The 2025 Toyota Urban Cruiser is a twin to the Suzuki e VITARA. Both have identical safety equipment and performance, and the results of the Suzuki are used for this assessment.
The passenger compartment remained stable in the frontal offset test. Dummy readings indicated good protection of the knees and femurs of both the driver and the front seat passenger. It was shown that a similar level of protection would be provided to occupants of different sizes and to those sitting in different positions. Analysis of the deceleration of the impact trolley during the test, and analysis of the deformable barrier after the test, revealed that the car would be a moderately benign impact partner in a frontal collision. In the full-width rigid barrier test, protection of the head was rated as marginal for the rear passenger. Dummy readings did not indicate injurious values and the marginal rating is based on forward movement of the head. Chest compression indicated marginal protection of that body region. In both the side barrier test and the more severe side pole impact, good protection was provided to all critical body areas and maximum points were scored in this part of the assessment. Control of excursion (the extent to which a body is thrown to the other side of the vehicle when it is hit from the far side) was found to be marginal The Toyota Urban Cruiser does not have a countermeasure to mitigate against occupant-to-occupant injuries in such impacts. Tests on the front seats and head restraints demonstrated good protection against whiplash injuries in the event of a rear-end collision. A geometric analysis of the rear seats also indicated good whiplash protection. The car has an advanced eCall system which alerts the emergency services in the event of a crash, and a system to prevent secondary impacts after the car has been in a collision. Suzuki demonstrated that the doors would be openable to allow occupants to escape in the event of vehicle submergence.
In both the frontal offset and the side barrier tests, protection was good for all critical body areas for the 6 and 10 year dummies, and the Urban Cruiser scored maximum points in this part of the assessment. The front passenger airbag can be disabled to allow a rearward-facing child restraint to be used in that seating position. Clear information is provided to the driver regarding the status of the airbag and the system was rewarded. The Toyota Urban Cruiser is not equipped with 'child presence detection', a system which can alert others if children have been left in the car. All of the child restraint types for which the Suzuki e VITARA is designed could be properly installed and accommodated in the car.
Protection of the head of a struck pedestrian or cyclist was largely good or adequate, with poor results recorded on the stiff windscreen pillars and at the base and top of the screen. Protection of the pelvis was mixed. Protection of the femur was good at all test locations, while that of the knee and tibia was good at all test locations The autonomous emergency braking system of the Toyota Urban Cruiser responds to vulnerable road users such as pedestrians and cyclists, as well as to other vehicles. In tests of its response to pedestrians, the system performed adequately overall, but offers no protection to those to the rear of the car. The system performed well in tests of its reaction to cyclists, but no protection against ‘dooring’, where a door is opened into the path of a cyclist approaching from behind. The system’s response to motorcyclists was good.
Overall, the performance of the autonomous emergency braking (AEB) system was good in tests of its reaction to other vehicles. A seatbelt reminder system is fitted as standard to the front and rear seats. The car has a direct driver status monitoring system as standard, detecting driver fatigue and some types of distraction. The lane support system gently corrects the vehicle’s path if it is drifting out of lane and also intervenes in some more critical situations. The speed assistance system identifies the local speed limit. The driver can choose to allow the limiter to be set automatically by the system.
The 2025 Toyota Urban Cruiser is a twin to the Suzuki e VITARA. Both have identical safety equipment and performance, and the results of the Suzuki are used for this assessment.
The passenger compartment remained stable in the frontal offset test. Dummy readings indicated good protection of the knees and femurs of both the driver and the front seat passenger. It was shown that a similar level of protection would be provided to occupants of different sizes and to those sitting in different positions. Analysis of the deceleration of the impact trolley during the test, and analysis of the deformable barrier after the test, revealed that the car would be a moderately benign impact partner in a frontal collision. In the full-width rigid barrier test, protection of the head was rated as marginal for the rear passenger. Dummy readings did not indicate injurious values and the marginal rating is based on forward movement of the head. Chest compression indicated marginal protection of that body region. In both the side barrier test and the more severe side pole impact, good protection was provided to all critical body areas and maximum points were scored in this part of the assessment. Control of excursion (the extent to which a body is thrown to the other side of the vehicle when it is hit from the far side) was found to be marginal The Toyota Urban Cruiser does not have a countermeasure to mitigate against occupant-to-occupant injuries in such impacts. Tests on the front seats and head restraints demonstrated good protection against whiplash injuries in the event of a rear-end collision. A geometric analysis of the rear seats also indicated good whiplash protection. The car has an advanced eCall system which alerts the emergency services in the event of a crash, and a system to prevent secondary impacts after the car has been in a collision. Suzuki demonstrated that the doors would be openable to allow occupants to escape in the event of vehicle submergence.
