Suzuki Vitara VS MG HS
Suzuki Vitara
Likes
- Roomy interior
- Sporty handling
- High equipment levels
Dislikes
- No AEB availability in this grade
- Stiff ride
- Too much road and engine noise intrusion
MG HS
Likes
- New design looks sharp and appealing
- Pleasant to drive when safety alerts are switched off
- Cabin space is class-leading
Dislikes
- Comfort of seats leaves a lot to be desired
- Annoying to drive when safety alerts are on
- Technology needs serious work
Summary
Suzuki Vitara
Suzuki invented the modern compact SUV. It’s funny how quickly people forget.
Yes, the pioneering Vitara of 1988 rode on a ladder-frame chassis so was not car based, but it was successful enough to show the way for others to follow. Chiefly, Toyota, with the seminal Corolla-derived first-gen RAV4 of 1994.
Fun fact: this earliest Vitara was also known as the Suzuki Escudo (Japan) and Sidekick (North America), as well as the GMC/Geo/Chevrolet Tracker and Pontiac Sunrunner (USA), Asüna Sunrunner (Canada), and perhaps most evocatively, Wanli WLZ5020XLD and Guangtong GTQ5020XLZ (China).
So, respect to the Vitara, especially since it has evolved over four redesigns, eight different badges and 33 years, from fashionable 4x4 leisure machine to 4x4 off-roader (1998 FT and 2005 JT Grand Vitara) to 2015’s monocoque-bodied JY-series small SUV.
How does the 2021 JY Series II Vitara 1.6 auto stand up? Keep on reading.
| Safety rating | |
|---|---|
| Engine Type | 1.6L |
| Fuel Type | — |
| Fuel Efficiency | 5.8L/100km |
| Seating | 5 seats |
MG HS
If the previous MG HS was a kid, the next-gen model is well and truly an adult. Stylish and mature with its new design, the mid-spec Excite brings some serious pulling power for families thanks primarily to its low pricing.
Being a mid-sized SUV means it re-enters the most popular segment and the new model has its work cut out as it rivals the GWM Haval H6, Kia Sportage and Mazda CX-5.
The new features, including its safety systems and engine, have to be up to snuff. In this review we’re going to see if they are and if this MG's low pricing delivers good value overall.
Read more about
- MG's most popular car gets powerful hybrid makeover: 2025 MG ZS revealed ahead of imminent Australian release for Toyota Corolla Cross and GWM Haval Jolion rival
- Massive $15,000-plus price cut for family SUV: MG HS plug-in hybrid price slashed as next-gen SUV prepares to hit Aussie roads to tackle the BYD Sealion 6 and Mitsubishi Outlander
- New cut-price small hybrid SUV confirmed: 2025 MG ZS Hybrid locked in for Australia to rival the Hyundai Kona, Haval Jolion and Toyota Corolla Cross
| Safety rating | |
|---|---|
| Engine Type | 1.5L turbo |
| Fuel Type | — |
| Fuel Efficiency | 6.9L/100km |
| Seating | 5 seats |
Verdict
Suzuki Vitara6.5/10
The Vitara still looks great, offers impressive real-world fuel economy, possesses a sporty chassis bringing sharp steering and involving handling and roadholding characteristics, and is expertly packaged. No wonder it has remained a consistently strong seller for Suzuki.
But its lack of driver-assist safety equipment, lethargic low-rev performance and stiff, loud ride speak of a small SUV of another era. In too many key areas, it’s rapidly dating and falling behind most rivals nowadays, and can no longer rely on low pricing anymore now that the cheapest base auto is $27K plus ORC.
Still, if you don’t care about the lack of AEB… or a digital speedo, digital radio, rear cupholders or highway quietness, then there’s still a fair bit of fight left in the plucky little Vitara.
Suzuki’s been building them for over 33 years now and such experience shows.
MG HS7.4/10
The MG HS Excite is a mixed bag and difficult to score. What it does well, it does really well. And what it does poorly, well...
The pricing is great, the driving is pleasant (when those alerts are switched off) and the new design is sharply styled. Plus the space in the cabin will offer even larger families room to move.
However, the overall comfort, technology and some of the big safety systems need serious work and let down an otherwise decent mid-sized SUV.
