Born in Japan, Suzuki is an automaker that has made a name for itself by crafting vehicles that emphasize value and affordability. The brand's lineup includes sedans, wagons and SUVs.The company was founded by Michio Suzuki in 1909 as Suzuki Loom Works. By the 1950s, its focus had expanded beyond just loom machines to include both motorcycles and automobiles. In 1955, it rolled out the Suzulight, a compact car that proved to be a harbinger of a new era of Japanese lightweight vehicles. The automaker expanded its lineup to include a truck in 1961; like its sibling, the Suzulight Carry distinguished itself with its featherweight specification. By the end of the decade, the Suzuki lineup had grown to include the Fronte passenger car, the subcompact Fronte 800 and the Carry Van full-cab van.In 1970, Suzuki rolled out the Jimny, a four-wheel-drive sport-utility vehicle that resembled a playful version of the Jeep CJ-5. The automaker's roster continued to grow throughout this decade, with the addition of the Alto and the subcompact LJ80.The 1980s saw Suzuki partnering with General Motors -- GM acquired a 5 percent stake in the company. GM made this move partially in response to the growing popularity of subcompacts in the U.S. market; after the purchase, Suzuki products were rebadged and sold as GM vehicles on American shores.In 1985, the carmaker launched an American outpost, and for the first time, Suzuki-branded vehicles became available on U.S. shores. The company's first model was the Samurai; available as either a convertible or a hardtop, this compact sport-utility vehicle met with immediate success. However, the Samurai's glory days were short-lived.In 1988, Consumer Reports published an article in which it deemed the vehicle unsafe, saying it was more likely than most to roll over during certain maneuvers. Suzuki took the magazine to court (and eventually won) but the bad publicity from the article cast a pall on the Samurai that never quite lifted. Suzuki soldiered on, though; by the end of the decade, its total aggregate car production had topped 10 million units, and its line had grown to include the compact Swift and the Sidekick, a compact SUV.During the '90s, Suzuki expanded its reach to include territories like Egypt, Vietnam and Hungary, and launched new models like the Cappuccino convertible and the lightweight Wagon R. On U.S. soil, Suzuki rolled out the Esteem, replaced the beleaguered Samurai with the X-90 and replaced the Sidekick with the Vitara and Grand Vitara.Suzuki and General Motors purchased ailing Daewoo in 2004, and two of that manufacturer's vehicles were rebadged and given new life as Suzukis; the Suzuki Forenza and Suzuki Verona both had former lives as Daewoo cars.Today's Suzukis come up a bit short in refinement relative to the competition. However, they still offer plenty of value for car buyers on a tight budget.
Showing posts with label Suzuki. Show all posts
Showing posts with label Suzuki. Show all posts
Suzuki
Out-of-Production
Suzuki Aerio 
Despite spending an impressive six years on the market -- and enjoying advantages like a roomy cabin and available all-wheel drive -- the compact Suzuki Aerio remained nearly invisible to most consumers. If you ask us, it probably had something to do with the Aerio's average-at-best overall report card. To use a football analogy, it was like a second- or third-string specialty player that Suzuki forced to suit up against several heavy-hitting, all-purpose first-stringers. This wasn't a game the Aerio was likely to win -- yet it was a better car than its sales numbers and anonymity would suggest.
Most Recent Suzuki Aerio
The compact Suzuki Aerio debuted in 2002 as a sedan and four-door hatchback wagon. Initially, there were S and GS (later called LS) trim levels for the sedan; the hatchback came in SX trim only. Later Aerios were offered in either base or Premium trims. Versatility was always a strong point for the hatchback -- with the rear seats folded down, it could carry an impressive 64 cubic feet of cargo.
Aerios were initially powered by a 2.0-liter inline four-cylinder engine; displacement was later bumped to 2.3 liters, with a commensurate increase in power. A five-speed manual transmission was standard on entry-level cars, while a four-speed automatic was optional on those models and standard on higher trim levels. The Aerio was available in either front-wheel or, beginning in 2003, all-wheel drive.
With either transmission, the Suzuki Aerio was sufficiently responsive for running errands around town or commuting. However, although the Aerio provided a soft, smooth ride on the highway, we found there was a penalty to be paid: excessive body roll around corners, which was exacerbated by the car's relatively tall, tippy stance. Opting for AWD settled things down a bit, and of course it improved the Aerio's traction in wet weather as well. Indeed, that optional all-weather capability was one of the few compelling features the Aerio had to offer.
Thanks to its high roof line, the Suzuki Aerio boasted a surprising amount of interior room for its size, and we found ingress and egress to be an all-around cinch. The Aerio offered a generous 14.6 cubic feet of trunk space, too. Unfortunately, interior plastics quality, execution and overall refinement were below average compared to the economy class leaders.
Some notable changes occurred after the Aerio's debut. In 2003, it received a slight power boost to 145 horsepower (from the initial 141 hp) and minor interior trim refinements; uplevel GS and SX models got a six-disc CD player and could be had with all-wheel-drive traction. The 2.0-liter engine was replaced by a 2.3-liter unit in 2004, and horsepower rose to a rather impressive 155. Suzuki added more standard features in 2005 and redesigned the instrument panel, which we had previously criticized as having hard-to-read gauges and a lack of storage compartments. The wagon was dropped for 2007, leaving the sedan to finish out the Aerio's production run by itself.
As a used car, the Suzuki Aerio does have a few things going for it. Its attractive price when new looks even better now that depreciation has taken its toll, and its peppy engine and optional all-wheel drive were pleasant qualities. But the Aerio was never particularly enjoyable to drive and generally came up short in terms of refinement and features.
Suzuki Esteem
Suzuki Samurai
Suzuki Sidekick
Suzuki Swift
Originally designed as a city car for Japanese and European markets, the subcompact Suzuki Swift occupied the bargain end of the economy car class during its 13-year run in the U.S. Although Suzuki sold a sedan version for a few years, most consumers will remember the more popular Swift hatchback offered continuously from 1989-2001.
