Japanese car maker Suzuki has announced the pricing of the two variants of its first electric car in the Australian market, the e Vitara, with prices starting from $46,990 drive-away as part of a pre-order campaign for the first 100 customers.

The special introductory offer is for customers who order the entry-level Motion variant, and for those after the Ultra, the same offer applies at $56,990 drive-away.

The pricing compares to a range of $34,590 to $39,490, before on-roads, for the petrol version of the Vitara, which is still a significant gap, although the lower running costs of the new electric version may balance it out on total cost of ownership.

After the pre-order offer, the price will  increase by $3,000 for the Motion and $2,000 on the Ultra variant, bringing the drive-away prices to $49,990 and $58,990 respectively.

Variant	Pre-order Driveaway Pricing	Post Pre-order Driveaway Pricing
Motion	$46,990	$49,990
Ultra	$56,990	$58,990

On the specs front, the 2WD Motion variant is powered by a front-mounted electric motor with peak power of 106 kW and peak torque of 193 Nm.

This variant will be a 49 kWh Lithium-Iron-Phosphate (LFP) pack in the entry-level 2WD model, packing 344 km of WLTP range.

The top-spec is the AWD Ultra variant with a combined power of 135 kW and 307 Nm of torque.

This powertrain helps the car get from 0-100 km/h between 7.4 and 9.6 seconds, depending on the variant.

This top-spec variant comes with a larger 61-kWh battery, delivering up to 395 km of range.

Both batteries can be fast-charged at up to 70 kW. With this charging speed, the e Vitara can be fast-charged from 10-80% in 45 minutes.

That’s on the higher end compared to similar EVs on the market, with most aiming for around 30 minutes of charge time.

11 kW AC charging is also available, allowing the battery to charge from 10-100% in 5 hours and 30 minutes for the larger 61 kWh pack.

The Ultra variant also includes additional features over the Motion, including adaptive high beams, front LED fog lamps, a glass roof with a shade, an upgraded sound system, front heated seats, and premium upholstery.

Safety-wise, it comes with 7 airbags and multiple ADAS features, helping it score a 4-star ANCAP safety rating.

This is looking to be a good start for the brand known for its smaller, fun vehicles. Would this price bring customers to the brand or help existing customers consider an EV in a rapidly crowded marketplace? Time will tell. For now, it’s a positive step and model from the brand.

E VITARA MOTION FEATURES:

• 49kWh
• FWD
• 344km driving range.
• 18-inch alloys
• High Beam Assist
• RCTA
• 360 view cameras
• Driving modes
• Auto headlight
• Rain-sensing wiper
• 10.25-inch digital IP
• 10.1-inch centre display with AA / CP / BT
• Synthetic leather-wrapped steering wheel
• Front & rear USB ports
• Single-zone climate control
• Interior ambient lighting (12 colours)
• Dual-tone fabric seats
• 4-speaker audio

E VITARA ULTRA FEATURES, WITH ADDITION TO MOTION SPEC:

• 61 kWh
• 395km driving range
• AWD
• ALLGRIP-e
• Adaptive High Beam
• Front LED fog lamps
• Glass roof with shade
• Infinity sound system with subwoofer
• Wireless charger
• Premium fabric and synthetic leather seats
• Electrically adjustable driver seat
• Front heated seats

SAFETY SUITE

• 7 Airbags
• Adaptive Cruise Control (ACC)
• Autonomous Emergency Braking (AEB)
• Lane Keeping Assist (LKA)
• Lane departure Prevention (LDP)
• Forward Collision Warning (FCW)
• High Beam Assist (HBA)
• Blind Spot Monitor
• Electronic Stability Control (ESC)
• Anti-Lock Braking System (ABS)
• Dual Sensor Brake Support II (DSBS II)
• Multi-Collision Braking (MCB)
• Front and rear parking sensors

 

