A Toyota-like follower of micro-hybridization, Suzuki doesn’t put all its eggs in one basket. At the risk of blurring the readability of the range. He is not the only one and the surge of electrified offers from each other tends to drown the buyer under a flood of proposals. The very estimable Japanese brand is known for its originality and its quest for efficient driving at a moderate price. This can be seen with each model renewal, but not always with each resulting version.
Thus, the best sometimes being the enemy of the good, Suzuki is trying out a new version of hybridization called “Dualjet” which comes to support the model already in place, the “Boosterjet” of 129 horsepower. We had tried this version here, and we had appreciated its realism and the fact of self-charging. With its 48-volt battery, this model launched at the end of 2021 manages to balance things between the city, the needs of a family, the countryside, even mountain roads with its “all grip” four-wheel drive option.
The additional Dualjet version stirs up trouble with a vehicle still equipped with a thermal-electric tandem but overall more expensive by 4,000 euros and less powerful in absolute terms by 14 horsepower. The thermal engine has gone from 1,373 cc to 1,462 cc but, by losing the turbo, the power plummets from 129 to 102 horsepower. Above all, the maximum torque of 138 Nm available very high at 4,400 rpm does not eclipse the 235 Nm available between 2,000 and 3,000 rpm of the supercharged Boosterjet. Surprising deficit for a larger group and equipped with a double injection and a variable distribution supposed to limit CO2 emissions.
To compensate for this, in both cases, the power of the electric motor comes to the rescue. It passes on the new version from 10 to 24 kW (13 to 33 horsepower) but the maximum torque only evolves from 53 to 56 Nm. that there are a hundred additional kilos to move. The larger battery is heavier. It also reduces the size of the trunk from 350 to 290 liters and, therefore, the bottom is no longer repositionable, as on the Boosterjet.
Housed in the robotic gearbox assigned to this model, the electric motor, like its counterparts, helps start-up and eliminates the effects of latency when changing gears. Alas, this six-speed gearbox is single-clutch and if the effect obtained is satisfactory during developments at a leisurely pace, the whole disunites when driving is more sporty. On the other hand, the desire to lower emissions has introduced a free-rolling system when lifting the foot, imperceptible to the driver.
Suzuki’s objective with this model has been achieved since the WLTP certification for CO2 increases from 118 to 131 grams per kilometer and consumption from 5.2 liters to 5.8 liters, depending on the configuration. Because, true to tradition, Suzuki offers this car in two or four-wheel drive (2,000 euros). This is also the case for the Boosterjet, whose consumption is almost identical, it is true this time with a mechanical gearbox only, the automatic system not being available.
All that for that, one would be tempted to conclude, Suzuki still has work to do on this Dualjet version. For the rest, being an additional execution of the S-Cross, the interior fittings and the equipment are absolutely identical to those, very satisfactory, of the Boosterjet. We refer our readers to our previous review and the comparison table below to assess which version is best for them. The price will not be neutral in this choice, the new S Cross 1.5 Dualjet Hybrid is displayed from 31,890 euros while the Bosterjet starts, with its micro-hybridization, at 27,890 euros.
MOST :
– Generous habitability – Complete equipment – Versatility of uses
THE LESSERS :
– Economy not demonstrated – Reduced trunk – Slow auto gearbox
