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Suzuki

2011 Suzuki Kizashi Sport

Vehicle: 2011 Suzuki Kizashi Sport
Price as tested: CDN$29495

Performance: About a year ago, when Suzuki introduced their mid-size Kizashi. We love it so much that it was one of the nominees for our family car of the year, although it has taken a backseat to both VW Jetta TDI and Hyundai Sonata due to its noisy CVT transmission. A year later, Suzuki introduced the Sport version of the Kizashi. Instead of using CVT as with its AWD silibings, it comes with a sweet 6-speed manual mated with a nice clutch set-up. While the 6-speed has nicely done gear ratios to suit Kizashi’s sporty character, its clutch feel and feedback are anything but light and progressive. Its the sort of clutch feedback which feel right at home in any decent sports sedan. Gone is the rather noisy CVT, in with the 6-speed manual with the FWD version is a nice move by Suzuki. The rest of the mechanical bits are similar to those of other Kizashi. Other than the fact that Suzuki refused to put any 6-cylinders in the Kizashi, which is a smart move especially when you consider those V6 in Camry and Accord only have less than 10% taken rate. On the other hand, both Hyundai Sonata and Kia Optima have used the form of turbocharged 4-cylinder instead of any V6 is the prime example. That means Kizashi’s 2.4 liter 4-cylinder 16-valve with variable valve timing and electronic throttle are very good unit, indeed. Not only it doesn’t have the noisy and rough racket as Suzuki powerplants of yesterday, its refinement and NVH are about on par with those big boys from both Japan and Korea. The throttle response is quick, while it doesn’t feel breathless and irriating when pushed it through the rev range. 180hp, which is 5 down from CVT-equipped version and 170 lb/ft of torque certainly help matters, when you consider the fact that Sport costs 3241 lb at its wrist.

Handling: One of the most impressive aspects of Kizashi have to be its dynamic abilities. Despite the lack of AWD in Sport variant, its FWD doesn’t leave us cold. In fact, it remains as fast and well-planted as its with its AWD silibing. The electric power steering feels sharp and responsive, while remains relatively precise and pointy to where driver wants it to go. Even if it comes with stiffer sports suspension, it doesn’t have any of those rough-riding scanario as with many of those so-equipped rivals. In fact, its able to ride as good as many of Kizashi’s targeted premium rivals. The result is a ride quality which feel both supple and firm, without feeling spongy and softly sprung. It has a sense of suppleness which we usually feel in European rivals. Pushed the Kizashi through the twisties, it exhibits the amount of driving fun, which would feel like a rarity in a class of boring family sedan. The Kizashi feels every inch a proper sports sedan without a single doubt. Its electronic stability control remains uninstrusive when pushed hard into a corner, it only starts to intervene whenever driver rears its ugly heads. Its just a pity that Sport doesn’t come with the optional AWD. It would make Kizashi Sport such a world beater if Suzuki is able to put together a world-class AWD with a nice ESC and 6-speed manual.

Brakes: With standard 4-wheel discs and standard ABS, Kizashi’s stopping power is as impressive as its dynamic package. The stopping distance is short, while pedal feels solid and well-modulated. ABS only acts up at the right time at the right place wraps up such a nice engineered package.

Interior: Kizashi comes with proper 60/40 split fold-down rear seats with ski-pass through, while the hinges are nicely padded for keeping it from crashing into the groceries below. However, the high liftover and narrow side sills have limited the loading capacity into this rather spacious trunk.

The rest of the interior is typical Kizashi. It still have the best interior in recent Suzuki memory. There are nice materials on the dashboard and door panels, while the auto climate control is initutive and easy to use. Those leather seats are well-foamed and comfortable.

Conclusion: The Kizashi Sport is a very nice piece of engineering. The addition of a 6-speed manual to the party has added the spicy to the already potent sports sedan. Mix up with good looks, classy interior and a great chassis, Kizashi is definitely a car which should be in everyone’s shopping list.

Competitions:
Honda Accord
Toyota Camry
Hyundai Sonata
Kia Optima
Mazda6
Ford Fusion

OVERALL VERDICT FOR 2011 Suzuki Kizashi Sport
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 3/5
Value-for-money: 4/5

Overall rating: 4/5

2011 Suzuki Swift 1.4

Vehicle: Suzuki Swift 1.4GLX with 4-speed automatic
Price as tested: CDN$18500 (Estimated)

Performance: Even though Suzuki is struggling in both US and Canada, despite of their latest product offensive with the impressive Kizashi. It has gain a strong foot hold in Asian markets. Their latest 3rd generation Swift is the prime example of why Suzuki has been so successful everywhere else.

