Suzuki S-Cross VS Jeep Renegade
Suzuki S-Cross
Likes
- Strong turbo powertrain
- Practical and spacious cabin
- Surprisingly agile handling
Dislikes
- High prices
- Dated design
- Needs 95 RON premium unleaded
Jeep Renegade
Likes
- Tonka tough
- Lots of standard inclusions
- Looks the part
Dislikes
- Iffy entertainment software
- Naff interior
- Vague steering
Summary
Suzuki S-Cross
Would you consider a European-made small SUV with a terrific turbo engine from one of our all-time favourite hot hatches, a reliable torque-converter auto, ample room for five plus luggage, and all from under $40K?
You’d be at the very least a bit curious, right?
Behold the latest Suzuki S-Cross! Okay. It’s been around the sun nearly a dozen times. And you can clock its age in a couple of key areas.
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But this crossover from the class of 2013 is not even close to being the oldest-in-show (stand up, Mitsubishi ASX). And, as our testing revealed, the S-Cross can still teach far newer rivals like the Kia Seltos, Mazda CX-30, Haval Jolion and Subaru Crosstrek a thing or two.
Because thoughtful design is timeless. Time, then, to crack open the S-Cross.
| Safety rating | — |
|---|---|
| Engine Type | 1.4L turbo |
| Fuel Type | — |
| Fuel Efficiency | 6.2L/100km |
| Seating | 5 seats |
Jeep Renegade
Jeep's Renegade might be late to the mini-SUV party but it comes with a pretty impressive back catalogue to suggest that this is a SUV that can cash the cheques its name can write.
The top of the range Trailhawk can write even bigger cheques than the lower models, bringing with it a range of off-road tech toys to let you really get down and dirty.
| Safety rating | |
|---|---|
| Engine Type | 2.4L |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 7.5L/100km |
| Seating | 5 seats |
Verdict
Suzuki S-Cross7.1/10
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.
Jeep Renegade6.4/10
Rugged, dependable and good off-road are the most obvious qualities of the Trailhawk. It stands out from the rest of the mini-SUVs by being able to do the S and the U with plenty of vigour.
It's just a shame that its on-road manners can't match that of its big brother, the Cherokee. Unless you're planning on proper off-roading, the Trailhawk might not be quite what you're looking for.
How do you think the Renegade Trailhawk matches up to its small SUV rivals? Tell us in the comments below.
Click here to see more 2016 Jeep Renegade Trailhawk pricing and spec info.
Design
Suzuki S-Cross
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.
Jeep Renegade7/10
In what is absolutely not a coincidence, the Renegade immediately conjures up the Wrangler. Upright grille from the Willys Jeep (references abound here), round headlights, squared off wheel arches to mimic the Wrangler's guards, short overhangs and big rear view mirrors.
The 17-inch wheels look completely lost in the wheelarches which are even more cavernous owing to the Trailhawk's 50mm of extra ride height. The wheels are also a bit cheap looking but will probably survive the belting the car is intended to take.
Less rugged is the interior, despite a fairly self-conscious effort to make it look and feel chunky. The front seats are flat and unsupportive with the rears just as lacklustre making sure everyone is sliding around together. Luckily, front passengers get a dash-mounted grab handle.
It seems quite well put together, however, but with carpets and easily-marked plastics, you'll hope your passengers don't bring the mud in with them too often. And the "Since 1941" stamped into the steering wheel can go.
The dashboard is reasonably clear and has plenty of information to share via the screen between the dials but whoever thought marking the redline with a water splash graphic in bright orange should probably rethink their design decisions.
Storage is limited to two cupholders up front, door pockets in each door and nets on the front seat backs.
Practicality
Suzuki S-Cross
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.
Price and features
Suzuki S-Cross
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.
Jeep Renegade6/10
The Renegade range starts at $28,000 for the 1.6-litre Renegade Sport manual front-wheel drive, climbing between $2000 and $3000 through the Sport Auto, Longitude Auto, Limited Auto with a final jump of $4000 to the 2.4-litre auto-only Trailhawk.
Standard is a nine-speaker stereo with Bluetooth and USB, 17-inch alloys, dual-zone climate control, reversing camera, rear parking sensors, keyless entry and start, cruise control, electric front seats with heating, satellite navigation, automatic bi-xenon headlights, auto wipers, leather trim, roof rails, front and middle bash plates, full size spare, heated leather steering wheel, privacy glass, trailer sway control and tyre pressure monitoring.
The lairy Omaha orange is $500, part of an eleven colour palette with only two no-cost paint options (black and white).
You can add lane departure warning, auto-parking and a black painted roof for $500 each, a removable and retractable roof called My Sky Roof for $2200 or a more conventional electric sunroof for $1900.
The Beats-branded nine-speaker stereo is run via Fiat-Chryser's UConnect system, accessible through the 6.5-inch touchscreen. While it improves with every attempt, it's still quite clunky and when the sat-nav is added, becomes a bit of a mess.
Thankfully, not every function has been crammed into the touchscreen interface, so you'll spend more time with your hands on the wheel rather than working out which bit of the screen has the climate control.
Under the bonnet
Suzuki S-Cross
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.
Jeep Renegade6/10
The Trailhawk is powered by Fiat's 2.4-litre four naturally-aspirated four-cylinder producing 129 kW and 230 Nm. Jeep reckons you'll get 7.5L/100km on the combined cycle. Our mostly city driving with a longish motorway run produced an 11.0L/100km average over a week.
The transmission is a nine-speed ZF automatic driving all four wheels.
The Trailhawk also has Jeep's five mode Selec-Terrain system which should cover pretty much every eventuality – Auto, Sport, Mud, Sand and, just for the Trailhawk, Rock. The Trailhawk is rated to tow 400kg unbraked and 907kg braked.
Efficiency
Suzuki S-Cross
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.
Driving
Suzuki S-Cross
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.
Jeep Renegade6/10
The Trailhawk name suggest that things are going to get muddy – compared to the rest of the range, the range-topper rides 50mm higher and has exposed, easy-to-reach tow hooks in the fairly unlikely event you get stuck. It also has a 20:1 low-range crawl ratio and Active Drive 4x4 which means it can switch between front and all-wheel drive. It'll also wade through almost half a metre of water. It's a genuine mud-plugging proposition and will take on some much bigger machinery out in the bush.
On the road, where we spent all our time in the Renegade, it's not what you'd call particularly inspiring. There's a number of sources of noise that contribute to a less than quiet cabin and having to constantly correct your course at freeway speeds adds to the tiring nature of the Renegade.
It's much better at lower speeds, pottering around but then again, its nine-speed transmission needs a lot more work on the shift mapping because it seems to forget which gear it needs to be in when you sink the right foot. If you don't need the Trailhawk's extra off-road goodies, consider the 1.4 litre Limited or Longitude.
Safety
Suzuki S-Cross
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.
Jeep Renegade7/10
Seven airbags (including driver's knee bag), traction and stability controls, roll mitigation, blind spot monitoring, ABS and brake assist.
The Renegade does not yet have an ANCAP star rating although it scored five EuroNCAP stars in 2014.
Ownership
Suzuki S-Cross
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.