The engine choice is also pretty straightforward: there are two petrols and one diesel. The petrol units are both small displacement turbocharged units, with a 1.0-litre Boosterjet unit capable of 109bhp and 125lb ft of peak twist, while the 1.4-litre unit, is the same as found in the Vitara S, producing 138bhp and 162lb ft of torque, while the diesel offering is propped up by a sole 118bhp 1.6-litre oilburner.
As for gearboxes, the 1.0-litre unit is driven by a five-speed manual gearbox, while the 1.4 Boosterjet and diesel are linked to a six-speed 'box, while there is a newly updated CVT automatic transmission on offer which is only available with a petrol engine.
The oil-burner is a Fiat-sourced unit and comes exclusively with a six-speed manual gearbox. A variable-geometry turbocharger helps it supply the S-Cross with a healthy, if unremarkable, 236lb ft of torque, available from 1750rpm. Suzuki has seen fit to counter the diesel’s Italian chatter with a sound-deadening engine cover, insulated windscreen and a cowl top panel brace.
The company's history with four-wheel drive stretches back to the original Jimny, a model designed to fit off-road capabilities into Japan’s famous Kei car sector. The emphasis, therefore, has always been on a lightweight solution to driving all four wheels, and the S-Cross’s latest Allgrip solution is no exception.
Allgrip is a new development for Suzuki, also found on the Vitara, and is lighter than the permanent set-up on the Grand Vitara. It is an on-demand system that uses an electronically controlled magnetic dry clutch with ball bearings in a run to manage torque distribution to the rear axle, and it's offered on both petrol and diesel versions.
When a signal is sent to the magnetic clutch, the balls move, forcing the clutch plates together. The action varies depending on conditions and the mode the system is set to. In the default Auto mode, it remains in fuel-sipping front-wheel drive unless significant slip is detected between the front and rear wheels.
Suzuki claims Sport mode automatically diverts 20 percent more torque to the rear in response to sharper throttle inputs. Snow mode is actually intended for all unpaved surfaces, and, along with a recoded ESP, it defaults to 4WD, while Lock mode is intended to replicate a locking diff by sending an equal amount of torque to each wheel.
The running-cost penalty of adding Allgrip is ranges from 5-8g/km of CO2 and 3-4mpg on the combined cycle.