The subject of our tester is sourced by a small 1.4 liter, which is driven by double overhead cam and variable valve timing technology, along with 4-valve-per-cylinder. It has 95hp and 108 lb/ft of torque mating with an optional 4-speed automatic. Even if its a base 1.4 liter, it already solved much of Suzuki’s engines of old. That’s despite we still found some rough engine note on high rpm and while pushing through the middle ranges. However, its more refined and NVH is more acceptable given the pricepoint of the new Swift. The 4-speed automatic, on the other hand, provide a smooth and crisp shifting. What Swift really needs is an additional 5th gear for the automatic in order to use its engine sweetspot more effectively and efficiently. That would make the engine less buzzy without using more fuel. The entire powertrain feels surprisingly responsive, which considering it has to carry a lightweight 1055kg on our tester.

Handling: Considering the fact that the Japanese-market Swift has been famous for its dynamics. Even on our base model, Swift is a very capable little car. While you can’t describe it as a hot hatch like we did with 2nd generation Swift Sport, its certainly live up to Swift’s reputation on being a fun and fragile hatchback. The chassis is solid and flex-free, with the suspension on the right caliberation. We have complained of Swift’s predecessor, especially 1.6 Sport, has underdamping suspension. Suzuki has addressed this issue seriously, even in our base 1.4 Swift. The body rolls are minimal while understeer continues to be terminal, especially when riding with 16″ tires. Steering provides very good feel and feedback, also extremely precise and responsive to driver feedback. Push through corners, it exhibits surprisingly amount of fun factor usually won’t associate with its price tag.

Brakes: Another surprise given its price tag is the standard of 4-wheel discs with standard ABS. This segment usually comes with front discs with rear drums, with ABS as optional. Suzuki has packaged them all in the standard feature list. That said, the stopping distance is short. The pedal feels firm and well-modulated. Even on our humid weather, ABS doesn’t step in unnecessarily.

Interior: At the back of the Swift, it got a much needed rear washer/wiper as standard feature. Open the tailgate, it has 60/40 split fold down rear seats and a surprisingly flat floor. Unfortunately, the fold down rear seats aren’t folding completely flat. Leaving about 2 inches on top of the floor.

The use of materials and fit-and-finish have been much improved over its predecessor. While there are remain some hard plastic on the dashboard an door panels, the grained plastic materials on the dash have made those hard plastic looks so much nicer. Along with clear instrumentation gauges, our loaded Swift tester also gets an efficient auto climate control and more than enough cubbyholes.

Conclusion: After driven the new Swift, it doesn’t come as a surprise Suzuki is such a large player in Asian markets. It got ample amount of power, handles decently well and interior has plenty of amenities. All have wrapped up in an attractive package.

Competitions:
Hyundai Accent
Kia Rio
Honda Jazz
Toyota Yaris
Mazda2

OVERALL VERDICT FOR 2011 Suzuki Swift 1.4
=====================================
Performance: 3/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 3.5/5
Cargo/accessibility/layout: 3.5/5
Value-for-money: 4/5

Overall rating: 3.5/5

2010 Suzuki Alto

Vehicle: 2010 Suzuki Alto 1.0 with 4-speed automatic
Price as tested: CDN$15000 (Estimated)

Performance: For such a lightweight supermini with a tiny engine, one would expect the Alto to be rough and crude. While you won’t expect the same kind of refinement as in a Lexus, the Alto’s engine is surprisingly refined given its tiny displacement. With less than 1000cc of displacement while hosting 12 valves in a 3-cylinder powerplant, the Alto has 67 ponies and 75 lb/ft of torque at driver’s disposal. Yes, its slow at pick up while mid-range is adequate and top end is breathless. The throttle response is quick enough for a city car. It is very much a pleasant surprise given the low admission price point. Our tester comes with a 4-speed automatic. As one would expect from a city car, don’t expect paddle shifters come as standard with this automatic. On the other hand, Suzuki has set a very low gear ratiio for 1st gear for good acceleration. 2nd and 3rd gears keep this little mill on full boil, 4th makes Alto rides acceptably on higher speed. Better yet, this kind of supermini deserves a proper 5-speed manual gearbox to fully utilizes its engine performance.

Handling: With Alto’s simple underpinnings as it rides on rear coil springs, it rides and handles surprisingly well. There are plenty of body rolls when pushed due to its narrow 14″ tires and soft suspension. The reason for the soft suspension is because of the origin of this car. Its primarily engineered for the rough surface on Indian roads. While its softly sprung, it doesn’t mean the Alto doesn’t handle competently. The steering feel and feedback are decent, while providing good response. However, the turn-in feels numb and dead. Understeer is well expected in such case.

