Hybrid theory
Suzuki’s S-Cross is a fairly mild hybrid, but it still gives the car a worthwhile eco-lift
You cannot blame Suzuki for putting its best foot forward, but just for the record: the new S-Cross Hybrid (note the big blue badge on the back) is not a hybrid hybrid. Like the Swift and Vitara below it, it’s a mild hybrid.
It has a 48-volt power system that gets charged up when the car brakes or coasts, and an electric integrated starter generator (ISG) that can fire up the engine or even give it a little boost when needed. But the power reserve is very small and there’s no separate electric motor to drive the wheels, like there is in a Toyota C-HR or RAV4.
Still, the mild hybrid set-up reduces fuel consumption by 1.1/100km compared to the outgoing non-hybrid S-Cross. It also eased the car back into the zero band under the Clean Car Discount rules, although that’s all gone now.
In fact, the powertrain is pretty much identical to the Vitara Hybrid launched last year. And it is arguably even more important for the S-Cross to have it, given it’s a larger (such things are relative with Suzuki, it’s still only 4.3m long) and more modern machine. It was substantially updated in 2022, with a new look and new interior; the Vitara’s look hasn’t really changed since 2016.
The S-Cross Hybrid has a bit less power than the previous version but a bit more torque. And it’s really a bit better to drive as well as being more frugal, because the boost provided by the ISG makes for more relaxed performance.
Unlike the system in the Swift (which is only 12v), you can indeed see and feel the mild hybrid tech working in the S-Cross. An indicator light appears on the dash when regen is working and you can often feel the car “sailing” or coasting, engine-off, to a stop.
The 1.4-litre BoosterJet engine (also used in Swift Sport) has always been a beauty, so the mild hybrid tech really completes the package. Only six ratios in the automatic gearbox, but it’s still smooth and steady as she goes. It helps that it’s light and nimble: just 1265kg at the kerb.
The S-Cross chassis has always been a standout too, although we’d say if the budget allows, go for the AWD version (it’s an extra
$3k). Our test car was the 2WD and although it’s still smooth and responsive through the corners, Suzuki’s excellent Allgrip AWD system really does add another dimension. You get extra drive modes that improve both on and off-tarmac performance.
The cabin is deeply traditional and actually not as funky as the older Vitara’s, but it’s still the more modern affair, with a 9-inch infotainment touch-screen sitting proud of the dashboard and a flash new operating system. You even
get a “walkaround” from the 360-degree camera system on start up, which you can view either from the outside of the vehicle or with the car made pseudoinvisible. Fancy.
Having said that, features like the analogue instrument panel and gawky manual handbrake also remind that the bones of this car go back a fair way.
And while stop-go adaptive cruise control is a welcome piece of equipment among the fairly comprehensive list of driverassists,
we’re not at all keen on the way it quits after a couple of seconds at standstill – or sometimes if the car ahead suddenly turns off at low speed.
The extra 100mm in the wheelbase makes the S-Cross a much more practical family car than the Vitara, especially for those in the rear – although the roofmounted centre seatbelt looks untidy and seems like a hangover from another era.
A really decent 440-litre boot is a bonus on what’s still a fairly small SUV, and we like the double floor: you can mount it low for maximum load height, or clip it up further up (leaving 10l underneath) so that it lines up with the folded rear seats.
The S-Cross certainly won’t strike you as the most cuttingedge compact SUV on first acquaintance, but it’s a car of surprisingly deep talents — and the fact that the mild hybrid tech has edged the fuel consumption down into the 5l bracket certainly makes it a lot more 2024-relevant. Try it, you’ll like it.