Design
Suzuki Vitara
Remember that first Vitara of 1988? The chief designer of today’s LY series, Takehito Arai, told us back in 2015 that its squareness and smaller size were inspirational in shaping the current model.
To that end, he went for a muscular look, with off-roader detailing like the five-slot grille, strong shoulder line, clamshell bonnet, blistered rear mudguards and higher-than-class-average ground clearance (of 185mm), evoking other Suzuki 4x4s like the Jimny and Sierra.
Nearly six years on, the design has stood the test of time surprisingly well, with the Suzuki still looking handsome and contemporary – no doubt helped out by the big standard wheels that fill in those arches nicely, along with the vibrant colour options (like our rich beige test example) and two-tone paint application.
The 2019 facelift, by the way, ushered in changes to the toothy grille, bumper, tail-lights lenses (now LEDs), alloy wheels, interior trim and instrumentation (which went more colourful), along with higher-quality-feel interior trim and materials.
MG HS
The previous shape of the HS was pleasant, if unremarkable but the new-gen model offers bigger dimensions being 81mm longer, 14mm wider and riding on a 45mm longer wheelbase.
A new grille with slim LED headlights headlines the redesign but the body features crisp pleating that runs into a shapely rear. It's bolder, more distinct on the road and far sharper than before.
The new design should make it a firm competitor against rivals like the Sportage and CX-5, which offer a sportier vibe for the segment.
Head inside and the interior has had a thorough look-in, as well. Additional soft touchpoints are scattered throughout to elevate the premium feel. There's a new steering wheel and a heavier use of soft materials versus harder plastics.
The dashboard is slick-looking and features an eye-catching technology panel that houses the dual 12.3-inch screens.
There is still a lack of personality inside that seems inherent with these more affordable Chinese makes but it looks far more premium than its grade level might suggest.
Practicality
Suzuki Vitara
There's still plenty to appreciate the instant you slide yourself on to those lofty cushions.
The Vitara is packaged to transport a smaller family (and include much of their clobber) with ease, from the moment the big doors open. An excellent driving position that inspires confidence, heaps of storage in the doors and centre console, good vision and a light and airy ambience are further drawcards.
And while the seats may seem a bit wide and flat to begin with, they're amply supportive over an extended time in them, with a softness to their shape and texture that makes them quite cosy. No lumbar support for the driver is disappointing, though.
Still, it’s easy to see why the Suzuki remains such a consistent seller after all these years without change.
In 2021, the dash has held up pretty well, mainly due to clear instrument dials and Suzuki’s ever-present 7.0-inch touchscreen multimedia system that is ridiculously easy to operate. Never mind the hard and cheap-looking lower-lying plastics, the cabin is beautifully screwed together as well. And it's likely to stay that way for a very long time.
But there are annoyances, beginning with the lack of digital speedometer, especially now that the cheapest Vitara is a near-$30K proposition; for the same reason we’d have hoped for a DAB+ digital radio, auto lights on, rear-seat cupholders and more than just one USB port (located under the climate control system).
Getting in and out of the rear seat is simple, aided by wide doors and lofty seating, again on flat but ultimately comfortable cushions and backrest, though they neither slide or recline as with some other small SUVs. There's heaps of headroom; the raised rear cushion promotes a natural posture which is good for longer journeys, and enough room for three smaller adults to squeeze in. Larger feet can be tucked underneath the front seats too.
However, besides there being no device-charging facilities, you’ll also notice the lack of reading lights, rear air vents (though the front outlets' outputs do reach back OK) and beverage storage. At least the doors have space for a one-litre bottle and the overhead grab handles include coat hooks. And, like the front, it's all light and airy, with good sight lines for bored back-seat riders to stare out from.
Beyond that, the boot is fairly big and square, with a bi-level floor that’s good for hiding smaller items, while there are hooks, a light and 120V outlet for rear-seat occupants to snake some hapless charger cord to.
Cargo capacity is rated at 375 litres – raising to 710L with the 60/40 rear backrests lowered. It’s nice to see a good old-fashioned luggage board instead of the flimsy mesh items some rivals foist upon us nowadays.
All in all, a big, spacious and inviting interior that’s big on practicality and ease, but also showing its age in a few places.
MG HS
Access and space for both rows would have to be class-leading and you don't feel like you're in a 'mid-sized' SUV.
