Toyota RAV4 vs Suzuki S-Cross

What's the difference?

The new Toyota RAV4 Cruiser Hybrid 2WD builds on what made it so popular in the first place. It’s easy to drive, efficient and well equipped, with enough features to suit a wide range of buyers.

The updated technology is a clear step forward and lifts the overall experience, but there are still elements that feel out of step with the flagship positioning, particularly the use of hard plastics and some less refined finishes. Even so, it remains a practical and well-rounded option in the segment.

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 previous RAV4 had a distinct, unmistakable look, particularly from the rear but the new design feels a little more subdued by comparison.

It leans into a more conventional SUV shape, with a front grille that borrows heavily from the HiLux, including a strong use of body-coloured panelling. It still presents well at the kerb, but it doesn’t quite have the same standout presence as before.

Inside is where the biggest changes have happened. The dashboard sits lower, there are more storage cubbies and the new displays modernise the space nicely. There are fewer physical buttons than before, with some seat and climate controls now integrated into the touchscreen. It’s not my preference, but overall the layout remains intuitive and easy to navigate.

Looking around the cabin, it still feels very Toyota in its execution. There’s a noticeable use of plastics, even in this flagship grade, though there are enough soft-touch areas to keep things feeling solid and well put together.

One small drawback is the dual-opening, reversible centre console lid as it tends to squeak and doesn’t feel quite as robust as the rest of the interior.

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.

As far as mid-size SUVs go, the Toyota RAV4 still hits a solid beat when it comes to overall practicality. It doesn't get everything right but it does enough.

The space up front is generous and the seats are comfortable, especially with their added heat and ventilation functions. Access is decent enough with wide door apertures and an easy ground clearance and the only drawback is the high lip in the footwell, which can catch your foot slightly when getting out.

Storage is a highlight due the sheer number of options with a deep middle console, centre trays, sunglasses holder and dashboard shelving. Add in a couple of cupholders and drink bottle holders and it shouldn't be difficult to keep the cockpit tidy.

In the second row, there’s plenty of space for adults, with good leg- and headroom and a seat that’s supportive enough for longer trips. The leather trim feels nice, and practical touches like large map pockets and cupholders are appreciated.

However, for a flagship grade, it feels a little underdone on features. You get rear air vents and USB-C ports, but miss out on things like climate control, sunblinds and more thoughtful storage solutions. There are two ISOFIX points and three top-tether anchors, though realistically two child seats will fit best.

As mentioned, the technology upgrades are a big step forward. The new multimedia system is clean, responsive and easy to use, and while wireless Apple CarPlay can get confused if you have multiple device connections stored, it works seamlessly once pared back to one.

There’s built-in satellite navigation, a highly customisable digital instrument cluster that can display directions, and a solid mix of charging options including dual wireless pads, a 12-volt socket and four USB-C ports (two in each row).

Around the back, the boot is well-shaped and easy to load, with a claimed 705L of capacity when measured to the roofline. A powered tailgate, 12-volt socket and temporary spare tyre all add to its usability.

That said, the adjustable boot floor and cargo cover feel a bit flimsy and awkward in practice, which is slightly at odds with the otherwise practical and family-friendly focus.

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.

As we’ve established, the base S-Cross Turbo front-wheel drive (dubbed 2WD in SUV-speak) starts from $39,990 (all prices are drive-away), while the Plus version tested here costs $42,490 drive-away.

But, just a couple of years back, the pre-facelift S-Cross version kicked off from about $10K less. And, before that, much the same car could be had for mid-$20K.

Suzuki doesn’t make it easy for itself, does it.

At least the S-Cross comes with a decent rollcall of kit, including dual-zone climate control, a 7.0-inch touchscreen, DAB+ digital radio, satellite navigation, wired Apple CarPlay/Android Auto, front fog lights, keyless entry/start, heated front seats, electrically folding and heated exterior mirrors, rear privacy glass and 17-inch alloy wheels.