With a price tag well under $10,000 and fuel economy ratings around 40 mpg, the Suzuki Swift was a brutally practical option for buyers needing basic transportation. Its very small size and 16-foot turning radius made it a cinch to maneuver in tight spaces. And to its credit, the Swift provided adequate acceleration, at least when equipped with a manual transmission.
In most other respects, though, the Swift wasn't well suited to American driving habits. A noisy highway ride, low handling limits and a total lack of amenities, including power steering, were its main faults. And with a curb weight under 1 ton, the odds were rarely in the Suzuki's favor in the event of a collision. Mechanical reliability proved to be a strong point, but the Swift's low-end interior bits and body panels weren't especially durable.
Due to high depreciation, Suzuki Swifts can be extremely inexpensive to buy on the used market. Unless you're in dire need of an urban runabout at a rock-bottom price, though, you'd be wise to look at a larger, more refined, better-equipped car from one of the major Japanese or Korean automakers.
Most Recent Suzuki Swift
Suzuki sold the Swift subcompact in two generations, the more recent of these stretching from 1995-2001. This Swift was offered only as a hatchback, motivated by a 1.3-liter four-cylinder engine rated at 70 horsepower and 74 pound-feet of torque. In 1998, Suzuki swapped in a 16-valve version of this engine, resulting in 9 extra hp (for 79 total) and a smidge more torque.
A standard five-speed manual transmission drove the front wheels, and a three-speed automatic was available as an option. The latter was best avoided, as it compromised the small hatchback's stamina and significantly reduced gas mileage.
For most of the model cycle, the Suzuki Swift came in a single base trim level. Standard equipment included skinny 13-inch tires, daytime running lights, dual front airbags, cloth upholstery and three-point seatbelts for all outboard occupants (with a lap belt only in the rear center position).
ABS was the lone factory option, but Suzuki discontinued it after the '98 model year. Air-conditioning and a stereo could be added as dealer accessories. In 2000 and 2001, Suzuki created GA and GL trim levels. The GA was equipped like the base Swift of previous years, while the GL had the A/C and cassette deck as standard.
Past Suzuki Swift Models
The earlier generation of the Suzuki Swift was sold from 1989-'94. Equipment was similar to that of later Swifts, but in addition to offering a sedan body style from 1990-'94, Suzuki created a junior econosport called the Swift GT (GTi in '89 only).
The GT hatchback had a higher-compression, twincam version of the 1.3-liter engine that made 100 hp, along with larger 14-inch wheels, a sport-tuned suspension, four-wheel disc brakes, a rear spoiler and sport seats. It was still more of a warm hatch than a hot hatch, but compared to other Swifts, which had the 70-hp engine and wimpy 13s, the GT was reasonably fun to drive. A five-speed manual gearbox was the only transmission available on the Swift GT; other models could be equipped with an optional three-speed automatic.
For most of this generation, the Swift lineup consisted of a base GA hatchback and sedan, a better-equipped GS sedan and the sporty GT hatch. During the 1989 and '90 model years, Suzuki also offered midrange GL versions of both the hatchback and sedan, along with a GLX hatch that had some of the GT's cosmetic add-ons but not its upgraded engine and running gear.
In standard GA guise, the Swift offered very few features -- cloth upholstery was the only amenity of note. The GL models added tinted glass, power mirrors, intermittent wipers and a rear defroster. On top of those items, the GS sedan had an AM/FM stereo with a cassette deck. Air-conditioning was available as an accessory.
Following a mild refresh in 1992, the Swift GS added a center console, a tachometer and a clock. Curiously, GS sedans and GT hatchbacks from '92 and later also had power steering -- a convenience that didn't carry over to the subsequent generation.
One thing to keep in mind if you run across a Suzuki Swift from this era is the minimal safety content. There were no front airbags, and ABS was not an option.
Suzuki Verona
Quentin Crisp once said, "If at first you don't succeed, failure may be your style." It's a message Suzuki wisely took to heart in its expeditious handling of the short-lived Verona.
Sold as the Daewoo Magnus internationally, the Suzuki Verona was launched on U.S. shores in model-year 2004, a reflection of Suzuki's desire to carve its niche in the lucrative midsize sedan segment. The Verona came armed with one of the lowest price tags in the segment, along with a decent interior and pleasant ride quality. Still, it became immediately apparent that the sedan's modest charms weren't enough to lure buyers in this highly competitive segment.
Suzuki's sales goals were by no means overly ambitious -- the manufacturer hoped to sell a meager 25,000 Veronas per year. Sales fell short of even these humble expectations as consumers were turned off by the car's lack of key safety features and unimpressive handling and performance. Suzuki quickly called it a day, killing the Verona in 2006. However, the manufacturer hasn't let go of its dream of conquering the midsize sedan segment. Suzuki has announced plans to re-enter the category in the near future with an all-new vehicle.
Most Recent Suzuki Verona
Available in a single generation spanning 2004-'06, the Suzuki Verona midsize sedan was the largest car in Suzuki's roster at this time. With one of the lowest price tags in its segment, this Suzuki was designed to appeal to buyers wanting an inexpensive way into the midsize sedan category.
Verona buyers got a car with handsome though nondescript looks, and a wheelbase roughly equal to that of a Honda Accord. The most inexpensive Verona was the S trim, which came with keyless entry, 15-inch wheels, cruise control, air-conditioning, full power accessories and a CD player. Next up was the LX, which added climate control, 16-inch alloys and auxiliary remote steering wheel controls. Those who chose the Verona EX benefited from additional features like an electrochromatic rearview mirror, heated seats and a power moonroof. Traction control was the only option, available solely on the EX.
This family sedan was more notable for what it didn't offer than for what it did. Convenience features like a tilt and telescoping steering wheel and one-touch up/down windows weren't available, even though they were commonly found elsewhere in the midsize segment. Also absent was an in-dash CD changer. Its safety features list also came up short, as the Verona initially failed to offer side and head curtain airbags. (Side airbags were eventually added, however.)