When it comes to comfort you're bang out of luck, though, as the front seats aren't the most comfortable, even on shorter trips.
The driver's side is the better of the two (the front passenger seat isn't as wide) but both are too hard, narrow and the front passenger side sits too high. Limited adjustments are available and you miss out on lumbar support, which is crucial on a longer trip.
The and higher than drivers side and no height adjustment is available on the passenger side.
The back seats are marginally better with more padding under the butt but there's still a bench-seat element in cornering, which means you'll be jostled in turns.
The back seat is wide, though, so you can take advantage of the three top-tether points if you have a few tots in tow.
Storage is average for the class and the cabin lacks some of the clever cubbies competitors feature but the glove box and storage bins are XL and there is a dedicated phone tray up front.
Four cupholders, two drink bottle holders and two map pockets round out the individual storage.
The boot now offers 507L of luggage capacity and that’s plenty big enough for a decent grocery haul but it is on the lower end for the class.
You get a temporary spare tyre under the floor but no powered tailgate, and the lid is heavy to open and close.
The technology isn't great despite looking flash because the touchscreen on the multimedia system is slow to respond and most systems are accessed via the menu screens with limited physical buttons available.
That means its a punish to access climate control or music while on the go.
Climate control is a bit dodgy as the AC function seems to dip in and out and will just blow air occasionally despite the car not having an auto start/stop function which might have explained it.
The built-in satellite navigation is clear, however, and easy to use but it alerts loudly whenever you enter a new suburb and in the city, that means it chimes a lot.
Coupled with all of the other alerts this car bangs out, which I'll get to in the Safety section, it’s a bit much.
You only get wired Apple CarPlay and Android Auto, which means a messy cable in the cabin and charging options are basic with four USB-A ports and a 12-volt socket. Big brand rivals have it beat on that front.
Price and features
Suzuki Vitara
Call it a Covid tax, but the price of the base auto Vitara has jumped $2000 this year, to $26,990 before on-road costs. Top tip: you can save yourself $2000 if you elect to drive the sweeter manual version instead.
Either way, however, this is a problem for buyers, because it puts the ageing small SUV right up against newer competitors with substantially more driver-assist safety features, namely autonomous emergency braking (AEB)… that just aren’t available in the non-turbo Vitara. You'll need to spend well over $30K for the Turbo grades.
Most opponents have these and more, as standard or optional, like blind-spot monitoring, rear cross-traffic alert, lane-keep assistance and adaptive cruise control and automatic high-beam headlights. For some people, the missing safety kit is the deal breaker in the Suzuki. In its defence, an all-new model is coming and this is probably the final full year of the LY series.
If you can't wait and are prepared to see past the lack of AEB, what does the Hungarian-built base Vitara score? Seven airbags (including a driver’s knee item), stability control, anti-lock brakes with electronic brake-force distribution and brake assist and traction control. Nothing revolutionary here. Pretty much like everything else has had these as standard over the past decade.
However, the ever-wily Suzuki does make up for the lack of driver-assist safety with items usually found on mid-grade versions of rival SUVs, like imbedded satellite navigation (as part of a colourful multimedia touchscreen system that also houses a reverse camera, Apple CarPlay/Android Auto and Bluetooth connectivity), voice control, paddle shifters, keyless entry/start, climate control air-con with pollen filter, front fog lights, roof rails and 17-inch alloy wheels (shod with quality Continental tyres too, no less). Plus, there are even a pair of engine-output gauges showing maximum power and torque use – just like in a Rolls-Royce. Fancy/useless gimmickry.
If you’re blissfully unaware of the safety spec shortages or just don’t care, such little luxury extras speak volumes on a glitzy showroom floor.
But then you might clock the lack of digital speedometer and digital radio as reminders that this Vitara is from an earlier era.
Adding premium paint costs $500 while two-tone paint costs $450 more.
The value advantage the Vitara has enjoyed until this year has worn perilously thin.
MG HS
The model line-up for the new HS includes three petrol-powered variants, the version on test for this review being the two-wheel-drive mid-spec Excite.
There are hybrid and plug-in hybrid variants arriving in 2025, to offer further choices.
Its direct rival is the Haval H6 Lux, which has the same drive-away price of $36,990, but the nearest and similarly-specified big-name competitor, the Kia Sportage SX+ 2WD, costs $42,050 MSRP while the Mazda CX-5 GT-SP starts at $50,310 MSRP.