Brakes: With front discs and rear drums, Alto’s pedal feel is more than acceptable. The stopping distance is short and linear. Unfortunately, ABS isn’t available even as an option.

Interior: With the rear seats fold down, Alto has more than enough cargo space given its tiny physical dimension.

The rear legroom and headroom are surprisingly roomy, once again, given its physical dimensions. Just don’t put three persons at the back except you want to punish the one in the middle.

On the front, Alto has all the features one expects from a supermini. Everything from air conditioning to a well-made velour seats are much better than expected given its price range.

Conclusion: The Alto really shown why Suzuki is such a force to be reckon with in Asian market, as it has done eveything else reasonably well without leaving anything disappointed. The icing on the cake is how well-made given the price point.

OVERALL VERDICT FOR 2010 Suzuki Alto
=====================================
Performance: 2/5
Handling and ride/fun-to-drive: 2/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4/5
Value-for-money: 3/5

Overall rating: 3/5

2010 Suzuki SX4 hatchback

Vehicle: 2010 Suzuki SX4 hatchback JLX AWD CVT
Price as tested: CDN$24695

Performance: The single biggest improvement to the revised SX4 has to be its automatic gearbox. In the past, we criticized its gearing is too high for low gears and lack a proper 5th gear for highway cruising. Suzuki addressed this problem by giving us a CVT gearbox. What makes modern CVT so appealing in any senses is their gearless sensation, which provide ultimate efficiency when delivering power through the wheels and fuel economy. While there have been some good and bad CVTs over the years. The good ones are namely Audi Multitronic and Nissan Xtronic, while the poor ones are those from Chrysler. Suzuki’s version is certainly the middle-of-the-pack. It got enough refinement and smoothness to make SX4′s standard 2.0 liter DOHC 4-cylinder 148hp off-the-line with ease. Its 144 lb/ft of torque certainly helps to launch this puppy with authority. In the past, one has to use the manumatic mode to rev the SX4 at launch due to tall 1st and 2nd gearing. With the new CVT, SX4 can sails smoothly without any sort of roughness we have witnessed with yesteryear’s model. On the top, CVT makes SX4′s highway ride less buzzy and quieter than before. If one does have the urge to rev the SX4′s 2.0 liter up, there is always a paddle shifters for them to control the rpm through those artificial gears. However, the only drawback is the CVT is noisy when pushed the engine hard from 0 to 100 km/h.

Handling: SX4 with optional AWD handles surprisingly well, given its AWD system is mainly a FWD-bias variety. That means the AWD only starts to activate when it detects an offending wheel got stuck, then it starts to transfer the power from front to rear. Despite that, it remains a fairly confidence-inspiring vehicle when pushed through corners. The steering has nice feel and feedback, with enough precision to track through the path. Suspension is comfortably compliant which absorbs bumps and roughness relatively well. While there remain some safe understeer as with all those FWD-bias AWD vehicle, it remains a composed little car when hustle through twisties. Suzuki also gives SX4 standard ESP across the board, which works hand-in-hand with the AWD system, is a godsent in Canadian winter.

Brakes: With front discs, rear drums and standard ABS, SX4′s brake feels reassuring. The stopping distance and pedal feel reasonable. The pedal feels crisp and actually have some lives to it when press into the metal. ABS only steps in necessarily makes SX4 a very controllable car to drive during winter.

Interior: If there is one drawback to SX4′s interior packaging, its the fold-down rear seats don’t sit completely flat on the floor. There is about an inch or so above the floor.

As for the rest of the interior, SX4′s materials are more than reasonable given its price range. There are some rich materials on the dashboard and door panels, with we never used to be seen in Suzuki of the past. The velour seats are comfortable and well-foamed to provide decent support. Instrumentation gauges are clear and analog. On the other hand, the knobs for the semi automatic climate control and stereo are large enough to use with gloved hands.

Conclusion: Suzuki has done a very good job on redesigning the SX4. The addition of AWD with the CVT really have made SX4 even more appealing than before. Combined with its reasonable driving dynamics and a comfortable interior, those who are shopping for an affordable ride with AWD should seriously consider an SX4.

OVERALL VERDICT FOR 2010 Suzuki SX4 hatchback
=====================================
Performance: 3.5/5
Handling and ride/fun-to-drive: 3.5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4/5
Value-for-money: 3/5

Overall rating: 3.25/5

2011 Suzuki Kizashi

Vehicle: 2011 Suzuki Kizashi
Price as tested: CDN$31490

Performance: Suzuki’s previous attempt at the mid-size sedan was a flop, mainly due to the underwhelming Verona sourced by GMDAT. Suzuki has promised big thing with their in-house Kizashi, how does it fare in this ultra competitive segment? We will find out after this test drive.