Inside its cabin, the Suzuki Verona drew favorable comparisons to the Honda Accord and Volkswagen Passat. Gauges were pleasant to look at and some materials did a nice job of conveying an air of quality. Materials weren't universally up to snuff, though. The Verona's leather was coarse to the touch, and plastics on the dash felt cheap. Control stalks were flimsy relative to those of other cars in its class.
The car's engine, a 2.5-liter inline six-cylinder producing 155 horsepower and 177 pound-feet of torque, struggled laboriously to help the Verona accomplish even the most basic passing maneuvers and distinguished itself as one of the weakest in its class -- even relative to competing sedans' inline four-cylinder engines. On the plus side, the car's four-speed transmission made the best of the situation with well-timed shifts.
Suzuki took steps to make the Verona more palatable. In 2005, the car got long-overdue side airbags, along with a standard tire-pressure monitoring system and a trunk-mounted tool case. LX models benefited from a standard sunroof. Antilock brakes became standard in 2006; the trim lineup was also condensed into two trims, the Base (which was similar to the former S) and the Luxury (similar to the ES).
In editorial reviews, the Suzuki Verona's driving experience proved to be a disappointment. Acceleration was lackluster and the car was wobbly around turns; steering, too, came up short, feeling disconnected from the road. In its favor, the Verona offered capable brakes and a comfortable ride.
In the end, though, even Clarence Darrow would be hard-pressed to win a case for the Verona. Although inoffensive, it simply didn't measure up to its rivals; in an Edmunds.com comparison test of 10 midsize sedans, the Suzuki Verona was the last-place finisher. Used-car buyers seeking dirt-cheap prices in this segment would be better served by choices like the Hyundai Sonata or Chevrolet Malibu instead.
Suzuki Vitara
By the late 1990s, the major Japanese automakers had established a new design direction for compact SUVs by introducing models with car-based platforms for enhanced comfort and efficiency. However, Suzuki had been in the cute-ute business longer than almost anyone, and when the time came to replace its long-running Sidekick, Suzuki stuck to its traditions for the then-new Vitara.
Essentially, the Suzuki Vitara was born with the roots of a truck. Instead of adapting new, lighter unibody construction, the Suzuki maintained a rugged body-on-frame design. Every Vitara rode on a solid-rear-axle suspension and came with either rear-wheel drive or four-wheel drive with low-range gearing. Thanks to 8 inches of ground clearance, 4WD models possessed better-than-average off-road ability. An available two-door convertible body style also made it possible to equip a Vitara as a fun-in-the-sun runabout, and responsive steering made it enjoyable on any surface.
Still, the Suzuki Vitara had too many detriments weighing it down in real-world driving. Slow acceleration was a problem with either of the small four-cylinder engines, and a hard-to-shift manual transmission didn't help. The low-tech suspension could never absorb bumps very well, the rear seat was cramped (space was identical in both body styles) and cargo capacity was a modest 45 cubic feet even on the four-door. Finally, the interior looked dated even when new, and some of its controls weren't user-friendly.
Suzuki raised the Vitara's standards in power and features over time, but at both the beginning and end, we'd still say Honda, Toyota and Subaru had better SUVs for the street, while Nissan and Jeep had better off-roaders.
Most Recent Suzuki Vitara
While the upscale Grand Vitara lived to see another generation, the regular Suzuki Vitara led one lifetime spanning from 1999-2004. Body styles included a four-door hardtop and a two-door convertible soft top that was shorter than the four-door by 11 inches in both length and wheelbase. A 1.6-liter four-cylinder with 97 horsepower was the base engine on two-doors; a 2.0-liter version with 127 hp was optional on the two-door and standard with the four-door. Both engines came with a five-speed manual or four-speed automatic, with shift-on-the-fly four-wheel drive optional with any combination.
The Vitara's initial trim lines were JS (2WD) and JX (4WD), though by its second year that expanded with the JLS and JLX, which became the only models with power windows, power locks, air-conditioning, and on the four-door, cruise control. Among two-door Vitaras, the JLS and JLX were also significant for having the more tolerable 2.0-liter engine.
Many details changed over the years. Along with the trim line changes for 2000, the two-door Vitara earned standard air-conditioning. For model-year 2001 came a new grille, seat fabric and an easier-to-use stereo. In 2002, the JS and JX got dropped completely and took their 1.6-liter engine with them, trimming the Vitara line down to JLS 2WD and JLX 4WD models. All trim lines vanished for 2003, and only the four-door model made it to the Vitara's final year in 2004, when a 165-hp 2.5-liter V6 became the new engine.
If you feel compelled to buy a Suzuki Vitara, later is better: The improved content and ergonomics of more recent models make for a more appealing SUV. Regardless of year, try sticking to models with at least the 2.0-liter engine, whose 127 hp is just enough.
Suzuki X-90
Despite spending an impressive six years on the market -- and enjoying advantages like a roomy cabin and available all-wheel drive -- the compact Suzuki Aerio remained nearly invisible to most consumers. If you ask us, it probably had something to do with the Aerio's average-at-best overall report card. To use a football analogy, it was like a second- or third-string specialty player that Suzuki forced to suit up against several heavy-hitting, all-purpose first-stringers. This wasn't a game the Aerio was likely to win -- yet it was a better car than its sales numbers and anonymity would suggest.Most Recent Suzuki Aerio
The compact Suzuki Aerio debuted in 2002 as a sedan and four-door hatchback wagon. Initially, there were S and GS (later called LS) trim levels for the sedan; the hatchback came in SX trim only. Later Aerios were offered in either base or Premium trims. Versatility was always a strong point for the hatchback -- with the rear seats folded down, it could carry an impressive 64 cubic feet of cargo.
