Suzuki e-Vitara: First test sit in the space marvel

The wheelbase makes the difference! It stretches to 2,700 millimeters in the E-Vitara – seven millimeters shorter than the Skoda Enyaq and others – themselves beings that prioritize space. Also significantly longer, heavier, and more expensive, which includes a lot more trunk space and larger batteries.

In the E-Vitara, depending on the position of the rear seat, you have to be content with around 250 to 306 liters. Of course, when you fold it down, it becomes four-digit. What is offered in the back is still enough for travel luggage if all four passengers arrange themselves a bit.

The E-Vitara scores primarily with passenger space utilization, especially since the rear seat is adjustable and foldable. This was particularly important to designer Takashi Hayashida, as his wife drives an Ignis and keeps taking advantage of exactly this flexibility of the rear seat. Unfortunately, there is no frunk, as the engine needs the entire space at the front; in the all-wheel-drive version, a 65-PS rear motor is added, which somewhat reduces the depth of the under-floor compartment. A cable bag for lateral storage like in Ford or Skoda models would be ingenious here, which Hayashida might still "invent" retroactively.

They took a big step inside - in every sense of the word

Well, the back seat surprised us, so we finally get behind the wheel, and a lot has changed here too: A large floating screen, like in BMWs, greets you, and a two-tone interior that in its brown will likely appeal more to Asian tastes: which is why many versions in black-on-black will also be made for Europe.

The menus are generally intuitive, the resolution sharp, and there are still enough knobs and switches: Including the driving mode selector, around which the all-wheel drive programs - important at Suzuki - are grouped. Because the 4WD will find its own target audience here too, just as it did for the Ignis and the Swift.

Interesting: Chief designer Kimitoshi Sato brought all the drafts and the initial sketch to his presentation and yes – they made the right decision in this case: For what we think is the more futuristic yet cleaner interior, while they also took a big step externally - and created an EV that doesn’t primarily look like an EV.

Comparatively small batteries help keep the weight in check

More important is the improvement in quality compared to previous models, although performance and, unfortunately, charging performance remained modest: 144, 174, and 183 PS in the old currency sound rather "rightsized." Thanks to the comparatively small LFP batteries, which are assembled in India by a BYD subsidiary, they managed to keep the weight between 1.7 and 1.9 tons. And even though we couldn’t drive it yet, the e-Vitara feels comparatively "light."

It should be able to charge at up to 150 kW, yet development chief Takahiko Hashimoto tells us upon inquiry that it still takes half an hour for a boost from 15 to 70% to protect the battery. Question: How long, or rather how short, does the e-Vitara charge then at 150 kW? AC charging goes up to 11 kW and Vehicle-to-Home is unfortunately only intended for Japan for now. Which is a bit of a shame, because here Suzuki offers less than "me too" and could have set another highlight. The guarantees are in line with other manufacturers: Eight years or 160,000 kilometers for 70% SOC. Suzuki is an honest, down-to-earth company – they are reluctant to overpromise.

They could do so when it comes to pricing: If the base model started under 30,000 euros, it would be quite a statement, as the 49 kWh battery should suffice for most everyday needs – even for a 4.27-meter compact car – even if inside it offers space and ambiance like a 4.72-meter electric vehicle!