Kizashi is currently only available with one 4-cylinder engine. Given it has 185 hp and 170 lb/ft of torque on paper, it doesn’t have to give up anything to its competitions. This 2.4 liter 4-cylinder, unlike Suzuki motors of yore, is no longer noisy and rough racket when pushed. It is, in fact, a smooth operator on all rpm which is a delightful surprise. The biggest surprise is the peppy acceleration this 4-cylinder offers given Kizashi’s 3329 lb curb weight, which isn’t light by any standards. Mated with Kizashi’s only powertrain is a CVT with paddle shifters on the steering. Unlike the CVT we drove in the facelifted SX4, Kizashi’s application is much more refined and more suitable for its mid-size sedan character. The paddle shifters allow driver to control rpm more actively since CVT tends to hang on a certain rpm for maximum efficiency. When it comes to CVT refinement, Kizashi’s application has been rated as some of the best from Nissan and Audi. That is really a high praise indeed. What the Kizashi really needs is a proper V6 engine from Grand Vitara if they need to compete head-to-head with Camry, Accord, Mazda6 and Altima.

Handling: What really impressed me most is Kizashi’s foundation. Suzuki engineers really have put lots of efforts when engineered Kizashi’s platform. The platform is rigid and strong, without any sorts of cracks and rattles. Then give it a well-calibrated suspension to hang its heads. When you consider Kizashi comes with a standard AWD, which is a very good system that is able to detect all the slippage by sending power to the offending wheel. It makes the Kizashi a truly sporty car to drive. In fact, the Kizashi’s driving dynamics is able to match up with Europe’s best all-wheel-drive rivals without breaking a sweat. The steering is sharp and precise, with plenty of on and off-center feedback. With the proactive AWD system mated with a sports suspension, it handles twisties like no other plain-jean Japanese mid-size sedans when pushed. The suspension is firm without feeling harsh. Suzuki engineers have managed to tune Kizashi’s suspension to have Germanic suppleness. This kind of Teutonic suppleness provides firm ride but definitely far from being rough. That makes Kizashi absorbs all the bumps and roughness with ease. On the other hand, the body rolls and understeer are very well-tempted. The Kizashi is not only “just” a family sedan, its a true sports sedan with AWD confidence.

Brakes: With 4-wheel discs and standard ABS, the Kizashi’s braking performance is as impressive as its dynamic package. The stopping distance is short while pedal always have a reassuring feel. The pedal feels solid and alive, while ABS doesn’t step in unnecessarily is an added bonus. That’s about round out a truly impressive dynamic package.

Interior: Suzuki interiors have come a long way in recent years. Kizashi is the prime example. Both the dashboard and door panels have covered in top-notch plastic materials, which feel more expensive than its price suggested. The leather sports seats are soft and supple; while providing excellent side, back and thigh support when its time to push the Kizashi around those fun twisties. The dual-zone climate control is both initutive and effective. Instrumentation gauges are clear and analog.

There are surprisingly amount of head and legroom at the back of the Kizashi. With the rear armrest fold down, it makes spending a long time at the back of Kizashi quite an enjoyable one.

If there is one drawback, that has to be Kizashi’s high trunk liftover and narrow side cut-off. It makes loading luggage quite a difficult task given how high Kizashi’s liftover is. As long as you can lift your heavy luggage into the trunk, there is a fold-down rear seats for maximum cargo capacity.

Conclusion: Suzuki’s latest attempt at the mid-size sedan is indeed a homerun. As it has a decent powertrain, it handles sweetly while offering lots of standard features at such a price point. If only Suzuki is able to convince consumers to seriously check out Kizashi while shopping at nearby Honda, Toyota, Mazda, Nissan and even Chevrolet stores; give them a proper test drive.

OVERALL VERDICT FOR 2011 Suzuki Kizashi
=====================================
Performance: 3/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 3/5
Value-for-money: 4/5

Overall rating: 4/5

2009 Suzuki Grand Vitara

Vehicle: 2009 Suzuki Grand Vitara JLX-L
Price as tested: CDN$29995

Performance: New for 2009, Suzuki introduced an all-new 4-cylinder engine in addition to its praiseworthy V6 in the Grand Vitara.