Aerios were initially powered by a 2.0-liter inline four-cylinder engine; displacement was later bumped to 2.3 liters, with a commensurate increase in power. A five-speed manual transmission was standard on entry-level cars, while a four-speed automatic was optional on those models and standard on higher trim levels. The Aerio was available in either front-wheel or, beginning in 2003, all-wheel drive.
With either transmission, the Suzuki Aerio was sufficiently responsive for running errands around town or commuting. However, although the Aerio provided a soft, smooth ride on the highway, we found there was a penalty to be paid: excessive body roll around corners, which was exacerbated by the car's relatively tall, tippy stance. Opting for AWD settled things down a bit, and of course it improved the Aerio's traction in wet weather as well. Indeed, that optional all-weather capability was one of the few compelling features the Aerio had to offer.
Thanks to its high roof line, the Suzuki Aerio boasted a surprising amount of interior room for its size, and we found ingress and egress to be an all-around cinch. The Aerio offered a generous 14.6 cubic feet of trunk space, too. Unfortunately, interior plastics quality, execution and overall refinement were below average compared to the economy class leaders.
Some notable changes occurred after the Aerio's debut. In 2003, it received a slight power boost to 145 horsepower (from the initial 141 hp) and minor interior trim refinements; uplevel GS and SX models got a six-disc CD player and could be had with all-wheel-drive traction. The 2.0-liter engine was replaced by a 2.3-liter unit in 2004, and horsepower rose to a rather impressive 155. Suzuki added more standard features in 2005 and redesigned the instrument panel, which we had previously criticized as having hard-to-read gauges and a lack of storage compartments. The wagon was dropped for 2007, leaving the sedan to finish out the Aerio's production run by itself.
As a used car, the Suzuki Aerio does have a few things going for it. Its attractive price when new looks even better now that depreciation has taken its toll, and its peppy engine and optional all-wheel drive were pleasant qualities. But the Aerio was never particularly enjoyable to drive and generally came up short in terms of refinement and features.
Suzuki Esteem
Suzuki Samurai
Suzuki Sidekick
Suzuki Swift
Originally designed as a city car for Japanese and European markets, the subcompact Suzuki Swift occupied the bargain end of the economy car class during its 13-year run in the U.S. Although Suzuki sold a sedan version for a few years, most consumers will remember the more popular Swift hatchback offered continuously from 1989-2001.With a price tag well under $10,000 and fuel economy ratings around 40 mpg, the Suzuki Swift was a brutally practical option for buyers needing basic transportation. Its very small size and 16-foot turning radius made it a cinch to maneuver in tight spaces. And to its credit, the Swift provided adequate acceleration, at least when equipped with a manual transmission.
In most other respects, though, the Swift wasn't well suited to American driving habits. A noisy highway ride, low handling limits and a total lack of amenities, including power steering, were its main faults. And with a curb weight under 1 ton, the odds were rarely in the Suzuki's favor in the event of a collision. Mechanical reliability proved to be a strong point, but the Swift's low-end interior bits and body panels weren't especially durable.
Due to high depreciation, Suzuki Swifts can be extremely inexpensive to buy on the used market. Unless you're in dire need of an urban runabout at a rock-bottom price, though, you'd be wise to look at a larger, more refined, better-equipped car from one of the major Japanese or Korean automakers.
Most Recent Suzuki Swift
Suzuki sold the Swift subcompact in two generations, the more recent of these stretching from 1995-2001. This Swift was offered only as a hatchback, motivated by a 1.3-liter four-cylinder engine rated at 70 horsepower and 74 pound-feet of torque. In 1998, Suzuki swapped in a 16-valve version of this engine, resulting in 9 extra hp (for 79 total) and a smidge more torque.
A standard five-speed manual transmission drove the front wheels, and a three-speed automatic was available as an option. The latter was best avoided, as it compromised the small hatchback's stamina and significantly reduced gas mileage.
For most of the model cycle, the Suzuki Swift came in a single base trim level. Standard equipment included skinny 13-inch tires, daytime running lights, dual front airbags, cloth upholstery and three-point seatbelts for all outboard occupants (with a lap belt only in the rear center position).
ABS was the lone factory option, but Suzuki discontinued it after the '98 model year. Air-conditioning and a stereo could be added as dealer accessories. In 2000 and 2001, Suzuki created GA and GL trim levels. The GA was equipped like the base Swift of previous years, while the GL had the A/C and cassette deck as standard.
Past Suzuki Swift Models
The earlier generation of the Suzuki Swift was sold from 1989-'94. Equipment was similar to that of later Swifts, but in addition to offering a sedan body style from 1990-'94, Suzuki created a junior econosport called the Swift GT (GTi in '89 only).
The GT hatchback had a higher-compression, twincam version of the 1.3-liter engine that made 100 hp, along with larger 14-inch wheels, a sport-tuned suspension, four-wheel disc brakes, a rear spoiler and sport seats. It was still more of a warm hatch than a hot hatch, but compared to other Swifts, which had the 70-hp engine and wimpy 13s, the GT was reasonably fun to drive. A five-speed manual gearbox was the only transmission available on the Swift GT; other models could be equipped with an optional three-speed automatic.
For most of this generation, the Swift lineup consisted of a base GA hatchback and sedan, a better-equipped GS sedan and the sporty GT hatch. During the 1989 and '90 model years, Suzuki also offered midrange GL versions of both the hatchback and sedan, along with a GLX hatch that had some of the GT's cosmetic add-ons but not its upgraded engine and running gear.
In standard GA guise, the Swift offered very few features -- cloth upholstery was the only amenity of note. The GL models added tinted glass, power mirrors, intermittent wipers and a rear defroster. On top of those items, the GS sedan had an AM/FM stereo with a cassette deck. Air-conditioning was available as an accessory.
Following a mild refresh in 1992, the Swift GS added a center console, a tachometer and a clock. Curiously, GS sedans and GT hatchbacks from '92 and later also had power steering -- a convenience that didn't carry over to the subsequent generation.
