and the materials are mostly pretty good, though there is quite a bit of hard plastic throughout (easy to wipe down if you have youngsters, I guess).
The media screen in our test car is the optional one, a 9.2-inch display with Apple CarPlay, Android Auto, sat nav, Bluetooth - all the stuff you'd want, excluding a volume knob. Instead you've got to use the 'button' elements on the screen, which is annoying (yes, there is a steering-wheel mounted scroller, but what if the passenger wants to turn something up or down?!).
It's a crisp and lovely display, it's easy to learn, and it links well with the (also optional) Virtual Cockpit screen in front of the driver. Both add to the 'almost an Audi' feeling you get in the Karoq, but at a price.
Price and features
Engine aside, there is much to like about the base model Vitara - in fact any Vitara - and this one is a pretty decent $24,990.
That lands you, all the way from (somewhat unexpectedly) Hungary, 17-inch alloys, climate control, reversing camera, keyless entry and start, sat nav, leather steering wheel, cloth trim, power windows, four-speaker stereo and a space-saver spare.
That four-speaker stereo is run from the same touchscreen found in pretty much every Suzuki. The basic software is okay but the hardware itself is a bit iffy. Cleverly (and unlike Toyota), Suzuki knew an easy fix for that is to throw in Apple CarPlay and Android Auto. Sorted.
You know what would be really great? If Skoda Australia put a Karoq on fleet that wasn't laden with optional equipment. We get it - the company is trying to showcase everything you can get in a Karoq.
But with a list price of $32,290 plus on-road costs, and an as-tested price of $41,590 (plus on-roads) for the model we're testing, it's a little difficult to judge it on its actual merits. I mean, there's almost 30 per cent additional cost on our test car.
First, we'll have a look at what you would get if you bought a standard car, then we'll go through what's optionally fitted to our test vehicle.
The Karoq's standard gear list includes: an 8.0-inch touchscreen media system with Apple CarPlay and Android Auto, a reversing camera, USB input (only one, though...), Bluetooth phone and audio streaming, an eight-speaker sound system, dual-zone climate control air conditioning, keyless entry and push-button start, and adaptive cruise control.
The standard wheel setup is a 17-inch pack with a space-saver spare, and there are roof rails, LED daytime running lights and LED tail-lights (but not LED main beams), auto headlights and wipers, a reversing camera, rear parking sensors with auto-stop (to avoid back-up bumps). More on that in the safety section below.
The cabin is usually trimmed with fabric seats, but you still get a leather-lined steering wheel and gear selector, plus a reversible floor mat for the boot.
Now, the option packs. Our car has the Premium Tech & Travel Pack, which is a combined dealio with a $7900 price tag.
It includes adaptive LED headlights, front parking sensors, 18-inch alloy wheels, an electric tailgate, leather seat trim, electric driver's seat adjustment with memory settings, heated front seats, auto-dimming side mirrors with auto folding, stainless steel pedals, drive mode select, a 9.2-inch media screen with DAB digital radio and gesture control, wireless phone charging, a 10-speaker Canton sound system, semi-automated parking, and extra safety gear in the form of blind spot monitoring, 'Emergency Assist' which can pull the car over if it thinks you're unresponsive, and Traffic Jam assist that can take over most of the driving at speeds below 60km/h.
Sure, it's expensive, but you get a lot for the money. The other options on our car include the Virtual Cockpit digital instrument cluster, which is new, and costs $700. Plus metallic paint, at $700.
Engine & trans
The 1.6-litre naturally-aspirated engine in the base Vitara wheezes up just 86kW and 156Nm, easily the least-powerful in its class, and by some margin.
I often joke that it's almost like there is legislation about how much power a compact SUV must have. The Vitara is proof there isn't. The $29,990 Turbo has 102kW/220Nm, for comparison.
As with the turbo cars, the 1.6 has a proper six-speed automatic driving the front wheels. You can also get a five-speed manual for $23,990. Luckily it weighs bugger-all at 1180kg.
The Vitara offers 1200kg towing for braked trailers and 400kg unbraked.
This grade of Karoq is called the 110TSI, and it has a 1.5-litre four-cylinder turbo petrol engine, and it produces 110kW of power (from 5000-6000rpm) and 250Nm of torque (from 1500-3500rpm). That's plenty for this size of car, and indeed more torque than plenty of the Karoq's rivals.
We've heard from Skoda that a Karoq 140TDI 4x4 diesel variant is coming in 2020, if that interests you.
The non-turbo Vitara clocks up an official combined cycle fuel consumption rating of 6.0L/100km, 0.1L/100km worse than the Turbo.