Its 2.4 liter 16-valve DOHC engine has 166 horses for driver’s disposal. While the horsepower figure is just about average in this class of 4-cylinder compact SUV, its 162 lb/ft of torque that is really moving this Vitara. With 4000rpm as maxium torque arrives, 162 lb/ft is more than enough to move Grand’s 4713 lb of leather-lined luxury. When it comes to refinement, it doesn’t sound like any rough motors of Suzuki in the past. Its level of smoothness and quietness are about as good as anything else made from Honda and Toyota. The throttle response is decently quick which is able to move Grand with authority off-the-line. All of those power is transferred through 4-speed automatic. While this auto is smooth and refined enough for most purposes, there are 2 huge quibbles. The 1st gear needs to set lower for better bottom-end acceleration, on the other hand, it needs a 5th gear for more relaxing highway cruise. The bottom line? If Suzuki engineers are able to address those issues for the next generation of Grand Vitara, it will improve its fuel economy and performance significantly. Speaking of fuel economy, we had an average of 11L/100km during our test-run. That is just average for a 4713 lb SUV with a 4 banger.

Handling: Given Grand’s status-of-life as a capable SUV in the dirt, its on-road capability is a delightful surprise. The rack-and-pinion steering provides decent feedback and response, with enough precision to tell driver where its turning. It doesn’t have any kinds of twitches which is usually associated with SUV. When it comes to push the Grand through twisties, it shines. While there are some amount of body rolls and understeer does surface when pushed hard. Grand is able to settle itself after body rolls commandably without tires complaint too loudly. That really shows how much efforts have Suzuki engineers have put through when engineered Vitara for most SUV buyer’s main purpose, driven on-road instead of off-road. Grand’s ESP works as a helping hands whenever driver starts to rear its ugly heads. It also works exceptionally well with Vitara’s full-time 4WD system that is incorporated with the ESP. It works good in the dry, it works wonderfully well in both rain and snow.

Brakes: With 4-wheel discs and standard ABS on the Grand Vitara, its brake pedal feel and modulation are better than average. The brake feels crisp and linear, without all those dead feedback we have experienced with Suzuki in the past. ABS works only when necessary.

Interior: Suzuki interiors have come a long way in the last couple of years, Grand Vitara is no exception. New for 2009, Suzuki has added a new trim level called JLX-L which include leather seats and automatic climate control for its 4-cylinder Vitara. While the leather seats are comfortable and provide the right amount of support, its the use of plastic materials that are most impressed in the cabin. There are enough soft-touch plastic on the dasboard and door panels. Its automatic climate control works like a champ with enough warm air blow through the vents. Instrumentation gauges are clear and analog.

The single biggest design issue with Grand Vitara still haven’t addressed with the latest revision. Instead of designing a rear door that is open on the top of the hatch, Suzuki designers remain stubborn to mount the door on the wrong side. Every time I need to unload, I have to open a very narrow angle on parallel parking spot and backing in. You also have to walk a far way through the door to get to where you want to go. While its understandable for those who drive a Grand on right-hand-drive markets, it doesn’t make sense for those of us who drive on the other side of the road.

Conclusion: Over the last couple of years, Grand Vitara’s most attractive proportion has always been its excellent V6 wraps in a compact package. With gas prices on the paramount, its a smart move for Suzuki to focus more of its 4-cylinder in their most important vehicle. This 2.4 liter 4-cylinder certainly does more than enough for Grand Vitara’s purpose without losing any of its character.

OVERALL VERDICT FOR 2009 Suzuki Grand Vitara
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Performance: 3.5/5
Handling and ride/fun-to-drive: 3.5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 3/5
Value-for-money: 3/5

Overall rating: 3.25/5

2009 Suzuki Swift Sport

Vehicle: 2009 Suzuki Swift Sport
Price as tested: HK$169800

Handling: Currently, there are 2 different kinds of Suzuki Swifts available on different market. In North America, the Swift+ is basically a rebadged Daewoo Kalos, which dressed as a Chevrolet Aveo and Pontiac G3. In the rest of the world, the Swift is completely developed by Suzuki Motors Corporation in Japan. On this edition of test drive, we take a look at one of the world’s most capable hot hatches ever. The Suzuki Swift Sport.