TECHNICAL SPECIFICATIONS

				e VITARA Motion		e VITARA Ultra
Drive system				2WD			4WD
DIMENSIONS
Overall length					4,275 mm
Overall width					1,800 mm
Overall height					1,635 mm
Wheelbase					2,700 mm
Tread	Front				1,540 mm
	Rear				1,545 mm
Minimum turning radius					5.2 mm
Minimum ground clearance					180 mm
Seating capacity					5
MOTOR
Maximum output				106 kW			135 kW
Maximum torque				193Nm			307 Nm
BATTERY
Type					Lithium Iron
Total Capacity kWh					49 kWh		61kWh
CHARGING
Estimated charging time:
AC charging, 7kW, 1 phase > hh:mm 10-100%					6:30		9:00
AC charging, 11kW, 3 phases > hh:mm 10-100%					4:30		5:30
DC rapid charging > hh:mm 10-80%					0:45		0:45
Charging inlet			AC charging inlet		Type2 (1phase)
			DC charging inlet		CCS2
TRANSMISSION
Type				Single-speed electric drive
CHASSIS
Steering				Rack & pinion
Front and rear brakes				Ventilated disc
Suspension		Front		MacPherson strut with coil spring
		Rear		Multi-link
WHEELS
Tyres (width/profile)				225/55/R18
Wheel type				Machine finished alloy wheel
WEIGHT
Curb weight				1,702 kg			1,860-1,899 kg

 

Overview

 

Suzuki has launched two electrified SUVs in Australia, both wearing the long-running Vitara nameplate. The Vitara Turbo Hybrid replaces the internal combustion-only model while the e Vitara – scheduled for arrival in Australian dealerships in June – is the brand’s first battery electric vehicle.

 

However, despite having the same name, Suzuki’s new Vitara stablemates are actually two completely different vehicles, built on two different platforms, in two different factories, and each sporting unique interior and exterior designs.

 

Two variants of the Vitara Turbo Hybrid are being offered in Australia. The two-wheel drive (FWD) version starts at $39,990 drive-away, while the all-wheel-drive Vitara Turbo Hybrid Allgrip comes in at $45,990 drive-away.

 

This pricing places it in competition with the likes of the Hyundai Kona Hybrid ($36,950 – $48,950 before on-road costs) and the Toyota Yaris Cross ($31,790 – $39,930 + ORCs). 

 

Unlike its Toyota and Hyundai rivals and despite being badged as a ‘Hybrid’, the new model actually adds a 48-volt mild-hybrid system to the current generation Vitara which was first introduced Down Under in 2015.

 

Its powertrain consists of a 1.4-litre turbocharged four-cylinder engine, an electric motor sourcing power from a lithium-ion battery, and a six-speed automatic transmission, good for a combined system output of 80.9kW and 235Nm.

 

According to Suzuki, the mild-hybrid system operates during take-off and acceleration while recharging through regenerative braking.

 

While power drops compared to the outgoing petrol-only Vitara Turbo (down from 103kW), torque has increased by 15Nm from 220Nm.

 

Compared to their predecessors, fuel economy has improved by 0.1L/100km and 0.3L/100km in the FWD and AWD models respectively.

 

As standard, the FWD Vitara Turbo Hybrid arrives with 17-inch alloy wheels, LED headlights and daytime running lights, a 7.0-inch infotainment touchscreen, a 4.2-inch digital display contained within the gauge cluster, an auto-dimming rearview mirror, rear privacy glass, a leather-wrapped steering wheel, fabric seats, automatic air conditioning, and a four-speaker sound system.

 

The standard safety suite includes a rearview camera, adaptive cruise control, lane departure warning, lane keep assist, rear cross traffic alert, blind spot monitoring, traffic sign recognition, and Suzuki’s dual brake support II system. However, the updated Vitara Hybrid remains unrated by ANCAP.

 

Aside from the all-wheel drive system, the Allgrip adds a 9.0-inch infotainment screen, a panoramic sunroof, four drive modes (Auto, Sport, Snow, and Lock), a nine-speaker sound system, and synthetic leather upholstery.

 

Suzuki quotes 362 litres of boot space for the Vitara Turbo Hybrid with all seats upright, 642 litres with the rear seats folded and a maximum cargo volume of 1119 litres.

 

As for the e Vitara, two variants will be offered locally: the entry-level 49kWh Motion and the 61kWh Ultra model.

