Suzuki Vitara Hybrid: A Rugged Test for a Refined Mini SUV

It was still early when I rolled out onto the southern slopes of the Hundskopf. The forest was just waking up, low mist skimming the treetops, and the sun fought through in golden spears of light. The Suzuki Vitara I was testing cut a confident silhouette in the cold morning haze, a compact SUV in name, but today, it had to prove whether the “Sport Utility” still meant anything real.

I had the latest facelifted Vitara with me,2024 model year, fresh out of its summer revision. This particular one? A mild hybrid. But over the course of the day, I’d also get a short session in the full hybrid version. A double act, if you will, on the twisty tarmac and unpaved trails of the Hundskopf, where Bavarian forest grit meets Autobahn edge.

What Can the Suzuki Vitara Do as a Mild Hybrid?

Let’s start with the drivetrain, officially the 1.4 Boosterjet Hybrid. It may wear the “mild” badge, but it feels anything but timid. The 129 hp turbocharged four-cylinder feels eager and surprisingly torquey for a small SUV. The integrated starter generator, a 10 kW electric motor,is the secret sauce here. It doesn’t move the car on its own, but it’s like having an invisible hand giving you a shove at just the right moment.

What impressed me was how early the boost kicks in, around 2000 rpm, right before the turbo takes over. That’s particularly useful on twisty hill roads like those on the Hundskopf, where short uphill bursts are the norm. Accelerating from 60 to 100 km/h in 5.4 seconds (with downshift) felt brisk, and even in sixth gear, the Vitara didn’t wheeze or protest.

The six-speed manual transmission was smooth, and while the clutch has a long throw, it’s light and predictable. In the hairpin-filled climb up the ridge, it made for a surprisingly engaging drive,one that made me forget, even momentarily, that this was a “family SUV.”

On dirt and loose gravel, the front-wheel-drive setup made me cautious at first, but I was pleasantly surprised by the traction. Even when you do lose grip, the electronics catch it gracefully, never harsh, never panicky.

6.4 Liters Test Consumption for the Mild Hybrid

After 70 kilometers of mixed driving, including climbing trails, descending steep switchbacks, and cruising stretches of federal highway, the onboard trip computer read 6.3 liters per 100 km. Spot on with the 6.4-liter average.

This isn’t an electrified miracle car. It’s not one of those hybrids that cruise silently through neighborhoods or return four-liter figures in town traffic. But it is frugal for what it is, a small turbocharged SUV with decent performance.

Over the day, I noted some quirks. The start-stop system was quick to cut the engine at lights and in traffic, but occasionally restarted with a slight vibration. Not intrusive, just noticeable. On the highway, consumption ticked up a bit, closer to 7 liters, but that’s expected given the wind resistance and engine load at 130 km/h.

The Suzuki Vitara as a Full Hybrid

I managed a 30-minute stint in the full hybrid variant, the 1.5 Dualjet Hybrid, on the southern trails just below the Hundskopf crest. It’s a different machine altogether. Less punchy than the Boosterjet, but smoother and more electric-feeling in traffic and low-speed zones.

This version teams a 75 kW gasoline engine with a 24 kW electric motor and a small 0.84 kWh battery. It won’t let you drive for miles on electric power, but crawling along in a 30-zone or maneuvering in parking lots can be done without burning fuel. That’s a win in city driving.

The automated manual transmission was better than expected. It pauses slightly between gears but compensates with electric torque during the shifts. Under heavy throttle, it still fumbles a bit, but overall, it felt adequate for relaxed driving. It’s not a car that invites aggressive inputs, but on tight forest switchbacks, it held its own.

My mixed loop returned a figure of 5.6 liters per 100 km. That’s better, yes, but in the real world, the full hybrid doesn’t offer a night-and-day difference in economy. It’s more about how the power is delivered, and for people commuting in cities, it might actually feel more premium.

All-Wheel Drive Optional: Rare for Mini SUVs

I didn’t have the AllGrip version on test, but I’ve driven it before, and it’s worth mentioning here. The fact that Suzuki still offers real all-wheel drive in this segment is almost rebellious. You get four modes, Auto, Snow, Sport, and Lock.

Lock mode is where it gets interesting, splitting torque 50:50 between front and rear axles. For rural buyers or folks living with real winters, this alone makes the Vitara one of the most capable mini SUVs out there. Even with front-wheel drive, it performed admirably on the loose surfaces of the Hundskopf, but I’d still pick AllGrip if I lived in the mountains.

No Problems in the Evasion Test

The evasive maneuver test can unearth weaknesses in SUVs, high center of gravity, sloppy stability control, or vague steering. But the Vitara? Clean pass.

I did my own version, quick double lane changes on an empty parking lot just off the summit road. The Vitara responded precisely. The body does roll, yes, but it settles quickly. The ESP system intervenes smartly and subtly, without strangling performance.

It gives you confidence. And in a car aimed at young families and cautious buyers, that’s worth gold.

More Mindful and Better Connected

The 2024 refresh gave the Vitara a new 9-inch infotainment screen, and it shows. Apple CarPlay and Android Auto now work wirelessly, and the interface feels fluid and logical. The Suzuki Connect app adds remote features like location tracking and status alerts. Useful, even if the app itself looks a bit 2017.

Driver assistance tech has improved, too. The adaptive cruise now reads traffic signs and adjusts your speed accordingly. It’s not perfect, on twisty roads, it sometimes overreacts to speed limit signs, but overall, it works well.

There’s also a camera that monitors the driver for signs of fatigue or distraction. I didn’t trigger it, but it’s a good reminder that Suzuki is catching up on safety.

Ergonomics inside remain simple and intuitive. Buttons are physical, well-placed, and sensibly grouped. You don’t need a PhD to change the climate setting. However, materials remain average. Hard plastics dominate the cabin, and some controls still feel a generation behind in finish.

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Technical Specification

To keep things accurate, we use only the official Suzuki’s website for technical details.

Conclusion

The Suzuki Vitara is no frills, but it delivers. Whether as a mild or full hybrid, it proves that electrification doesn’t need to come with compromise, complexity, or stratospheric prices.

What it offers is simplicity, reliability, and, crucially, traction when you need it. Add to that a reasonable ride height, solid driving dynamics, and honest economy figures, and you have a package that’s hard not to respect.

No, it’s not the most modern inside. And no, it doesn’t dazzle with its badge or image. But on the Hundskopf, with gravel crunching under the tires and forest sunlight slashing through the trees, it felt exactly like what a small SUV should be: useful, usable, and a little adventurous.

It’s not a rock crawler, but it handles forest roads, snow, and light trails better than most mini SUVs.