Suzuki Swift is a franchise that has always been known for pure driving fun in the hot hatch universe. That’s except for our Swift+, mind you, which is a tranished for this very good name. In the case of our tester, Swift Sport has got a strong and stout chassis to begin with. Its a stiff chassis that is completely free of anything called groans and rattles, which also serve exceptionally well for suspension system to hang its hats. Combined with the well-calibrated suspension with Monroe shocks, the result is a hot hatch that is anything but. The suspension is compliant without being too harsh for everyday driving. While the ride quality is on the firm side, its far from being harsh and unsettled. You would feel at home driving in Swift Sport as in any famed European hot hatches. The steering provides fluid steering feel and extremely precise, without being twitchy. The body rolls are minimal and understeer is almost non-existence. That really shows how balanced the Swift Sport handles. Its cornering prowess is on par with anything from Polo GTI to Mini Cooper S. Best of all, all Swift Sport has done without all the electronic nannies that tried to step in. Its the exact pure and exhilirate driving pleasure that makes driving hot hatch so much fun. Talk about having fun. :D

Performance: Swift Sport is only available with a 1.6 liter 4-cylinder DOHC 16-valve with variable valve timing. In terms of technological advancements, this little mill is nothing special. What it is surprising is how refined and smooth this little willing engine is able to provide compare with Suzuki engines of the past. 125hp is on par with most of its rivals. But its 132 lb/ft of torque arrives at 4800rpm is able to make up at the bottom end of the equation. Matched with this engine is the smooth-shifting 5-speed manual gearbox. True to the Swift tradition, the manual box has well-defined gates and short throw. The clutch is light and progessive, with a perfect blip point.

Brakes: Swift Sport has excellent pedal feel and modulation thanks to its large 4-wheel discs and ABS. Even after a couple of hard stops, it still retains its pedal crispness without showing any signs of brake fades. The ABS also acts accordingly without unwanted intervention.

Interior: Suzuki interiors really have come a long way in the last couple of years, as we have witnessed in Vitara and SX4. The latest Swift is no exception. The use of plastic materials and fit-and-finish are on par with anything in its class.

The single biggest highlight of Swift Sport has to be its awesome front sports seats. They provide great supports at all the right places for both driver and passenger. The automatic climate control works flawlessly. The rest of the interior is typical Japanese subcompact fanfare which means all the controls are in the right places.

There are enough rear space for 2 passengers but 3 has to be at a squeeze.

At the back of the Swift, it got a rear wiper for better visibility. Open the trunk, it got a low liftover design with proper side sills for extra versatility. With the rear seats fold down, you can put anything into the Swift without breaking a sweat. In short, you won’t sacifice any versatility even when driving a fun car.

Conclusion: There you have it. This is a Swift that is truly worthy of the Swift nameplate. It handles exceptionally well, it got a decent enough powertrain to suit most performance needs and it is very well-made. What really seals the deal for me is the significant price advantage Swift Sport over its competitions, without cut corners when it comes to build quality and feature content.

OVERALL VERDICT FOR 2009 Suzuki Swift Sport
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4/5
Value-for-money: 5/5

Overall rating: 4.75/5

2008 Suzuki SX4 sedan

Vehicle: 2008 Suzuki SX4 Sedan Sport with 4-speed automatic transmission
Price as tested: CDN$21345

Performance: Suzuki econoboxes of yesterday have always been known for their unrefined performance. Beyond unrefined, underpowered is another issue with this company’s little motors. Since the introduction of the SX4, all those have become history. Like this SX4 sedan, even though its 143 horses and 136 lb/ft of torque from its 2.0 liter motor are not the best-in-class. It certainly gives Suzuki’s motor a much better reputation than before. Its not only responsive and willing, its as refined and smooth as anything from the Japanese top-tiers. The 4-speed auto gearbox always keeps this DOHC engine in sweetspot, its also willing to rev on high rpms which can only dream about in Suzuki a few years ago.

Handling: Unlike the SX4 hatchback, which rides on a slightly softer setting. The sedan uses stiffer sports suspension which gives SX4 an even more impressive dynamic package. The steering is precise and accurate, with plenty of feedback for the driver. As expect from an econocar, safe understeer will rear its ugly heads at the edge of the limits. With SX4′s solid setting, its a truly confidence-inspiring little package. Its swift and docile in the twisties without sacificing its comfortable ride, which similar to the softer hatchback silibings. Best of all, its fun-to-drive without all those blendness usually associate with economy cars.

Brakes: With 4-wheel discs and standard ABS, SX4 brakes as confidently as it eats through corners. The whole braking system is sure-footness and reassuring without any kinds of numbness.

Interior: Along with the usual clear instrumentation gauges and nice velour seats, SX4 also comes with standard semi-automatic climate control and very pleasing interior ambience. The use of materials and fit-and-finish are Suzuki’s best efforts. With tasteful aluminum trim decorates the black interior really makes the interior a nice place to be.

However, when it comes to trunk access, SX4 is a letdown. There is no remote keyless entry nor any exterior trunk handle. When you are holding a huge baggage or lots of groceries, you have to put them down onto the floor. Use the remote keyless entry to open all the doors, get inside the car and use the remote release. When it comes to space itself, the trunk opening is high and cut-off swallow. In this case, you really have to go for hatchback when looking for practicality.