One thing to keep in mind if you run across a Suzuki Swift from this era is the minimal safety content. There were no front airbags, and ABS was not an option.
Suzuki Verona
Quentin Crisp once said, "If at first you don't succeed, failure may be your style." It's a message Suzuki wisely took to heart in its expeditious handling of the short-lived Verona.Sold as the Daewoo Magnus internationally, the Suzuki Verona was launched on U.S. shores in model-year 2004, a reflection of Suzuki's desire to carve its niche in the lucrative midsize sedan segment. The Verona came armed with one of the lowest price tags in the segment, along with a decent interior and pleasant ride quality. Still, it became immediately apparent that the sedan's modest charms weren't enough to lure buyers in this highly competitive segment.
Suzuki's sales goals were by no means overly ambitious -- the manufacturer hoped to sell a meager 25,000 Veronas per year. Sales fell short of even these humble expectations as consumers were turned off by the car's lack of key safety features and unimpressive handling and performance. Suzuki quickly called it a day, killing the Verona in 2006. However, the manufacturer hasn't let go of its dream of conquering the midsize sedan segment. Suzuki has announced plans to re-enter the category in the near future with an all-new vehicle.
Most Recent Suzuki Verona
Available in a single generation spanning 2004-'06, the Suzuki Verona midsize sedan was the largest car in Suzuki's roster at this time. With one of the lowest price tags in its segment, this Suzuki was designed to appeal to buyers wanting an inexpensive way into the midsize sedan category.
Verona buyers got a car with handsome though nondescript looks, and a wheelbase roughly equal to that of a Honda Accord. The most inexpensive Verona was the S trim, which came with keyless entry, 15-inch wheels, cruise control, air-conditioning, full power accessories and a CD player. Next up was the LX, which added climate control, 16-inch alloys and auxiliary remote steering wheel controls. Those who chose the Verona EX benefited from additional features like an electrochromatic rearview mirror, heated seats and a power moonroof. Traction control was the only option, available solely on the EX.
This family sedan was more notable for what it didn't offer than for what it did. Convenience features like a tilt and telescoping steering wheel and one-touch up/down windows weren't available, even though they were commonly found elsewhere in the midsize segment. Also absent was an in-dash CD changer. Its safety features list also came up short, as the Verona initially failed to offer side and head curtain airbags. (Side airbags were eventually added, however.)
Inside its cabin, the Suzuki Verona drew favorable comparisons to the Honda Accord and Volkswagen Passat. Gauges were pleasant to look at and some materials did a nice job of conveying an air of quality. Materials weren't universally up to snuff, though. The Verona's leather was coarse to the touch, and plastics on the dash felt cheap. Control stalks were flimsy relative to those of other cars in its class.
The car's engine, a 2.5-liter inline six-cylinder producing 155 horsepower and 177 pound-feet of torque, struggled laboriously to help the Verona accomplish even the most basic passing maneuvers and distinguished itself as one of the weakest in its class -- even relative to competing sedans' inline four-cylinder engines. On the plus side, the car's four-speed transmission made the best of the situation with well-timed shifts.
Suzuki took steps to make the Verona more palatable. In 2005, the car got long-overdue side airbags, along with a standard tire-pressure monitoring system and a trunk-mounted tool case. LX models benefited from a standard sunroof. Antilock brakes became standard in 2006; the trim lineup was also condensed into two trims, the Base (which was similar to the former S) and the Luxury (similar to the ES).
In editorial reviews, the Suzuki Verona's driving experience proved to be a disappointment. Acceleration was lackluster and the car was wobbly around turns; steering, too, came up short, feeling disconnected from the road. In its favor, the Verona offered capable brakes and a comfortable ride.
In the end, though, even Clarence Darrow would be hard-pressed to win a case for the Verona. Although inoffensive, it simply didn't measure up to its rivals; in an Edmunds.com comparison test of 10 midsize sedans, the Suzuki Verona was the last-place finisher. Used-car buyers seeking dirt-cheap prices in this segment would be better served by choices like the Hyundai Sonata or Chevrolet Malibu instead.
Suzuki Vitara
By the late 1990s, the major Japanese automakers had established a new design direction for compact SUVs by introducing models with car-based platforms for enhanced comfort and efficiency. However, Suzuki had been in the cute-ute business longer than almost anyone, and when the time came to replace its long-running Sidekick, Suzuki stuck to its traditions for the then-new Vitara.Essentially, the Suzuki Vitara was born with the roots of a truck. Instead of adapting new, lighter unibody construction, the Suzuki maintained a rugged body-on-frame design. Every Vitara rode on a solid-rear-axle suspension and came with either rear-wheel drive or four-wheel drive with low-range gearing. Thanks to 8 inches of ground clearance, 4WD models possessed better-than-average off-road ability. An available two-door convertible body style also made it possible to equip a Vitara as a fun-in-the-sun runabout, and responsive steering made it enjoyable on any surface.
Still, the Suzuki Vitara had too many detriments weighing it down in real-world driving. Slow acceleration was a problem with either of the small four-cylinder engines, and a hard-to-shift manual transmission didn't help. The low-tech suspension could never absorb bumps very well, the rear seat was cramped (space was identical in both body styles) and cargo capacity was a modest 45 cubic feet even on the four-door. Finally, the interior looked dated even when new, and some of its controls weren't user-friendly.
Suzuki raised the Vitara's standards in power and features over time, but at both the beginning and end, we'd still say Honda, Toyota and Subaru had better SUVs for the street, while Nissan and Jeep had better off-roaders.
Most Recent Suzuki Vitara
While the upscale Grand Vitara lived to see another generation, the regular Suzuki Vitara led one lifetime spanning from 1999-2004. Body styles included a four-door hardtop and a two-door convertible soft top that was shorter than the four-door by 11 inches in both length and wheelbase. A 1.6-liter four-cylinder with 97 horsepower was the base engine on two-doors; a 2.0-liter version with 127 hp was optional on the two-door and standard with the four-door. Both engines came with a five-speed manual or four-speed automatic, with shift-on-the-fly four-wheel drive optional with any combination.