In both the frontal offset and the side barrier tests, protection was good for all critical body areas for the 6 and 10 year dummies, and the Urban Cruiser scored maximum points in this part of the assessment. The front passenger airbag can be disabled to allow a rearward-facing child restraint to be used in that seating position. Clear information is provided to the driver regarding the status of the airbag and the system was rewarded. The Toyota Urban Cruiser is not equipped with 'child presence detection', a system which can alert others if children have been left in the car. All of the child restraint types for which the Suzuki e VITARA is designed could be properly installed and accommodated in the car.
Protection of the head of a struck pedestrian or cyclist was largely good or adequate, with poor results recorded on the stiff windscreen pillars and at the base and top of the screen. Protection of the pelvis was mixed. Protection of the femur was good at all test locations, while that of the knee and tibia was good at all test locations The autonomous emergency braking system of the Toyota Urban Cruiser responds to vulnerable road users such as pedestrians and cyclists, as well as to other vehicles. In tests of its response to pedestrians, the system performed adequately overall, but offers no protection to those to the rear of the car. The system performed well in tests of its reaction to cyclists, but no protection against ‘dooring’, where a door is opened into the path of a cyclist approaching from behind. The system’s response to motorcyclists was good.
Overall, the performance of the autonomous emergency braking (AEB) system was good in tests of its reaction to other vehicles. A seatbelt reminder system is fitted as standard to the front and rear seats. The car has a direct driver status monitoring system as standard, detecting driver fatigue and some types of distraction. The lane support system gently corrects the vehicle’s path if it is drifting out of lane and also intervenes in some more critical situations. The speed assistance system identifies the local speed limit. The driver can choose to allow the limiter to be set automatically by the system.
The 2025 Toyota Urban Cruiser is a twin to the Suzuki e VITARA. Both have identical safety equipment and performance, and the results of the Suzuki are used for this assessment.
The passenger compartment remained stable in the frontal offset test. Dummy readings indicated good protection of the knees and femurs of both the driver and the front seat passenger. It was shown that a similar level of protection would be provided to occupants of different sizes and to those sitting in different positions. Analysis of the deceleration of the impact trolley during the test, and analysis of the deformable barrier after the test, revealed that the car would be a moderately benign impact partner in a frontal collision. In the full-width rigid barrier test, protection of the head was rated as marginal for the rear passenger. Dummy readings did not indicate injurious values and the marginal rating is based on forward movement of the head. Chest compression indicated marginal protection of that body region. In both the side barrier test and the more severe side pole impact, good protection was provided to all critical body areas and maximum points were scored in this part of the assessment. Control of excursion (the extent to which a body is thrown to the other side of the vehicle when it is hit from the far side) was found to be marginal The Toyota Urban Cruiser does not have a countermeasure to mitigate against occupant-to-occupant injuries in such impacts. Tests on the front seats and head restraints demonstrated good protection against whiplash injuries in the event of a rear-end collision. A geometric analysis of the rear seats also indicated good whiplash protection. The car has an advanced eCall system which alerts the emergency services in the event of a crash, and a system to prevent secondary impacts after the car has been in a collision. Suzuki demonstrated that the doors would be openable to allow occupants to escape in the event of vehicle submergence.
In both the frontal offset and the side barrier tests, protection was good for all critical body areas for the 6 and 10 year dummies, and the Urban Cruiser scored maximum points in this part of the assessment. The front passenger airbag can be disabled to allow a rearward-facing child restraint to be used in that seating position. Clear information is provided to the driver regarding the status of the airbag and the system was rewarded. The Toyota Urban Cruiser is not equipped with 'child presence detection', a system which can alert others if children have been left in the car. All of the child restraint types for which the Suzuki e VITARA is designed could be properly installed and accommodated in the car.
Protection of the head of a struck pedestrian or cyclist was largely good or adequate, with poor results recorded on the stiff windscreen pillars and at the base and top of the screen. Protection of the pelvis was mixed. Protection of the femur was good at all test locations, while that of the knee and tibia was good at all test locations The autonomous emergency braking system of the Toyota Urban Cruiser responds to vulnerable road users such as pedestrians and cyclists, as well as to other vehicles. In tests of its response to pedestrians, the system performed adequately overall, but offers no protection to those to the rear of the car. The system performed well in tests of its reaction to cyclists, but no protection against ‘dooring’, where a door is opened into the path of a cyclist approaching from behind. The system’s response to motorcyclists was good.