 

The Motion model pairs a 49kWh lithium ion battery with a front-mounted electric motor producing 106kW and 193Nm. It has a claimed energy consumption of 14.9kWh per 100km and a WLTP driving range of 344km.

 

In the Ultra variant, the battery capacity is increased to 61kWh and the dual-motor, all-wheel drive powertrain produces 135kW and 307Nm. Energy consumption is quoted at 16.6kWh per 100km, with a WLTP range of 395km.

 

The e Vitara supports 7kW AC single-phase and 11kW AC 3-phase charging. It also supports DC rapid charging, allowing 10 to 80 per cent charges to be completed in 45 minutes.

 

Suzuki is yet to officially confirm Australian pricing for the e Vitara, but suggests that it will sit somewhere between the BYD ATTO 3 ($39,990 – $44,990 + ORCs) and the Kia EV3 ($47,600 – $63,950 + ORCs).

 

As standard, the 49kWh Motion model gets 18-inch alloy wheels, a 10.25-inch digital instrument cluster, a 10.1-inch infotainment touchscreen with Apple CarPlay and Android Auto, three driving modes (Eco, Normal, and Sport), a leather-wrapped steering wheel, fabric seats, manually adjustable front seats, adjustable rear seats, 12-colour ambient lighting, and a four-speaker sound system.

 

Standard safety features include adaptive cruise control, traffic sign recognition, lane keep assist, lane departure prevention, dual brake sensor support II, high beam assist, rear cross traffic alert, a 360-degree camera, and front and rear parking sensors. While the e Vitara is currently unrated by ANCAP, it received a four-star score from its sister independent safety body Euro NCAP.

 

The Ultra model adds fabric and synthetic leather seats, a 10-way electrically adjustable driver’s seat, heated front seats, wireless phone charging, an Infinity sound system, a glass roof with a retractable sunshade, adaptive high beam assist, and hill descent control.

 

Suzuki quotes 244 litres of boot space with rear seats up, extending to 310 litres with the rear bench moved forward, and 562 litres with the rear seats folded.

 

The Vitara Hybrid comes with a five year, unlimited kilometre warranty and five years of roadside assist.

 

It is also available with a five-year, 100,000km service plan, with intervals coming every 12 months or 10,000km, with the total cost amounting to $1985.

 

As of the time of writing, Suzuki is yet to confirm the warranty, roadside assist and servicing package for the e Vitara.

 

Driving Impressions

 

Our on-road drive time with the Vitara Hybrid and e Vitara was extremely limited, with the test route primarily consisting of the single carriageways and urban streets around Sydney Motorsport Park.

 

Specifically, GoAuto got to experience the Vitara Turbo Hybrid Allgrip and the two-wheel drive 49kWh e Vitara Motion, which – despite sharing a nameplate – each offered extremely different experiences.

 

Stepping into the cabin of the Vitara Hybrid unsurprisingly feels like stepping back into the mid-2010s, as this interior remains largely unchanged since the current-generation model’s introduction back in 2015. However, despite how dated it feels, it’s still functional.

 

The physical controls for the air conditioning, window demisting, and air recycling are close at hand. The 9.0-inch infotainment touchscreen, while fairly basic, is easy to navigate (although, having briefly tested it, the 7-inch unit in the FWD model is a bit too clunky and dated).

 

Visibility is also strong, with large front and rear windows and relatively thin a-pillars aiding in forward visibility.

 

The cabin’s material quality is hardly Rolls-Royce rivalling but the immediate touchpoints – particularly the leather-wrapped steering wheel – feel pleasant, and it doesn’t feel cheap and nasty. The build quality is also solid, with no untoward squeaks or rattles.

 

It feels a little tight and slightly spartan in the back seat, with not much rear legroom, average headroom, and no rear air vents, centre folding armrest or charging amenities.

 

On the road, the Vitara Hybrid’s handling surprised us. Before driving it on the road, the Vitara Hybrid had proven its agility and solid body control through a slalom course, which also translated in the ‘real world.’

Take a corner with exuberance – for instance – and the Vitara keeps it tidy. It won’t wash wide, the body stays fairly level, and you won’t hear undue tyre squeal.