The Vitara's initial trim lines were JS (2WD) and JX (4WD), though by its second year that expanded with the JLS and JLX, which became the only models with power windows, power locks, air-conditioning, and on the four-door, cruise control. Among two-door Vitaras, the JLS and JLX were also significant for having the more tolerable 2.0-liter engine.
Many details changed over the years. Along with the trim line changes for 2000, the two-door Vitara earned standard air-conditioning. For model-year 2001 came a new grille, seat fabric and an easier-to-use stereo. In 2002, the JS and JX got dropped completely and took their 1.6-liter engine with them, trimming the Vitara line down to JLS 2WD and JLX 4WD models. All trim lines vanished for 2003, and only the four-door model made it to the Vitara's final year in 2004, when a 165-hp 2.5-liter V6 became the new engine.
If you feel compelled to buy a Suzuki Vitara, later is better: The improved content and ergonomics of more recent models make for a more appealing SUV. Regardless of year, try sticking to models with at least the 2.0-liter engine, whose 127 hp is just enough.
Suzuki X-90
In-Production
Suzuki Forenza
At some point in their lives, most people find themselves in need of a small, inexpensive car that gets them around with minimal hassle. While the names "Civic" and "Corolla" come up in most every small sedan buyer's research, the trouble is that you often pay dearly for these household names. In hopes of attracting people on a tighter budget, Suzuki offers the Forenza.This value-oriented compact has been out for a few years now and comes in sedan and wagon body styles. It boasts a low price of entry, a roomy interior, European-inspired design, a host of standard features, a competitive amount of horsepower and a seven-year, 100,000-mile warranty.
At a glance, the well-equipped Suzuki Forenza appears to offer terrific value. But in our evaluations, we've found that it falls short of the segment leaders in terms of performance, fuel economy, handling and interior refinement. As such, we feel it's a compromised, marginal player, struggling just a bit too much to keep up. Unless you really need the extra space of its available wagon body style, we recommend that you focus on one of its more worthy competitors.
Current Suzuki Forenza
The Suzuki Forenza is actually built by the Korean automaker Daewoo and rebadged as the Forenza for the American market. It's offered as a four-door sedan or wagon in a single trim level with various available packages. Standard on all are four-wheel disc brakes, air-conditioning, front seat side airbags, full power accessories and a CD/MP3 stereo with steering-wheel controls. A Convenience Package adds cruise control and remote keyless entry, while the Popular Package adds those items plus a sunroof. Antilock brakes are optional.
The Suzuki Forenza is powered by a 2.0-liter four-cylinder with 127 horsepower and 131 pound-feet of torque. While these outputs are competitive on paper, we've found that the engine offers less motivation than expected. It performs adequately with the manual transmission but feels burdened and underpowered when saddled with the four-speed automatic. To make matters worse, it's not particularly fuel-efficient or refined, either.
The Forenza's cabin is something of a mixed bag, too. It's spacious, with lots of stylish metallic accents, and offers some features not normally found at this price point. However, we find this is offset by inconsistent materials quality and an overall lack of refinement and execution compared with class leaders. If you can get past that, there's lots of rear legroom for adults and a 60/40-split-folding seatback for extra utility. The sedan provides 12 cubic feet of trunk capacity, with the wagon offering nearly 62 cubic feet of space with the rear seat folded.
On the road, the Suzuki Forenza exhibits soft, rubbery handling and a poor ride quality compared with its competitors, as well as excessive wind noise on the highway. Although it's compliant enough, we found there's little suspension control over bumps and ruts. Handling around corners is loose and unsure, with excessive body roll and minimal grip from the tires. When merging into traffic, automatic-equipped Forenzas accelerate weakly and any maneuver takes a little planning. One bright spot is the braking system, which provides short stopping distances despite a slightly spongy pedal.
The Forenza debuted in 2004, with the wagon model following in 2005. That year also brought standard side impact airbags for all Forenzas. The Forenza was freshened up a bit for 2006, receiving a new front fascia, redesigned seats, new wheels and revised trim levels. Used economy car shoppers are advised to check out the competition before committing to the Forenza.
Suzuki Grand Vitara
The Suzuki Grand Vitara is a small SUV that attempts to deliver the often mutually exclusive attributes of off-road ability and on-road comfort. In its first generation, the Grand Vitara featured a trucklike chassis, V6 power and low-range gearing. The new model has a similar powertrain but features a body structure that blends car and truck chassis designs.Due to a variety of shortcomings, the original Grand Vitara did not achieve a great deal of success in the U.S. marketplace. The current model is greatly improved, however, and would be a good choice for a consumer interested in a comfortable and affordable compact SUV that can be used for typical daily urban purposes in addition to occasional recreational jaunts on dirt trails.
Current Suzuki Grand Vitara
The current Suzuki Grand Vitara represents the model's second generation and has been available since the 2006 model year. This compact SUV has seating for five passengers, V6 power, a long list of standard features and available four-wheel drive with low-range gearing.
There are three styles available for the Suzuki Grand Vitara: base, XSport and Luxury. Even base models are pretty well equipped with features like automatic climate control, full power accessories and side and side curtain airbags. The XSport has a few additional items including keyless startup, while the top-line Luxury has, well, luxurious upgrades like leather seating.
Like most other compact SUVs, the Grand Vitara features a carlike unibody chassis for improved body rigidity, handling and safety. Suzuki has attempted to differentiate it, however, by incorporating a ladder frame design into the unibody structure. The company says this enhances the vehicle's off-road and towing abilities.
The Suzuki Grand Vitara is equipped with a 2.7-liter V6 engine that's capable of 185 horsepower. A five-speed manual is standard on the base model, while a five-speed automatic is optional. Luxury and XSport versions have that automatic as a standard feature. A four-wheel-drive system with low-range gearing is available for all trim levels.