Conclusion: The SX4 is a surprising little package. Its not only performs surprisingly well, even without hatchback’s all-mode AWD, its equipment level will put many of more expensive cars to shame. Before you are going to Suzuki showroom, you have to decide one or two things. If you want the sportier sedan, you have to sacifice the versatility of AWD and hatchback configuration. On the other hand, a hatchback provides better all-weather traction but without the grunt and nimbleness of a sedan.

OVERALL VERDICT FOR 2008 Suzuki SX4 sedan
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Performance: 3/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 1/5
Value-for-money: 4/5

Overall rating: 4/5

2007 Suzuki SX4

Vehicle: 2007 Suzuki SX4 JLX auto AWD
Price as tested: CDN$23690

Handling: The SX4 shares the same chassis as the very worthy Japanese Swift hot hatch. Combined this platform with its advanced 3-mode AWD system, SX4 is a vehicle that’s years ahead of the unremarkable Aerio it replaces. This 3-mode AWD system is a nifty one, its a remarkable system consider how much SX4 actually costs. When it sets to “auto”, it sends 50% of total torque to the rear wheels when it detects any wheel slippage. The “lock” mode only distributes 30% of power to the rear wheels. One can also set it to “2WD” mode in sunny days for maximum fuel efficiency. In both “auto” and “lock” modes, SX4 performs exceptionally well on wet and gravel roads. Its a remarkable system that detects wheelspin efficiently and quickly whenever an offending wheel starts to slip. The overall dynamic character of SX4 is a nimble one, as it has slight understeer when pushed. The steering feels responsive and light although driver feedback is only acceptable. Body rolls are very well-controlled during enthuisastic driving.

Performance: SX4 is only motivated by only one engine. That is a 2.0 liter DOHC 16-valve 4-cylinder engine. With only 143hp and 163 lb/ft of torque pushing close to 2800 lb of weight, its barely adequate. This is a Suzuki engine that finally matched the refinement and flexability of Toyota and Honda’s units. However, it will definitely feel sluggish if there are 4 ppl on board. Consider Suzuki is going to rally with SX4, there is a potential for this model to go equipped with turbo as the rally machine. This little crossover needs at least 30 more horses and 50 lb/ft of torque to satisfied its stiff chassis.

Brakes: On our JLX tester, its standard with 4-wheel discs and standard ABS. The pedal feel is excellent and far from Suzuki’s previous spongy feedback. Stopping distance is short and ABS only kicks in when necessary.

Interior: SX4′s European Fiat influence continues inside. With best put together materials in Suzuki’s history. While you still find some hard plastic consider its econocar roots, the use of more soft-touched plastic and classy velour really made this the best interior in Suzuki’s entire history. The velour seats are comfortable while driving position is easily adjusted. However, there is one pet peeve. It feels like driving on top instead of in a car due to its crossover nature of the vehicle. The auto climate control is effective and air conditioning is cold.

There is plenty of head and legrooms for rear passengers. That’s something refreshing compares to cramped space in Aerio.

In terms of cargo space, its very well layout. Its 60/40 split fold down rear seats can created a complete flat-floor. You can put a bookshelf easily into the back of the SX4. Along with low liftover and squred cut-off, its a very versatile package.

Conclusion: The SX4 is a very refreshing vehicle from Suzuki. Its not only bring a nifty AWD and surprising dynamic quantity to the party. Its styling will also bring Suzuki into a more mainstream into the competitive subcompact segment. There is one thing, however, Suzuki needs to address quicker better than latter. That extra 40 horses wouldn’t amiss in this tidy little package.

OVERALL VERDICT FOR 2007 SUZUKI SX4
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Performance: 2.25/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4/5
Value-for-money: 3/5

Overall rating: 3.75/5

2004 Suzuki Verona GL

Vehicle: 2004 Suzuki Verona GL
Price as tested: CDN$22995

Performance: The Verona is the 2nd FWD vehicle that uses a straight 6 powerplant, other than Volvo S80. The 2 and a half liter straight 6 bumps out 155 horses and 177 lb/ft of torque. While its smoothness and refinement are enough to challenge BMW’s benchmark quality, its power is somewhat lacking even when compares to its rival’s 4 bangers. Its 177 lb/ft of torque arrives at 4k rpm barely feels adequate when accelerated off the traffic light, however, its top-range feels pretty decent thanks to its in-line 6 quality. The throttle response is quite responsive and linear. The saving grace for this I-6′s sluggishness is the smart 4-speed auto tranny. Its fuzzy logic system learns the driver’s right foot really quickly. That means it never hunts for the right gear and adapts each driver’s behaviour very quickly.

