Suzuki's first EV is this e Vitara and it's crucial for the brand. Jonathan Crouch drives it.

Ten Second Review

Suzuki's first EV, the e Vitara, is a careful take on what a fashionable B-segment small electric SUV should be. It emphasises value and the shared Toyota engineering is thorough, but segment competition is fierce.

Background

Suzuki's been talking loudly about electrification since the beginning of this decade, but the fact is that it's the last of the mainstream makers to introduce an EV, this car, the e Vitara. As it did when introducing a full-Hybrid, the brand has turned to long-time partner Toyota for help here. But while Suzuki full-Hybrids (the Across and the Swace) were merely re-badged Toyotas, the e Vitara is a Suzuki stand-alone model - though it shares its platform and all its engineering with Toyota's new Urban Cruiser. Which means it's a B-segment EV crossover, so for rivals, think cars like the MINI Aceman, the Ford Puma GEN-E and the Peugeot E-2008. The e Vitara is a slightly larger car than the existing combustion Vitara, with looks based on the company's eVX concept of 2023. And it'll be built in India to keep prices sharp. Let's take a closer look.

Driving Experience

Bolted to the e Vitara's new Heartech-e platform is a choice of two BYD-sourced batteries of either 49kWh or 61kWh in size. The smaller pack is mated to a 142bhp motor, while the larger pack energises a 172bhp motor. 0-62mph takes 9.6s with the smaller battery - or 8.7s with the larger one - en route to the modest 93mph top speed all e Vitaras share. In both cases, drive comes from the front, but if you opt for the larger battery, you'll be offered the option of the top 4WD variant we tried, which gains an extra 64bhp rear axle motor as part of what's called an 'ALLGRIP-e' system. Total output with AWD is 181bhp, with 310Nm of torque. Suzuki says the 'ALLGRIP-e' set-up manages the twin motors independently for off-road use to allow for more precise control. There's also a selectable Trail mode which works like a limited slip differential for better traction on slimy tracks. It can apply the brakes to calm spinning wheels, while sending torque to wheels with traction. There's also Hill Descent Control for slippery slopes, but where you can take this car will be very limited by its modest 180mm of ground clearance. Across the line-up, driving range isn't anything to write home about, limited somewhat by the weight of the e-Heartech platform; e Vitara models tip the scales at anything between 1,702kg and nearly 1,900kg, which is pretty heavy for the size of car this is. As a result, even the bigger-battery model can only do 263 miles between charges - or 245 miles in this twin motor ALLGRIP-e form. Expect 213 miles from the base 49kWh version. You can maximise all these figures by maximising stronger regenerative braking (with low, medium and high 'Regeneration Boost' settings via a centre screen button) and by activating the most frugal of the drive modes - 'Eco' (the others are 'Normal' and 'Sport'). On the move, a soft ride has been prioritised over sharp handling. But this car is in its element in town, thanks to light steering and a relatively tight 10.4-metre turning circle. On the highway, as with many electric cars, all the lack of an engine does is highlight wind noise and tyre roar. You won't be doing much towing in an e Vitara - the braked towing figure is rated at just 750kg.

Design and Build

Like the eVX concept car that inspired it, the e Vitara has a more overtly SUV look than most of its segment competitors, with plenty of crossovery black cladding on the lower sills and between squared-off wheel arches that house large 18 or 19-inch alloy rims. Size-wise, at 4,275mm in length, it's the right shape take on its many B-segment rivals (100mm longer than the current combustion Vitara). And makes just enough of a gym car park statement with its 'three-point matrix' lighting signatures, gently sloping roof line and creased panel work. Inside behind the two-spoke wheel, you view a 10.25-inch digital driver's display, situated in the same panel as the 10.1-inch central infotainment screen, high on the dashboard. At least you don't have to use that screen to operate the climate system; there's a small row of physical controls for that on the dashboard. The 'floating' centre console features a rotary gear selector borrowed from the Toyota bZ4X, alongside a wireless charging mat and cup holders with a large storage area underneath. Once you enter the rear (via concealed C-pillar door handles), you'll appreciate the fact that the Heartech-e platform this car sits on has been designed to maximise interior space, hence the relatively lengthy 2,700mm wheelbase length. This means decent rear seat leg room by class standards, which can be improved by a sliding rear bench that moves over 20cm back-and-forth. Not so good is the height of the cabin floor, which might be an issue for taller adults over longer journeys. Rear seat folk get USB charging ports and ISOFIX child seat mounting points, but the door bins can only hold a small bottle. The high floor rather restricts boot space, which varies between 238 and 306-litres depending on the position of the sliding rear bench. To give some class perspective, the Jeep Avenger offers 355-litres. If you need more room in this e Vitara, there is at least the convenience of a 40:20:40 rear seat back split. With everything folded, space improves to a modest 562-litres - though one nice touch lies with flaps that retract to cover the gap between the boot floor and the folded rear seatbacks.