 

The steering is also light, yet precise, a suitable tune for the urban environments in which most Vitara Hybrid examples are likely to spend their lives.

 

When it comes to refinement, the rest of the experience is perfectly acceptable for a vehicle of this price. The ride reveals harsher bumps but it’s still comfortable. There’s a bit of tyre noise while on the move, but not to the point of being offensive.

 

While the powertrain of the Vitara Hybrid is touted as its headline feature, it doesn’t set the world on fire. The engine and transmission package isn’t always the slickest, occasionally feeling slightly unresponsive.

 

Its performance figures are far from earth shattering, but it still has enough grunt that it doesn’t feel underpowered.

 

Our drive time was perhaps slightly too short to record meaningful fuel economy data, but the trip computer returned 6.3 litres per 100km.

 

ADAS calibration is solid, with sensible lane centring intervention and no unnecessary beeps and bongs.

 

Compared to its stablemate, the e Vitara feels much more modern and delivers a more refined experience.

 

Its cabin feels current and actually quite premium, with plush materials, a two-spoke steering wheel and a minimalist dashboard with a cleared-out storage space beneath it. However, Suzuki has perhaps gone a little too heavy with the piano black plastic trim on the centre console. 

 

The dual displays appear crisp with a simple, well-laid out interface that makes finding key functions easy. Usability is also aided by physical switches for the air conditioning, window demisting, and air recycling, as well as a physical media volume knob.

 

As for the back seat, legroom is extremely impressive, headroom is ok, although under-thigh support is slightly lacking on the rear bench. Rear seat passengers also get a USB-C charging port, rear air vents and a centre folding armrest with cupholders.

 

However, the e Vitara’s boot space (244/310L/562L) is a little small compared to some of its expected rivals such as the BYD ATTO 3 (440L/1340L) and the Kia EV3 (460L with rear seats up + 25L frunk).

 

Compared to its mild-hybrid stablemate, the e Vitara’s handling is a less impressive affair. It has a tendency to understeer, has noticeable body roll, and its 1700kg kerb weight is certainly noticeable. By no means is it deficient for daily driving, though. The steering is still precise but can’t quite match that of the Vitara Hybrid.

 

What the e Vitara brings to the table is comfort and refinement. The ride is soft without feeling underdamped. It’s also incredibly quiet while on the move, and we didn’t notice much in the way of tyre, wind, or road noise.

 

As for the electric powertrain, there’s an ever-so-slight delay when you go for the throttle, but even in the entry-level single motor variant, the e Vitara is certainly brisk. Unfortunately, we didn’t have the opportunity to drive the e Vitara long enough to record meaningful range data.

 

The e Vitara’s ADAS calibration feels similarly non-intrusive to its Hybrid stablemate with no excessive beeping, bonging or untoward interventions.

 

Overall, the Vitara Hybrid is surprisingly enjoyable to drive for a small SUV but arguably suffers from a dated interior and a price tag that’s too close to full hybrid rivals such as the Hyundai Kona Hybrid and the Toyota Yaris Cross Hybrid without the fuel economy to boot.

 

As for the e Vitara, it offers an impressively comfortable, refined experience and marks what appears to be a relatively strong first foray into electric vehicles for Suzuki. However, we’re yet to see what extended testing yields in terms of real-world range and with Australian pricing unconfirmed, its true place in the EV market remains to be seen.

Overview

 

SUZUKI’S generation five Swift Hybrid GLX is the lowest cost, top-of-the-range, five-door electrified hatchback in the light car segment.

 

Priced at $29,490 driveaway, it bests the MG3 Essence + Hybrid by $1500 and Toyota’s Yaris ZR Hybrid by $5100 – and that counts for a lot with buyers in this part of the market as a hundred bucks can swing a deal either way.

 

The little Suzuki is not a high-tech device, its MHEV system basically attaches an integrated starter generator to the 1.2-litre three-cylinder petrol engine, adding a 12-volt lithium battery for minor gains in performance and economy – and more importantly, NVES compliance.

 

Total output is just 61kW and 112Nm with the integrated starter generator contributing 2.3kW and 60Nm and engine restart or assist functions (in some situations).