Overall, the performance of the autonomous emergency braking (AEB) system was good in tests of its reaction to other vehicles. A seatbelt reminder system is fitted as standard to the front and rear seats. The car has a direct driver status monitoring system as standard, detecting driver fatigue and some types of distraction. The lane support system gently corrects the vehicle’s path if it is drifting out of lane and also intervenes in some more critical situations. The speed assistance system identifies the local speed limit. The driver can choose to allow the limiter to be set automatically by the system.
| Mobile Progressive Deformable Barrier | Full Width Rigid Barrier | |
|---|---|---|
  |  | |
| Side Mobile Barrier | Side Pole |
|---|---|
 |  |
| Far-Side Excursion | Occupant Interaction |
 |  |
| Rear Seat | Front Seat |
|---|---|
 |  |
Frontal Impact - 16 Pts | Lateral Impact - 8 Pts |
|---|---|
 Restraint for 6 year old child: Britax Römer Kidfix Pro M Restraint for 10 year old child: Osann Boost |  Restraint for 6 year old child: Britax Römer Kidfix Pro M Restraint for 10 year old child: Osann Boost |
Equipment | Front passenger | Row 2 outboard | Row 2 center | Row 3 outboard |
Isofix |  |  | |  |
i-Size | | | | |
Top tether | | | | |
Integrated CRS | | | | |
Child Presence Detection | | | | |
| i-Size | Isofix |
|---|---|
 |  |
| Seatbelt Attached | Legend |
 |      |
|
System Name | Brake Support System | |
Type | Auto-Brake with Forward Collision Warning | |
Operational From | 5 km/h | |
Scenario | Day time | Night time |
Car reversing into adult or child |  |  |
Adult crossing a road into which a car is turning | | |
Adult crossing the road | | |
Child running from behind parked vehicles | | |
Adult along the roadside | | |
Scenario | Day time |
Approaching cyclist crossing from behind parked vehicles | |
Turning across path of an oncoming cyclist | |
Approaching a crossing cyclist | |
Approaching a cyclist along the roadside | |
Scenario | Day time |
Dooring a passing cyclist |  |
Scenario | Autobrake function only | Driver reacts to warning |
Approaching a stationary motorcyclist | | |
Approaching a braking motorcyclist | | |
Turn across the path of an oncoming motorcyclist | | |
Scenario | Day time |
Changing lane across the path of an oncoming motorcyclist | |
Changing lane across the path of an overtaking motorcyclist | |
System Name | Brake Support System |
Speed Limit Info Function | Camera & Map, subsigns supported |
Speed Control Function | Intelligent ACC (accurate to 5km/h) |
Warning | Driver Seat | Front Passenger(s) | Rear Passenger(s) |
Visual | | | |
Audible | | | |
Occupant Detection | | | |
System Name | Driver Monitoring System |
Type | Direct eye monitoring |
Operational From | 10km/h |
Fatigue | Drowsiness and Microsleep |
Distraction | |
System Name | Lane Departure Prevention |
System Type | LKA and ELK |
Min Speed (Operational From) | 50km/h |
Performance | |
Emergency Lane Keeping | |
Lane Keep Assist | |
Human Machine Interface | |
System Name | Brake Support System |
Type | Autonomous emergency braking and forward collision warning |
Operational From | 5 km/h |
Sensor Used | Camera and radar |
Scenario | Autobrake function only | Driver reacts to warning |
Approaching a car crossing a junction | | |
Approaching a car head-on | | |
Turning across the path of an oncoming car | | |
Approaching a stationary car | | |
Approaching a slower moving car | | |
Approaching a braking car | | |
Driver | Passenger | Rear | |
Front Airbag | | | |
Belt Pretensioner | | | |
Belt Loadlimiter | | | |
Knee Airbag | | | |
Driver | Passenger | Rear | |
Side Head Airbag | | | |
Side Chest Airbag | | | |
Side Pelvis Airbag | | | |
Centre Airbag | | | |
Passenger | Rear | |
Isofix | | |
i-Size | | |
Integrated Child Seat | | |
Airbag Cut-Off Switch | | |
Child Presence Detection | | |
Driver | Passenger | Rear | |
Seatbelt Reminder | | | |
Active bonnet | |
AEB vulnerable road users | |
AEB pedestrian - reverse | |
Cyclist dooring prevention | |
AEB motorcyclist | |
AEB car-to-car | |
Speed assistance | |
Lane assist system | |
Fatigue detection | |
Distraction detection | |
Note: other equipment may be available on the vehicle but was not considered in the test year
Date | Event | Rating | Validity |
|---|---|---|---|
2025-09-08 | Rating Published | |
Body type | Variant description | Drivetrain | Rating applies LHD | Rating applies RHD |
|---|---|---|---|---|
5 door SUV | BEV 61 kWh - 61 kWh 4WD | 4x4 | | |
5 door SUV | BEV 61 kWh - 61 kWh 2WD | 4x2 | | |
5 door SUV | BEV 49 kWh - 49 kWh 2WD* | 4x2 | | |
