Suzuki S-Cross VS Mahindra XUV500
Suzuki S-Cross
Likes
- Strong turbo powertrain
- Practical and spacious cabin
- Surprisingly agile handling
Dislikes
- High prices
- Dated design
- Needs 95 RON premium unleaded
Mahindra XUV500
Likes
- Cheap way into seven seats
- Petrol/auto combination a winner
- Hugely spacious third row
Dislikes
- Underwhelming safety
- Steering that requires plenty of guesswork
- Cheap-feeling interior
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.
Read more about
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 |
Mahindra XUV500
Just in case attacking Australia's crowded SUV market with a virtually unheard of Indian brand wasn't a high enough hurdle to leap over, Mahindra had made its task even harder - think a Bollywood version of Mission Impossible - by launching its XUV500 SUV here with a diesel engine (which nobody wanted) and a manual gearbox (which few could even remember how to use).
Fortunately, it fixed one of those issues late in 2016, finally adding an automatic transmission to the line-up. And now, at long last, it's fixed the other.
This, then, is the petrol-powered XUV500 SUV. And, on paper at least, it's the most sense-making Mahindra to date.
For one, it's a ferociously cheap way into a new seven-seat SUV. For another, it's pretty well equipped, even from the base level. There's a long warranty, an equally long roadside assistance offering, and there's capped-price servicing, too.
So, should the mainstream SUV players be looking over their shoulders?
Spoiler alert: no.
| Safety rating | |
|---|---|
| Engine Type | 2.2L turbo |
| Fuel Type | Diesel |
| Fuel Efficiency | 6.7L/100km |
| Seating | 7 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.
Mahindra XUV5006.5/10
This petrol-powered and well-priced XUV500 W6 might mark Mahindra's most convincing effort at cracking Australia's congested SUV market, but we're still not completely convinced.
That said, it's certainly cheap, the ownership credentials stack up and it's a very comfortable way to transport seven people.
Will this Mahindra's low price and upgraded spec win your SUV vote? Tell us in the comments below.
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.
Mahindra XUV5005/10
There's no getting away from the fact the XUV500 is not the sleekest, prettiest SUV in the pack. But it's not ugly, either. More that it looks like it's doing its best with a design philosophy hatched a generation or two ago.
Its best angle by far is when viewed straight on, where the piano-black grille, dual bonnet bulges and complicated (read: a little weird) headlight clusters all add some road presence to Mahindra's only SUV.
A side-on viewing, however, is less satisfying, where a combination of strangely placed and super-sharp body creases (including one over the rear wheelarch, which adds a Harbour Bridge-style crescent to the otherwise-straight window line) and serious rear overhang give the XUV500 an inescapable awkwardness.
Inside, expect a vast collection of rock-hard (though nicely patterned) plastics, with the ambiance rescued somewhat by the clean-looking and vertical central control unit, which is home to the media screen and air-con controls.
Ready for some hashtag real talk? There are better-looking and better-feeling seven-seat SUVs out there. But there aren't many that start at $25,990 drive-away. And I think that's Mahindra's point.
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.
Mahindra XUV5007/10
Pretty damn practical, actually, regardless of whether you want to carry people or cargo. Carrying both at the same time, however, is tricky.
But let's start with people. There is a huge amount of room in the third row of the XUV500, a space with enough head and legroom to put plenty of its competition to shame.
Thanks to second-row seat backs that fold flat, before the the entire seat lifts up and pushes forward, climbing into seats six and seven isn't too big a drama, either.
We rarely say this about seven-seat cars, but at 175cm, I'd feel plenty comfortable back there on a longer drive. There are two air vents in the third row, too, along with bottle storage and side-seat storage for thin items.
The space in the middle row is ample as well, and you'll find three ISOFIX attachment points, one for each of the three seats. There's also a door pocket in each rear door and storage nets on the rear of the two front seats. A pull-down divider that separates the back seat is home to two cupholders, matching the two for front seat riders.
The only downside to all this people-lugging happiness is that, with the third row of seats in place, there is absolutely no room for luggage. Mahindra doesn't quote a litre storage figure when seven are seated (mostly because it would probably be embarrassing to write "one litre"), but trust us, you'll be lucky to squeeze a soft backpack in the boot with all seats in place.
Things improve considerably when you drop the third row of seats, though, which unlocks 702 litres of storage, and that number climbs to 1512 litres with the second and third row folded down.
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.
Mahindra XUV5009/10
Make no mistake, this Mahindra kills the competition on price. The entry-level W6 version will cost you a lean $25,990, while the fruited-up W8 version will set you back $29,990. You can even have an AWD W8 for $32,990. The best part? All of those are drive-away prices.
Go for the W6, and you can expect 17-inch alloy wheels, cloth seats, air-con with vents (powered by a second compressor) in the second and third row, cornering headlights with DRLs, front and rear fog lights, cruise control, rear parking sensors and a 6.0-inch multimedia screen linked with a six-speaker stereo.
Spring for the W8, and you'll add leather seats, a reversing camera, tyre-pressure monitoring and a bigger, 7.0-inch screen with standard sat-nav.
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.
Mahindra XUV5006/10
There's a diesel engine currently available, but the clock is ticking - Mahindra expects it to be phased out within six months. But the big news here is the new petrol engine, a turbocharged 2.2-litre unit good for 103kW/320Nm. It's paired exclusively with an Aisin-developed six-speed automatic transmission, and will send it's power to the front or all four wheels.
Mahindra doesn't quote official performance figures, but those engine outputs hardly scream excitement, do they?
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.
Mahindra XUV5006/10
Local numbers are yet to be confirmed, but after an admittedly vigorous local test, the on-board computers was reading 13+ litres per 100km. All XUV500's are fitted with a 70-litre fuel tank.
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.
Mahindra XUV5006/10
About as old school as rocking a pair of button-up tracksuit pants with a Run-DMC cassette stuffed into your Walkman.
On a straight and unchallenging road, there's stuff to like about the petrol-powered XUV500. The engine, while gruff under heavy acceleration, doesn't feel too wheezy when you're not asking a great deal of it, and nor is the cabin overly loud at suburban speeds. It's a comfortable space for driver and passengers, too, and the gearbox performed seamlessly on our short test drive.
But that's about where the good news ends. There's an unshakeable agricultural feel to the way this Mahindra SUV goes about its business, and nowhere is that more obvious than through the steering wheel, which has only a vague and difficult relationship with the the front tyres, making it seriously tricky to approach twisting roads with anything approaching confidence.
The steering is slow and cumbersome - light when you first begin turning the wheel, with a ton of weight appearing by surprise midway through the cornering process - and it has a tendency to fight back should the front wheels find a bump or corrugation in the road, too.
The body lolls about when challenged, too, and the tyres are quick to give up their grip on tighter corners. All of which would give it a certain retro charm if it wasn't so very new, and I must admit I was cackling maniacally on some of the more twisting roads.
But it's simply not a car I could live with.
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.
Mahindra XUV5006/10
Expect dual front, front-side and curtain airbags (though the latter don't extend to the third row of seats), along with rear parking sensors and ESP. Stepping up to the W8 trim adds a reversing camera with dynamic guidelines. The XUV500 was awarded a four-star (out of five) ANCAP assessment when tested in 2012.
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.
Mahindra XUV5007/10
All XUV500s are covered by a five year/100,000km warranty (though the final two years apply only to the drivetrain), along with five years of complimentary roadside assistance.
The XUV500 is also covered by Mahindra's capped-price servicing program for the first three years of ownership, and will require servicing every six months or 10,000km.