 

A lead-acid battery is fitted for the car’s 12-volt electrics, the starter/generator capable of recharging both it and the traction battery via the engine or by regenerative braking.

 

Weighing just 957kg the variant on test has an official fuel consumption number of 4.0 litres per 100km and operates on 95 RON premium unleaded petrol stored in a 37-litre tank. A more fuel efficient manual base model variant is also available.

 

In terms of standard kit, the Swift scores LED headlights and daytime running lights, heated door mirrors, keyless entry and ignition, fabric upholstery, a 9.0-inch touchscreen media system with standard sat nav, wired Android Auto and Apple CarPlay, and DAB+ digital radio.

 

There is also a digital speedometer and a swag of standard safety spec’ including autonomous emergency braking, adaptive cruise control, lane keeping assistance, traffic sign recognition, a reverse camera, rear parking sensors, blind-spot monitoring, and rear cross-traffic alert.

 

Six airbags are fitted (dual front, front side and full-length curtain).

 

Other GLX inclusions are 16-inch alloy wheels, rear privacy glass, a leather steering wheel, heated front seats, driver’s seat height adjustment, USB-A and -C ports, folding door mirrors, wireless phone charging, paddle shifters, single-zone climate control, and a rear HVAC duct.

 

Suzuki Australia offers a five-year/unlimited-kilometre warranty on its cars and service intervals are every 12 months/15,000km. Buyers get up to five years of roadside assistance included at no cost if the car is brand maintained.

 

Driving Impressions

 

For the money, the Swift Hybrid GLX offers buyers a more practical alternative to a fully electric runabout that will likely cost more to purchase, be less convenient and not be out of a Japanese factory with attendant strong reliability credentials earned over decades.

 

There’s no denying the practical and economic advantages of a car like this as they make perfect sense when only two people, sometimes two extra, use the car mostly commuting.

 

We found the little Suzuki easy to park providing plenty of door opening room in ever shrinking shopping centre carparks. We also found it easy to get into and out of thanks to the relatively large door apertures and high roofline.

 

It has adequate storage options in the cabin and a reasonable boot for shopping and suchlike readily expandable with folded rear pews that morph the Swift into something of a van.

 

Other appreciated practicalities included a quick link with Apple CarPlay, efficient climate control, hard buttons to turn off the pesky ADAS tech, and a swag of other “conventional” controls that don’t require menu scrolling or searching to find.

 

The drive feel and feedback is good offering responsive well-weighted steering with quick reflexes and flickability to avoid bad potholes (and kids on e-bikes).

 

Other dynamics are similarly nimble as you’d expect from a car such as this which is light and fun to drive.

 

Though the front discs and rear drum brakes are strong they are out of the ark and don’t offer one pedal driving facility. The Yokohama “enviro” tyres seem adequate for the job at hand even in the wet.

 

Though paddle shift gives a sporty feel the Swift Hybrid GLX isn’t the quickest hatch by any stretch but can be pedalled hard(ish) utilising the CVT to keep the triple on the boil up towards engine redline at 6000rpm where the full 61kW lives.

 

But it’s definitely not what you’d call sporty, rather “energetic” seems a more appropriate description of the way it drives.

 

The engine warbles away when you work it but is fairly quiet once the desired velocity is attained. Adequate roll-on acceleration is available should the need arise and we were absolutely able to clock the claimed 4.0L /100km combined fuel economy without trying too hard.

 

Some intrusive ADAS is evident but rather than rifling through numerous screen menus, the GLX has hard buttons to turn of what isn’t required or wanted such as the despised Lane Keeping Assist that will spear you into a pothole given the chance.

 

We like the style of it, the two-tone colour scheme with black roof, the wide haunches, the squat rear and feline face… All good and there’s a familiarity we haven’t felt in a cheap car for quite some time, that distinctive budget Japanese feel, look, and smell.

 

As the owners of an ancient little Toyota Echo three-door 1.3 runabout which we love for many reasons, we can see the day when something like the Suzuki Swift Hybrid might make a good replacement… for all the same practical reasons we love the Echo.