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In 2020, Suzuki, always known for their dependable and reliable SUV's, entered a more expensive sector of the mid-sized Crossover market with this larger and slightly more aspirational Across model. If it looks more than a little familiar to you, then that's because it's almost entirely based on a Toyota RAV4 - the Plug-in version to be specific. Might you want a used Across? Let's take a look.
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History
By the end of this century's second decade, smaller Japanese makers weren't having an easy time in the European market, so Suzuki's move at that point to strengthen its ties with Toyota was a sensible one. And one of the results of that was this mid-sized plug-in SUV, the Across, Suzuki's take on Toyota's MK5 RAV4 PHEV.
This was the second of Suzuki's Toyota-cloned models of this period - the first was the Swace, Suzuki's lightly re-badged version of the Toyota Corolla Sports Tourer. What both of these models did was to give the brand a short-cut towards the full-Hybrid engineering it desperately needed to cut its model line-up's average CO2 output in Europe and avoid punitive fines from Brussels. By 2020, the extent of Suzuki's own so-called 'Hybrid' engineering was actually merely of the 'mild hybrid' sort that couldn't ever allow independent running on battery power and which, therefore, had relatively little real-world effect on economy or emissions.
It was a very different situation with this family SUV; WLTP readings suggested that this Across could deliver 282mpg on the combined cycle, 22g/km of CO2 and a 46 mile all-electric range - a different world from anything a typical Suzuki customer had previously ever seen. Not that too many typical Suzuki customers were likely to be trading in their Vitaras and S-Cross models for this car, much though they might have wanted to. The Across's hefty initial asking price of over £45,000 put paid to that. Still, that kind of sticker figure was, by 2020, the kind of money that was being asked for an AWD PHEV in the mid-sized crossover class, though of course, all this car's closest rivals were more established, having been around longer.
Interestingly, that comment didn't apply to this car this one was based on, the Toyota RAV4 PHEV, a plug-in model that was actually launched shortly after this Across arrived here in Autumn 2020 as part of a model-sharing deal that saw Suzuki helping Toyota out in the Indian market by way of return. Both cars offered a pretty good indication of the then-state of the art when it came to plug-in hybrid engineering. And both had plenty of competition around their price point. So why choose the Across, a car you probably didn't even know about, let alone include on your shopping list from this period in this sector? That's what we're here to find out. The car sold here until early 2026.
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What you get
The Across was the grandest, most expensive car that Suzuki had ever offered. It certainly feels surprising to come across the company's badge on the bonnet here, partly because this model is so much larger and pricier than anything else the marque usually sells and partly because so much of the bodywork is exactly the same as that of a Toyota RAV4.
The visual changes that were made to set the Across apart from its development stablemate are mostly found at the front, which has much less of a sharky, angular look. The distinct upper and lower grilles of a RAV4 are replaced by a one, large central appendage, which sits above a more prominent lower silvered skid plate panel. The corner cut-outs for the fog lamps are wider and more prominent, while the bespoke bi-beam projector headlamps with their LED daytime running lights are slimmer.
At the wheel, it's as smartly finished as the asking price would lead you to expect, but basically unchanged over a RAV4. The only difference is the badge on the steering wheel, through which you view a combination of digital and analogue design. The binnacle's provided 7-inch central display isn't large enough to show anything other than a speedometer, but it does have a useful centre section that can show various drive read-outs. As for the analogue gauges that that flank this display, well there are fuel and temperature needles on the right and a Hybrid system indicator on the left. Everything else is covered off by a 9-inch centre-dash infotainment touchscreen, which covers off the usual DAB audio, Bluetooth and 'Apple CarPlay'/'Android Auto' connectivity options, but (rather appallingly given the asking figure here) lacks navigation. We do though, like the neat 'Energy Monitor' which shows you at any given time what's being charged or powered by what. You also get comfortable seats, good all-round visibility and plenty of cabin storage
In the rear, you might be a little disappointed to find that the bench doesn't slide, but the backrest reclines for greater comfort on longer journeys and, despite the low-ish roof line, headroom's good too thanks to a metre between the seat base and the roof. Thanks to this Suzuki's relatively lengthy 2,690mm of wheelbase length, there's also plenty of room for legs and knees - it measures at 720mm with the driver's seat set typically to give the person up front a metre of legroom. There's a little more cabin width than you might expect too, so less chance of a couple of adults digging each other in the ribs.
At the boot, you'll be standing clutching your packages for rather a long time as the electrically-operated hatch completes its arthritic perambulation upwards - to eventually reveal a 490-litre capacity, which is actually very good by mid-sized PHEV crossover class standards. And when the rear seat is folded? Well there's no fold-flat front passenger seat option to allow for the carriage of really long items, so you'll need to be satisfied with a very unremarkable 1,168-litres of total capacity up to the level of the tonneau cover. The area provided isn't quite flat but the designers claimed that this car could accommodate a 29-inch mountain bike without any wheels having to be removed.