Handling: Verona is one of the most comfortable riding cars in its class thanks to its softly sprung setting. The ride quality has rivalled some of the more expensive cars available on the market, say a Mercedes E-Class. However, there are lots of body rolls and understeer when pushed through corners. While the steering has decent response, its somewhat lacking in terms of driver feedback and communication. Its also has a rather vague feel when doing left/right transitions. The 15″ tires standard on the GL model we tested tend to scream out when going out of each corner. Hopefully, the extra inch on the uplevel GLS can solve that.

Brakes: Another criticism of the Verona is you can’t get ABS in the base GL model, regardless of cost. That’s despite the brake pedal provides good pedal feel and modulation. Suzuki should make ABS as standard feature considering Verona’s starting price is 22 grand.

Interior: The use of materials inside the Verona can surprise many of the so-called luxury cars. Seats are covered with classy velour that feels soft and smooth to the touch, they also provide good supports. There are many soft-touched plastic on the center console and dashboard. The white instrumentation gauges are clear and easy to read. Although the climate control switches are small, they are ergonomically enough to use. The back seat is comfortable with plenty of head and legrooms.

At the back of the trunk, it got a low liftover with 60/40 split fold-down rear seats. However, the use of instrusive hinges is not a smart idea because it would crash into any lugguge right below it.

Conclusion: Verona should serve well as the first Suzuki mid-sizer. It good enough for those who are driving an Aerio and Vitara to upgrade to a mid-size sedan without going to the competitors. It would also be a good buy for those who want a V6 sedan at a very affordable price which is a few thousand dollars undercut its rivals.

OVERALL VERDICT FOR 2004 SUZUKI VERONA GL
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Performance: 2/5
Handling and ride/fun-to-drive: 2/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 3.75/5
Value-for-money: 4/5

Overall rating: 3/5

2003 Suzuki Aerio SX hatchback

Vehicle: 2003 Suzuki Aerio SX hatchback with 5-speed stick

Performance: With a 2.0L 16-valver DOHC engine that bumps out 141hp and 135 lb/ft of torque, the Aerio’s performance is more than adequate considered its weight and size. There are enough torque for daily driving and freeway merging. The engine provides power in a more flexible fashion than Suzuki’s 4 bangers of old. However, as with all Suzuki 4 bangers. This 2.0L doesn’t not feel as refine or flexible as many of its competitors. The engine feels rough and noisy during throttle and tend to run out of stream at the redline. The 5-speed shifter has decent shift feel. The gates are clear although it feels somewhat rubbery at times. Clutch is light and progressive.

Handling: One word to describe Aerio’s dynamic is: average. There are tons of understeer and body rolls as you push it through the corners. The steering lacks proper feedback both off and on-center despite the response is above average. Those wheels tend to scream out loud as you push it. The suspension feels firm but doesn’t seem to provide the dynamic it supposed to have. Ride comfort, once again, is about average.

Interior: As with the handling characteristics, the interior is average. While the radio and climate control switches are placed on a logically placed position. All the power windows, locks and mirrors are standard fare in an SX. There are few problems wth Aerio’s interior. Instead of using traditional gauges, Suzuki goes the route of providing numberial and bar “tachometer” that fly around in front of the driver. Its rather annoying when you see “numbers” flying around when driving. The traditional gauges work a lot better for the driver. Secondly, all the buttons for different functions are placed all around the center console, some of them are blocked by the steering on the left. Suzuki should group them together in a single unit. Thirdly, the top of the dashboard is all covered with cheap plastic. These hard and flimsy look really out-of-place considered how much this SX sold at. Fourly, I still don’t see a point of the little trangular winshield in front of the driver. It makes the side mirrors placed in a rather weird position and driver is harder to determine the front of the vehicle. This design really reminds me of GM’s infamous dustbuster minivans.

Brakes: With front discs/rear drums and standard ABS, Aerio’s pedal feel is better than average.

Conclusion: There’s no better word to describe the Aerio than competent. Those who are shopping for an Aerio should take a serious look at Protege5 and Matrix before making the final decision, that’s primarily because these are far superior cars. The premium paying for these cars are worthwhile over the Aerio.

OVERALL VERDICT FOR 2003 SUZUKI AERIO SX HATCHBACK
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Performance: 2/5
Handling and ride/fun-to-drive: 2/5
Fit-and-finish/build quality: 2/5
Interior/ergonomics/feel-good factor: 2/5
Value-for-money: 2/5

Overall rating: 2/5