'Autonomous Emergency Braking' (AEB), lane keep assist, a blind-spot monitor, rear cross-traffic alert, front and rear parking sensors, automatic LED headlights with high beam assist, adaptive cruise control and a reverse camera headline the standard safety items. More on those in the Safety section below.

For a $2500 premium, the S-Cross Turbo Plus ushers in a larger (9.0-inch) touchscreen, wireless Apple CarPlay/Android Auto, a 360-degree surround-view camera, leather trim and polished alloys.

This lines up with the all-wheel drive (AWD) Prestige AllGrip equivalent, though it misses out on the latter’s panoramic sunroof.

Price and equipment-wise, the Plus matches rival mid-grade 2WDs like the Toyota Corolla Cross GXL, Nissan Qashqai ST+, Mazda CX-30 G20 Touring, Kia Seltos Sport+ and Mitsubishi Eclipse Cross Aspire.

Just keep in mind, all are substantially newer generationally than the S-Cross, even though it did go under the scalpel a couple of years back.

Under the bonnet, the RAV4 pairs a 2.5-litre four-cylinder petrol engine with an electric motor as part of its updated hybrid system. Toyota doesn’t quote a combined torque figure, and total power has dropped slightly to 143kW, down 17kW from the previous front-wheel drive variant.

On paper, that reduction might raise a few eyebrows, but in practice it’s not something you notice often. What is more apparent is the improvement in refinement, with smoother transitions between electric and petrol power that make the overall driving experience feel more polished.

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.

Efficiency remains a strong point for the RAV4. Toyota claims a combined cycle (urban/extra-urban) fuel consumption figure of 4.5L/100km, and with a 55-litre fuel tank, that equates to a theoretical driving range of over 1000km.

In the real world, my average came in at 5.5L/100km across a mix of urban and open-road driving, which is an impressive result. The only caveat is Toyota’s recommendation for 95 RON premium fuel, which may add slightly to running costs over time.

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.

On the road, the RAV4 Hybrid 2WD performs confidently across most situations. It can sound a little strained when pushed hard, but there’s enough power on tap to keep up with traffic without issue.

The ride leans towards slightly firm, paired with responsive steering that gives it a more controlled feel through corners than you might expect. It remains stable at speed and around town feels punchy and easy to drive.

For those who prefer a stronger regenerative braking effect, switching to 'B' mode adds a noticeable increase, which works well in urban traffic. Refinement is another highlight. It’s impressively quiet on the move, even at highway speeds and feels well suited to longer trips.

One of the standout improvements is the 360-degree camera system. Where the previous version fell short, this one is clear and easy to use, making parking straightforward.

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.

While the pre-facelift S-Cross from 2013 to 2022 managed a maximum five-star crash-test score, no ANCAP rating information is available for the current JYB series.

There is a decent amount of safety gear as standard, though, including autonomous emergency braking (AEB), lane departure warning, blind-spot monitoring, rear cross-traffic alert, 'Weaving Alert' (a driver-drowsiness warning prompt), front/rear parking sensors, adaptive cruise control (with full-stop functionality) and auto high beams.

Note that while the adaptive cruise control brings you to a halt, there’s no traffic-follow function as found in newer systems, betraying the S-Cross’ advancing years.

Plus, Suzuki does not supply information about the AEB and other driver-assist tech’s operating parameters.

Also fitted in every S-Cross are seven airbags (dual front, dual front side, curtain and driver’s knee), electronic stability control, anti-lock brakes with electronic brake-force distribution and brake-assist.

The rear seats contain a trio of child-seat tether anchorages, as well as an outboard pair of ISOFIX attachments.

The RAV4 is backed by Toyota’s five-year, unlimited-kilometre warranty, which now sits slightly behind some rivals offering longer coverage (upwards of seven-years on some).

Servicing is more competitive. A five-year capped price program comes in at $1625, averaging $325 per visit, with intervals set at 12 months or 15,000km. That’s well priced for the segment.

You also get complimentary roadside assistance, which is service-activated, along with a one-year subscription to the 'myToyota Connect' app. This allows remote access to functions like climate control and locking or unlocking the vehicle, adding a layer of convenience.

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.