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What to look for
Not much goes wrong here. Make sure the charging lead isn't damaged and is fully functional on a charge. Otherwise, it's as with the usual issues you'd get on a MK5 Toyota RAV4. Rainwater can apparently leak into the interior though deteriorated seals in the roof rail plastic clips. The high-voltage cable feeding the rear electric motor can suffer from heavy corrosion. And we've heard of the infotainment screen freezing or needing continuous re-boots, so check its workings thoroughly.
Look particularly closely for dents and scratches around the bodywork given that the car will have been driven to places where it will be easy to pick these up. And inspect the interior for child and luggage damage and make sure that the upholstery and the carpets aren't stained. And of course insist on a fully stamped up service history.
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Replacement parts
(approx based on a 2021 Across excl. VAT) Expect to pay around £7-£38 for an air filter and around £15-£27 for a pair of wiper blades. A set of genuine front brake pads can cost anything between £45 and £87 per axle, depending on brand. For front brake discs, think around £48-£97 per disc. A front shock absorber is about £45-£115. A starter motor costs in the £450-£800 bracket.
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On the road
This Across model is based on the Plug-in Hybrid RAV4, rather than the more usual self-charging Hybrid version. Both types of powertrain use a four cylinder 2.5-litre petrol engine mated to an e-CVT belt-driven auto gearbox. But with the Plug-in set-up, the output of both the combustion unit and the front electric motor it's mated to are both boosted to around 180bhp. That's to compensate for the extra weight of the necessarily much larger 18.1kWh battery this PHEV model needs for its impressively long (and achievable) 46 mile all-electric driving range. All-wheel drive is mandatory with this borrowed powertrain, so there's a second electric motor driving the rear axle and producing a further 54bhp. Add this output to that being generated up front and the surprisingly potent 302bhp total was enough back in 2020 to make this Across easily the most powerful car Suzuki had ever sold. You'll need to select the 'Sport' setting from the '3-mode driving dial' down by the gearstick to really get a feel for that - your other drive options are 'Eco' and 'Normal'.
Various powertrain operating settings are also offered, starting with the battery-only 'EV' mode the car always pulls away in. The alternative 'HV' mode is more realistic for normal driving as it runs this Suzuki as a regular full-Hybrid, the software seamlessly blending in either petrol or electric power sources as required. A full press on the same button connects you to a further 'Charge mode', which sees the engine note rise as it (rather inefficiently) charges the battery when you're driving. But you don't have to make any of these driving mode choices unless you really want to because an additional 'Auto EV/HV' mode button is also provided, which essentially makes all the decisions for you.
Its choices seem effective too because the advertised 46 mile electric driving range figure turns out to be not beyond the bounds of achievability and the WLTP-rated efficiency stats are difficult to better in this class - 282.4mpg on the combined cycle and 22g/km of CO2. The only downside is that the on-board charger can only take up to 3.3kW, so charging takes a surprisingly long time by class standards - up to five and a half hours.
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Overall
At first glance, you might wonder why anyone would pay this much for a Suzuki SUV. Surely that kind of money would get you something with a premium badge in this segment? But then you start to dig a little deeper. Premium-badged PHEV crossovers with AWD from the 2020-2025 era all cost slightly more; or a lot more once you demand a spec up to the level of an Across. Even comparable volume-branded models struggle to match the price and value proposition of this one - this model's clone, the Toyota RAV4 Plug-in, for instance.
Of course, all of this assumes that you actually want all of the things this Suzuki was engineered (by Toyota) to deliver. If you don't actually need all the advantages of Plug-in hybrid tech - or won't plug in often enough to use them - then lots of other mid-sized SUVs from this era will satisfy you more sensibly. And if you have decided you want a PHEV crossover, if you don't actually need AWD with it, then again, you'll want to save hugely over the requested asking price here and get something more suited to your needs. The fact that, unlike most of its rivals, Suzuki can't offer you options in areas like these will enormously restrict the brand's potential impact on this segment.
If though, this Suzuki's blend of virtues hits the spot for you and you're offered the right deal, we wouldn't necessarily dissuade you from an Across. In fact, there are some things about it we really like. The fact that unlike most rivals, its claimed 46 mile EV driving range is actually achievable, for a start. There's also a lot of kit included for the money, including items that would cost extra or require a pricier trim level with most rivals - though navigation (which should be standard) is a notable exception here. That's one irritation; and there are a couple of others, the rather over-lengthy charging time requirement and a rather firm quality of ride. Otherwise though, there's lots to like.
In summary, the Across is quick, well built and easy to live with, plus it goes further on its battery than nearly all its class rivals, all attributes that might endear you to this car and make you feel able to justify its price tag. We just wish Suzuki's rather individual approach to style and engineering also lay among these attributes. As it is, just about everything that's good about this car is really down to Toyota. Does that matter? If you decide you'd like an Across, then you probably won't think so.
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