While it offers better value than most, the price point for the HS has jumped $5000 for the new-gen model but some great features are included as standard like synthetic leather upholstery, a 360-degree view camera system, satellite navigation, dual 12.3-inch tech screens and MG’s 'iSmart Connect' app.
Other standard features include keyless entry and start, wired Apple CarPlay/Android Auto, digital radio, Bluetooth connectivity, fog lights, LED exterior lights, a temporary spare tyre, a retractable cargo cover and 19-inch alloy wheels.
Under the bonnet
Suzuki Vitara
In some markets, the Vitara is offered with Suzuki’s punchy little 1.0-litre three-cylinder turbo petrol engine, as well as the Turbo’s 1.4-litre four-pot turbo option as seen here, but the bulk of Australian sales are powered by a 1586cc 1.6-litre twin-cam 16-valve four-cylinder naturally aspirated petrol engine, known as the M16A.
A peaky unit, it produces maximum power of 86kW at 6000rpm and 156Nm of torque at 4400rpm. Despite modest outputs, a pleasingly low kerb weight of just 1120kg ensures that the Vitara has a favourable power-to-weight ratio, of 76.8kW/tonne.
Drive is transmitted to the front wheels via a six-speed torque converter automatic transmission, complete with a big pair of paddle shifters for some manual manipulation. Or you can just buy the superior six-speed manual and enjoy a substantially more involving drive.
MG HS
The new HS has a 1.5-litre, turbo-petrol, four-cylinder engine that produces 125kW of power and 275Nm of torque, outputs that are both slightly up from the old model.
If that combo doesn't ignite any passion, there are new hybrid and plug-in hybrid models coming in 2025.
The HS is front-wheel drive only and has a new seven-speed dual-clutch auto transmission that is very smooth with its gear changes.
Efficiency
Suzuki Vitara
That flyweight mass also pays dividends with fuel economy.
Tuned to run on either 91 RON standard unleaded petrol or a 94 RON E10 ethanol-petrol combo, the Vitara returned an efficient 7.6 litres per 100km over our 521km drive in both inner-city traffic and on a highway jaunt.
While that’s still some way off the official combined average of 6.2L/100km (urban: 7.9 and extra urban: 5.2), it still shows Suzuki’s expertise at such economy engines. We regularly visited the Vitara tachometer’s red line – it’s in the nature of this engine to be revved hard and fast – and never really attempted any economy driving out of it.
The published average figure, by the way, translates to a carbon-dioxide emissions rating of 142 grams per kilometre.
Fitted with a 47-litre tank, nearly 760km between refills is possible.
MG HS
The Excite has a low official combined cycle (urban/extra-urban) fuel economy figure of 6.9L/100km and based on its 55L fuel tank, you should see a theoretical driving range of up to 797km, which is respectable for a family SUV.
My real-world usage sat at 6.6L/100km after mostly open-road driving with a smattering of urban stuff thrown in. It's a great result but may be higher in a straight urban environment.
Driving
Suzuki Vitara
For its role shifting a small and light SUV around town, the 86kW/156Nm 1.6-litre twin-cam 16-valve four-cylinder petrol engine provides sufficient if unexciting performance, and a big part of that is the fast-acting and responsive six-speed torque-converter automatic gearbox.
While the Vitara will never be victorious in the traffic lights grand prix, there’s a substantial amount of flexibility within the engine’s rev range, with maximum power coming in at just 200rpm shy of the 6200rpm red line. So, you need to really prod that pedal down if extra muscle is required, and with that there’s quite a lot of mechanical noise coming through, but it isn’t coarse.
Using the big and well-placed paddle shifters helps to draw out a few extra morsels of oomph, but the fact is, compared to the CX-3’s 2.0-litre or HR-V’s 1.8-litre engines, the Suzuki’s has to work hard – and for longer – to cover the same ground at anywhere near approaching the same time. The aforementioned rivals' effortless, torquey response just isn't available to be enjoyed. For that, you'll need the terrifically muscular Turbo.
That’s a pity really, because the Vitara’s chassis is one of the more involving and fun ones in the small SUV class.