Market and Model

At the time of our review in Spring 2026, e Vitara prices were starting from around £26,000 for the base 49kWh 'Motion'-spec 2WD model, but most will find the extra £3,000 needed to get the larger 61kWh battery, which can also be had with the dual motor ALLGRIP-e powertrain (priced from around £31,000). If you want the plusher 'Ultra' trim level we tried (priced from around £32,000), you have to have the larger 61kWh battery, with single or ALLGRIP-e twin motor options. The prices just quoted include a substantial £3,750 'Suzuki Granted' saving, necessary because this car doesn't qualify for a government Electric Car Grant (because it's built in India with Chinese-sourced batteries). Spec levels are pretty comprehensive: even the base trim includes 18-inch alloy wheels, LED headlamps, power-folding mirrors, auto headlamps and wipers, an alarm, rear parking sensors, keyless entry and a heat pump. Inside, there's a sliding and reclining rear bench, a rear view camera and a wireless charging mat. In addition, you can tick off a 10.25-inch driver's display, multi-colour ambient lighting and auto air conditioning with a pollen filter. Plus there's a 10.1-inch centre screen with navigation, over-the-air updates and wireless 'Apple CarPlay' and 'Android Auto' smartphone-connectivity. The top 'Ultra'-spec models don't get much more - just heat for the front seats, steering wheel and doors mirrors, plus rear heater outlets and a 360-degree camera system. As you'd want, you can also expect a full complement of drive assist and safety gear, including Adaptive Cruise Control, High beam assist, autonomous braking, lane assist, Traffic Sign Recognition, a Blind Spot Monitor, a Driver Monitoring System and seven airbags linked to an eCall system which will alert the emergency services if any of them ever go off.

Cost of Ownership

Suzuki says that the e Vitara can charge at up to 150kW, which is pretty class-competitive, but the 45 minute 15-80% DC charging time figure for both batteries isn't particularly noteworthy. At least a heat pump is standard, to maximise range in colder months - which isn't the case on many cars in this segment. As for battery replenishment, well the brand says that the e Vitara can charge at up to 150kW, which is reasonably class-competitive, but the 45 minute 15-80% DC charging time figure for both batteries isn't particularly noteworthy. The battery is of the lithium-ion phosphate kind - which is the type of tech used for more affordable, shorter-range electric cars. At home, an AC charge from a typical 7.4kW single-phase wallbox needs 6 hours 30 minutes with the 49kWh battery or 9 hours with the 61kWh pack. If you have a three-phase 11kW supply, you can add around 36 miles of range from every hour of charging and thereby improve those figures to 4 hours 30 minutes with the 49kWh battery or 5 hours 30 minutes with the 61kWh pack. Suzuki includes up to 10 years' Service Activated Warranty once the vehicle reaches the end of its manufacturer warranty period of three years / 60,000 miles and is booked in for its next scheduled service within the Suzuki Dealer network. This warranty is offered free of charge to retail customers and stays in place until the next qualifying service. At this point, it is then simply renewed again up to a maximum vehicle age of 10 years / 100,000 miles, whichever comes first. The brand also offers a 10 year warranty on the EV battery. As with all Suzukis, this one is covered by a year of AA Suzuki Assistance, providing 24 hour UK and European roadside assistance, recovery and associated services. There's also a 12 year perforation warranty. Suzuki's dealer network usually comes out strong in customer satisfaction surveys. As with all EVs, you'll be paying low Benefit-in-Kind tax rates - 3% for 2025, 4% for 2026 and 5% for 2027.

Summary

Suzuki calls this e Vitara a 'milestone'. It certainly proves that the brand is still capable of playing a major part in producing a class-competitive all-new volume segment model. But if the company takes as long to produce new EVs in other market segments, it's going to have difficulties in Europe. A market currently saturated with cars in the e Vitara's crowded segment for compact crossover models. Some of them with greater EV range and cabin space than is provided here. Still, this Suzuki's as fashionable as most will want and the brand has taken its time with Toyota in producing what looks like a proven piece of engineering. Add in the merits of an eager-to-please dealer network and we can see why you might think that this contender's worth a look.