In editorial reviews, this Suzuki SUV has earned favorable commentary for its long list of standard features, attractive price and above-average abilities when taken off-pavement. Downsides mainly revolve around the engine, which our editors have found to be noisy and lacking in power at highway speeds and when carrying or towing large loads.
Changes have been minimal since this generation's Grand Vitara debuted. Most notably, there was a midlevel Premium trim that was available for 2006 and '07.
Past Suzuki Grand Vitara Models
The original Suzuki Grand Vitara debuted for the 1999 model year and lasted through 2005. It served as a replacement for the Sidekick, Suzuki's previous compact SUV. There was also a "regular" Vitara -- the difference between the two was that the Grand Vitara came with a V6 engine and more standard equipment and was available as a four-door body style only.
In its first year, the Grand Vitara was the only small SUV for the U.S. market equipped with a V6 engine. Upon release, this 2.5-liter V6 made 155 hp. Other distinct design elements included a trucklike chassis and low-range gearing on four-wheel-drive models. The main trim levels were either two-wheel-drive JS or four-wheel-drive JLX. There were also "plus" versions that came standard with antilock brakes and alloy wheels. In 2000, a plush Limited model was released that featured, among other luxuries, leather seating. In 2002 the V6 gained 10 more hp, and in 2003 Suzuki simplified the trim levels to be known simply as 2WD and 4WD.
Though many of its specs looked good on paper, this Grand Vitara's shortcomings quickly became apparent in editorial reviews. The V6's output lagged behind many competitors' four-cylinder engines; ride quality was poor over rough pavement; and the interior was short on comfort and space. For the most part, shoppers interested in a used SUV should look elsewhere.
Suzuki Reno
No matter how you slice it, the Suzuki Reno is basically a Suzuki Forenza wagon with a slightly more stylish body. It shares that car's basic architecture, engine and transmission. A four-door compact hatchback, the Reno offers all the flexibility and cargo-hauling ability of a small wagon but with a slightly more stylish body. The net result is an affordable car with plenty of interior space and lots of features. Don't expect class-leading performance, however, as the Reno lags behind the competition in virtually every driving-related category -- even fuel economy.Current Suzuki Reno
The Suzuki Reno debuted for the 2005 model year. With its emphasis on value, the Reno's long list of standard features quickly takes center stage. Many modern compact cars come standard with power door locks and windows, a tilt wheel and other convenience features, but the Reno goes a little further by offering such features as a micron air-filtration system for the cabin, a four-speaker CD stereo with MP3 capability and a height- and lumbar-adjustable driver seat -- all without checking a single box on the options list.
Clearly the car is an excellent value, even more so if you're looking for an affordable used car. Still, "excellent value" doesn't exactly bring to mind comfort or power. While the EX trim level is loaded and includes features like leather seats, remote keyless entry and cruise control, the Reno in any trim offers barely adequate performance, particularly in the acceleration department, with the Reno's subpar fuel economy adding insult to injury. Handling is also less than spectacular, as Suzuki has endowed the Reno with a soft, smooth ride at the expense of cornering ability. However, this is a trade-off that the average consumer will likely appreciate.
Because the 127-horsepower, 2.0-liter four-cylinder engine is working so hard to keep up, a good deal of engine noise makes its way into the cabin. Competitors like the Mazda 3 are more refined and quicker by comparison.
The Reno's interior comes up short as well when compared to other domestic and import-branded small cars. The materials are low quality, and many panels simply don't fit correctly. Though the Reno's long powertrain warranty is a bonus, it's not really enough to overcome the car's faults. We suggest that shoppers looking for an inexpensive hatchback skip the Reno and check out more viable choices.
The Suzuki Reno has undergone a few changes since its '05 debut. 2006 brought the addition of a standard tilt steering wheel and new seat fabrics, while '07 saw the inclusion of a standard tire pressure monitoring system for all trim levels. Unfortunately for audiophiles, the formerly standard eight-speaker stereo was dropped altogether for '08, leaving a meager four-speaker unit in its stead.
Suzuki SX4
While Suzuki makes class-leading motorcycles that are desired from Okinawa to Omaha, its luck in the automobile market has been less than stellar. Most recent models have essentially been rebadged Daewoos. One exception is the Suzuki SX4, a compact car that proves the small Japanese company now makes better cars when it takes on the project itself. While it's not quite as fun as Suzuki's two-wheeled vehicles, the SX4 is nevertheless a thoroughly competent and well-made small car.Considering that Americans still overwhelmingly prefer sedans to hatchbacks, the new-for-2008 sedan model gives the Suzuki SX4 an advantage over other subcompact cars that are offered only with a hatch. The standard all-wheel drive on the hatchback also gives the SX4 a decided advantage, as do both models' impressive build quality and sporty styling. However, its 143-horsepower four-cylinder engine struggles with the hefty curb weight, and fuel economy is consequently below average as a result. If your top priority is having a fuel-sipping compact, the SX4 is not the best choice. Yet while other subcompacts may lean toward either sportiness or comfort, the Suzuki SX4 does a good job of providing both, with the added bonus of all-wheel drive and a sedan model.
Current Suzuki SX4
The Suzuki SX4 debuted for the 2007 model year. It's offered in four-door hatchback and four-door sedan body styles that actually differ from each other quite a bit. The hatch is aimed at a more rugged, active lifestyle, with standard all-wheel drive, SUV-like body cladding and a taller ride height. The front-wheel-drive sedan is 110 pounds lighter than the hatch (thanks to the deletion of AWD), has different suspension tuning, a sporty body kit and is 15 inches longer despite sharing the same wheelbase.
Underneath its sporty exterior lies a platform shared with the award-winning Suzuki Swift sold in Europe and Japan. This translates into a car with ride and handling characteristics seemingly fashioned for those locales. The ride is on the firm side, but in an upscale sort of way, absorbing bumps and undulating pavement with impressive composure. Its steering is also tight and direct, offering one of the more fun driving experiences in this segment.