Thanks to a light helm, tight turning circle, rear camera, large exterior mirrors and an appreciable amount of all-round vision afforded by the large glass areas, nipping in and out of small traffic gaps or slotting into tight parking spots just isn't an issue in the Suzuki. It feels bred for the urban jungle.
Equally, the Vitara's fast and eager steering provides quick and crisp handling out on the open road as well, with the front end feeling light and agile yet nicely balanced as well. Even through ragged turns, the Suzuki remains on track. Over gravel surfaces it can be driven with reassurance that the traction and stability controls are always there to reel any slides in. It’s very easy and rewarding to punt the Vitara along at speed and with lots of confidence.
But the ride is a little firm in some places, there’s far too much road and tyre noise intrusion and – after a while – the engine’s constant revvy nature becomes a little tiresome.
Note that the fact that Suzuki did not bother engineering this powertrain to take AEB is reason to believe that there probably isn’t much life left for the M16A engine beyond this generation of Vitara.
MG HS
The new HS is better than the previous model with power delivery and on-road performance. You feel like you have a decent well of power to dip into and it’s delivered promptly - making the Excite a pleasant open-roader and a fun urban dweller.
The handling is well-tuned with good suspension that lets you ride over bad bumps without too much fuss and the steering is direct, which makes it feel nimble and sure footed.
The cabin is more refined with very little road or engine noise creeping in, even at higher speeds. Visibility is excellent thanks to wide windows and none of the pillars get in the way.
It’s great to see the addition of the 360-degree view camera system and although it’s not the best quality it’s a bonus for a family SUV.
The reversing gear is pretty much the only blip on an otherwise great transmission, though, as it tends to judder and feels hesitant when you are reversing into a spot.
Safety
Suzuki Vitara
Sadly, an insufficient amount.
Carried out in 2015, the Vitara scored a five-star ANCAP crash-test rating. That wouldn’t be the case today if the base grade was tested underneath 2021’s more stringent regime.
As lamented earlier, the base Vitara has no AEB. For that, along with lane departure warning, ‘Weave Control’ lane keep assist, traffic sign recognition, blind-spot monitor, rear cross-traffic alert, auto high beam and adaptive cruise control, you’ll need to step up to the $32,490 Turbo or its AWD alternative for another $4K. Parking sensors also aren't fitted.
Safety features that are included are seven airbags (dual front, side, curtain and a driver’s knee item), stability control, anti-lock brakes with electronic brake-force distribution and brake assist, traction control, a hill holder and reverse camera.
Two rear-seat ISOFIX points as well as three top tethers for straps are included for younger passengers.
MG HS
The new-gen HS just received a five-star ANCAP safety rating. It has seven airbags, including a front centre bag.
The Excite also includes a long list of crash-avoidance features like AEB, blind-spot monitoring, rear and front cross-traffic alert, adaptive cruise control, lane keeping assist, lane departure alert, emergency lane keeping, forward and rear collision warning, tyre-pressure monitoring and a 360-degree view camera system.
It's nice to see MG includes a full suite of safety features for even it's base model which, frustratingly, is not always the case across the segment.
However, several systems are the most intrusive I've experienced in everyday driving. I’m looking at you driver monitoring system, but the speed sign recognition tech is a culprit, too. And there are too many chimes, alerts, bings and bongs to distract you. Both of these technologies were also called out by ANCAP in its assessment.
It's awesome to see such a great safety features list but it's not enough to just tick the box of inclusion... these systems do have to work well otherwise they become a distraction rather than helpful.
Ownership
Suzuki Vitara
Suzuki has switched to an industry-average five-year/unlimited kilometre warranty and roadside assistance.
Service intervals are every 12 months or 15,000km, while published basic capped-price servicing is available. Prices start at $239 (years one and five) and reach as high as $429 (year three). Total cost is $1565, averaging out to $313 annually at the time of publishing.
Vehicles under five-years old but with higher mileages up to 90,000km can expect to be charged up to $559, according to Suzuki’s website.
MG HS
The HS is offered with an excellent 10-year/250,000km warranty which is the best unconditional warranty offer in this segment at the moment!
The five-year servicing program is a bit expensive as it averages at $507 per service but the servicing intervals are reasonable at every 12-months or 15,000km whichever occurs first.
The HS loves a premium drink, though, and only takes 95 RON fuel.