My week with the car saw an indicated 9.2L/100km which is almost a litre worse than the Turbo Allgrip I last tested, and a whole lot less fun.
Official combined cycle fuel consumption for the Karoq 110TSI is listed at 5.8 litres per 100 kilometres, and you might see that if you do a lot of country driving... but we didn't, so we didn't.
Instead, our test - which incorporated plenty of city running and a couple of highway stints - returned 9.6L/100km.
It's interesting to note that relatively high number (well, it is 65 per cent over the claim!) was despite the fact the Karoq's cylinder deactivation technology - which allows it to run on two cylinders under light loads - was in use quite a bit. There's an 'eco' display on the dash and an almost imperceptible rumble from the engine when its running in this mode.
As has been the case since the Vitara's re-emergence a few years ago, it's a good car to drive. Light steering, supple ride and good body control mean progress is smooth and, if you're going downhill, fun.
For a modern car, it's a featherweight, but without the bounciness of some other cars of this weight. It's also quite maneuverable and is unexpectedly slim, meaning you can thread it around easily and it's not a bother in car parks or tight city streets.
It's good on urban streets, too, because it soaks up bumps and lumps very well.
I've said it before and I'll say it again - the Vitara is a good car. But in this spec, it's a good car with a deeply ordinary engine.
It's noisy, which wouldn't matter except to get anything like decent movement, you have to rev it. If you use anything more than quarter throttle - and you really have to - the transmission kicks down to try and find the scraps of torque on offer. It might be light, but the torque figure just isn't enough to move the Vitara with any urgency.
The base Vitara is slow and noisy and from that perspective is no match for its similarly-priced competition. Compounded by a lack of refinement from both engine and transmission, it highlights what a good engine is the 1.4-litre turbo.
The Vitara is slow and noisy, and from that perspective is no match for its similarly-priced competition.
That's because it's built on the same platform as the likes of the Audi A3, Q2 and Q3, and the VW Golf and Tiguan, among others. And the overarching goodness of those models spreads across to the Karoq, because it's a really nice car to drive.
The ride is quite well sorted, with only a bit of sharp-edge thump because of those larger-than-standard alloy wheels. Around town over speed humps and roads riddled with pockmarks and lumps it was very nicely controlled and comfortable, while on the open road it felt like a bigger vehicle, with a really secure feel to it.
The steering is accurate and easy to judge, not too heavy when you're trying to park it, and not to light when you're on the open road.
And the drivetrain is mostly pretty good, too. There is some hesitation when you initially apply throttle, which is a common complaint for cars with dual-clutch automatic transmissions like this one. It does take some getting used to - and if you think you'll be able to just jump in and gun it away from the traffic lights without any lag, then you'll be disappointed because there is lag to contend with.
But I honestly found it fine, and accustomed my driving to suit. The benefits of that transmission are evident in other situations, because it offers really crisp and clever shifts at speeds from 10km/h to 110km/h.
The standard safety spec of the Karoq is good, but not class-leading.
You get a reversing camera, rear parking sensors, auto emergency braking (AEB), driver fatigue monitoring, tyre pressure monitoring, multi-collision braking (to stop you careening into other road users in the event of an accident).
You'll need to option advanced safety gear like blind spot monitoring and lane keeping assistance. But while it lacks traditional rear cross-traffic alert, it does have Manoeuvre Assist, which can auto-brake the car when reversing if an obstacle is detected at speeds below 10km/h.
The Karoq has seven airbags (dual front, front side, full-length curtain and driver's knee), and there are three top-tether and two ISOFIX child-seat anchor points.
Suzuki offers a three year/100,000km warranty, but there's a small catch. If you continue to service it at Suzuki dealer every six months/10,000km, you're extended to five years/100,000km. That seems like a decent deal.
Somehow, the 1.6 costs more to service than the more complex 1.4-litre turbo, working out at an average $516 per year over the first 60 months.
Skoda offers a five-year/unlimited kilometre warranty for all of its models, which is bang-on par with the rest of the mainstream makers, but not as good as you'll get at Kia or Toyota, which offer seven years warranty (Kia as standard, Toyota if you service your car on time).
The brand offers the choice of pre-purchasing your maintenance, or paying as you go, with intervals set every 12 months or 15,000km, whichever occurs first. The PAYG option will set you back an average of $447 per visit, before additional items.
If you pre-pay, you can choose either a three-year pack ($790, or about $263 per year) or a five-year plan ($1650, or $330 per year). So pre-purchase. Do it. It's totally worth it. And you can roll it in to your finance plan, so you'll barely even notice it.