For those in colder climes, the SX4 hatchback should prove attractive, as it is the least expensive all-wheel-drive car on the market. Featuring three modes, the AWD system can be configured for maximum traction or fuel economy. AWD Auto is like many crossover SUV systems that shunt power to the rear wheels only when front-wheel slippage is detected. AWD Lock is for lower speeds through snow or mud, while FWD mode is best for fuel economy. In most cases, that's the mode of choice, since neither body style achieves good fuel economy numbers for this class.
The interior is one of the Suzuki SX4's best attributes, sporting a simple, user-friendly design and top-notch materials. Standard equipment includes air-conditioning, full power accessories, a CD/MP3 player and a six-way manual driver seat that provides good space for taller drivers. The SX4 Sport trim adds luxurious niceties like automatic climate control, cruise control, SmartPass keyless entry and ignition, a trip computer and a premium audio system with six-CD changer, subwoofer and steering wheel controls. Although not as versatile as some other subcompact hatchbacks, the SX4 does offer plenty of rear passenger room and cargo space thanks to a flip-and-fold backseat that's placed high atop the floor for so-called "stadium seating."
Changes to the Suzuki SX4 lineup since its debut include the addition of the front-wheel drive SX4 Sport sedan in '08; in its first year of production, the SX4 was offered only as an all-wheel-drive hatchback.
Suzuki XL7
The original Suzuki XL-7 was designed to appeal to people who liked the idea of having seven-passenger seating in an SUV but didn't want the hassles and expense of owning a full-size sport utility. By taking an extended-wheelbase version of its Grand Vitara small SUV and installing a third-row seat, Suzuki pioneered a concept, and indeed many other manufacturers have been doing the same with their smaller SUVs. Unfortunately, the first XL-7 was neat in theory but flawed in execution. Its third-row seat was too small to be of any real use and its aging truck-based design, claustrophobic cabin and poor-quality interior pieces relegated it to bit-player status among a growing and increasingly refined field of midsize contenders.
Fortunately, Suzuki made amends with a completely redesigned second-generation midsize XL7. The largest Suzuki ever, the new model is 10 inches longer and 2 inches wider than before. Designed for the North American market, the latest Suzuki XL7 is based on partner GM's midsize crossover SUV platform, which means it bears some mechanical resemblance to vehicles like the Chevy Equinox. Compared to the old model, the new XL7 certainly looks and works much better overall, with improved ride and agility, a smoother, more powerful Suzuki-built V6 engine and roomier, more comfortable passenger accommodations. The third row, however, is still obviously meant for children only, like others in this class.
Current Suzuki XL7
Redesigned for 2007, the current Suzuki XL7 is a well-equipped, five- or seven-passenger midsize crossover SUV available in four trim levels: base XL7, Premium, Luxury and Limited. The Premium and Luxury models are available in either seating configuration, while the flagship XL7 Limited delivers standard seven-passenger capacity. (Note the name XL7; it was changed from XL-7 starting in 2007).
All models are available as front-wheel drive or with all-wheel drive for enhanced traction in slippery weather or on dirt trails. Motivation is provided by a Suzuki-built 3.6-liter V6 providing 252 horsepower and 243 pound-feet of torque. Standard on all models is a five-speed automatic transmission with a manual shift mode.
The new Suzuki XL7 is the largest, most comfortable Suzuki SUV ever built, with a spacious, functional and refined interior. With deep footwells, the XL7 provides lots of room to stretch out. The second-row 60/40-split seats tumble forward for easy access to the third row, or fold completely flat. The optional 50/50-split-folding third-row seat can be folded flat as well for additional cargo-carrying room.
Included is a long list of standard features, including alloy wheels, security alarm, automatic climate control, privacy glass and a six-speaker CD stereo; seven-seaters also feature rear underfloor cargo storage and rear air-conditioning. The Premium trim adds little in the way of standard equipment, but unlike the base model, it can be equipped with the optional third-row seat. The loaded Luxury trim level adds leather, wood accents and heated front seats. To this, the Limited piles on foglamps, a rear spoiler, the third-row seat as standard and satellite-radio-ready audio with navigation and DVD entertainment.
The new XL7's unibody chassis features full-length underbody rails for added strength, and it provides carlike ride and reflexes on the pavement where it counts. In reviews, we've found that this SUV is easy to drive on a daily basis. The engine is powerful, handling is secure and maneuverability is good enough to ply the crowded streets for weekend errands. The model's main weakness is that it doesn't feel as refined in terms of ride quality and engine smoothness as some other midsize crossover SUVs.
Changes since the current XL7's debut include the elimination of the third-row option for base models in '08, which resulted in a slight price drop. The Premium trim level was also new for '08.
Past Suzuki XL-7 models
Suzuki introduced the all-new midsize XL-7 in 2001. At the time, it was the first SUV in its class to offer a third-row seat for a price starting under $20,000. Based on the Grand Vitara, this XL-7 had a trucklike, body-on-frame construction and either rear-wheel drive or four-wheel drive with a two-speed transfer case. These rugged underpinnings made the XL-7 fairly competent for off-road use.
The model's optional third-row seat was of dubious value. There was plenty of luggage room with the rearmost seat folded down, but when the third row was in use, cargo capacity was very limited. Also, the mechanism to drop the third-row seating was fussy and awkward. The third row didn't fold completely flat and created "canyons" into which items could fall.
All models of the Suzuki XL-7 were equipped with a 170-hp, 2.7-liter engine matched to either a five-speed manual transmission or a four-speed automatic. In reviews of the time, we noted that we liked the availability of a third-row seat and the vehicle's reasonable price. However, we felt that it didn't match up well to the competition in terms of refinement or maximum off-road ability.
Changes to the first-generation Suzuki XL-7 were minimal. In 2002, power was increased to 183 hp and antilock brakes became optional.
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