Suzuki Reviews

People who say they wouldn't be seen dead in a light car, please come back and see me in 10 years. Or five years. Because, we hope, you won't be dead but commuting in a weeny car along with a traffic flow of other weeny cars on your way to work while smugly snubbing anyone with an SUV.You will change because the bright light of logic — driven by the need to preserve some of your soaring transport costs — will have illuminated above your head. This car, this Indian-made Suzuki Alto, is one of the cars that will change your mind into moving from small cars to the light-car class.Body and equipment It's clearly small and exaggerated by the chopped tail that puts the wheels at each corner — almost literally if you check out the back wheels — and the short, slanted bonnet. To be honest, it doesn't look safe. But it is! Surprisingly, the base model Alto GL has a four-star safety rating thanks to six airbags and ABS brakes with brake assist. That's as good as some much bigger cars — Mazda3, Toyota Corolla, Toyota Camry and so on — which is a bit comforting even if the view from the driver's seat is less succinct in relaying that message.Spend an extra $2000 and the GLX model gets the all-important electronic stability control plus a few extra goodies.Drivetrain, economy and price But the big news here is the economy. Suzuki claims 4.8 litres/100km from the 1.0-litre, three-cylinder engine when attached to the five-speed manual gearbox and, for the four-speed auto as tested, 5.5 l/100km.Diesel cars and hybrids do better than that but can't come close to the Alto GL's $12,490 price-tag (plus on-road costs) which is less than a third of the price of a Prius. The automatic transmission is an extra $2000 and the more upmarket Alto GLX starts at $14,490.It appears the economy is not only in the fuel. However, Suzuki stipulates only premium unleaded for the Alto which bumps up the petrol bill by about 9c a litre. So if you travel 15,000km a year the premium adds only $1.20 a week to the Alto manual's fuel bill. Big deal.Driving The cheap-as-chips car seats two adults and will take two children in the back seat. Rear seat legroom is a premium, though headroom isn't bad. Recognise that filling the car with people or luggage will severely dampen any dreams you have of this car having a career on the race track. In fact, just clearing the traffic lights is a blessing.No, it's not even remotely fast and as an automatic will be defeated by Chinese scooters and triathlons in training. But that's ignoring that it is a good drive. At idle the engine emits an odd beat that's in tune with its odd-numbered pistons, and yet sparks up quickly to become a nimble if somewhat buzzy power unit.Even the auto is remarkably adept at keeping up with the charade going on beneath the bonnet. Around the city and suburbs it's a comfortable car despite the thin seats. The suspension does a pretty good job of warding off poor bitumen and it's only the chunkier country asphalt, or a sudden winter-born pothole, that will make the Alto feel uncomfortable.It cruises easily and quietly at 100km/h and will take to country roads with only the driver's fear of larger vehicles being the deciding factor. Interestingly, the Alto has a full size spare wheel but has virtually no boot space. Not even a space-saver spare will help here.There are some welcome things about the GL, such as good front seat room and its brilliant turning circle, and some not-so-good things including the manual mirror adjustment (actually even the GLX has this) and the crappy sound of the audio system. But it's the future. Maybe not my future, more likely yours.Verdict: 78/100Make One Degree of difference today by calculating your carbon footprint and finding out what you can do to reduce it.

Unlike in Japan, micro city cars are a relatively rare sight on Australian roads. They populate the Japanese cities, where parking is impossible and insurance and taxes favour what they call ‘Kei’ micro cars.Locally smaller Japanese importers lead the way in the 1990s with the boxy Suzuki Wagon R and various 1.0-litre Daihatsus but sales were never strong for these budget econo-boxes.Today the quirky two-seater Smart ForTwo plays around the fringes of the light car pack but buyers have until now, have had little reason to bother with a three-cylinder city hatch. Australians, it seems, could never get their heads or hearts around a small engine unless astride a motorcycle.But roll forward to 2009 and micro cars like the new Suzuki Alto could soon enjoy their day in the sun. As budget buyers put their hip-pockets before horsepower, Suzuki's newest hatch could become a more common sight as fuel prices inevitably go up.Variants and pricing The two-model Alto GL and GLX range is expected to lead a baby car charge that will see the arrival of several new contenders over the next 18 months from China and Korea.Technically, Suzuki's five-door 1.0-litre enters the heavily populated ‘light car’ class and goes up against more powerful four-cylinder rivals from Korea and Japan. But the importer has a convincing pitch up its sleeve - price. The five-speed manual GL opener is $12,490, rising to $14,490 for the GLX manual. A four-speed automatic adds $2000.Equipment For that you get a well-equipped alternative to a second-hand car with safety features rarely seen as standard in this segment. The GL boasts six airbags, including head protecting side curtain airbags and anti-skid brakes as part of its standard safety package.Throw in airconditioning, single-in-dash CD stereo with MP3 auxiliary input, remote central locking, electric windows and the wee Alto becomes quite compelling. Move up to the GLX and you get electronic stability control thrown into the mix, as well as 14-inch alloys, front foglights, six-speaker stereo and tachometer.Suzuki Australia managing director, Tony Devers, says there is a growing awareness and expectation even among budget buyers that small cars should have curtain airbags, brake assist and stability control. "It is particularly relevant for parents buying their children's first car," he says.With that in mind, Suzuki wants to grow niche for the Alto ahead of new arrivals like the Hyundai i10, Proton Saga and budget entrants from China. It is doing a hard-sell on the car's safety and engineering, as well as low fuel economy and C02 emissions. Devers is hoping it will be as popular as it is in Europe and India, where demand is exceeding supply.Safety Despite its tiny size and light weight, the hatch makes extensive use of high-strength steels that help deliver a four-star crash rating. The smallest Suzuki tips the scales under 1000kg. It is 3500mm long and 1600mm wide and has a wheelbase of 2360mm and has a compact turning circle of 9m. To put that into perspective, the Alto is 255mm shorter and 90mm narrower than a Swift hatch.Drivetrain and fuel economy The Euro IV-compliant three-cylinder engine produces a modest 50kW at 6000 revs and 90Nm at 3400 revs and delivers a hybrid-like fuel economy figure of 4.8 litres/100km and CO2 emissions of 113g/km.The downside is that the engine must run on more expensive premium unleaded but it will also run on E85 fuel without complaint. However, according to Suzuki's calculations filling with premium adds an extra $1.20 a week for someone driving 15,00km a year.Although designed in-house, Suzuki turned to Europe for the car's contemporary look and driving experience.Interior and fit-out Inside there are no surprises. The cabin is contemporary with an integrated single in-dash CD/stereo, serviceable cloth upholstery and height-adjustable steering wheel. The motorcycle-inspired single speedo has an integrated digital fuel gauge and clock, while the tachometer on the GLX sits in its own pod to the right of the speedo.The front seats resemble those in the SX4 and Swift and are height-adjustable on the GLX. The back seats split-fold 50/50 with a small amount of boot space and there is a reasonable amount of storage space. The Alto is the first Australian Suzuki to be sourced from Suzuki's hi-tech Manesar plant in India.Driving To full appreciate the Alto's size, just pull up next to a Jazz at the traffic lights - the Honda looks enormous by comparison. The Alto is 400mm shorter and 95mm narrower than the smallest Honda and the 14-inch alloys look dinky on the car's grippy Goodyear rubber.But do not think for one minute that a three-cylinder Suzuki does not have the credentials to tackle bigger, more powerful rivals. Fire up the tiny engine and you get that distinct "heartbeat" throb at idle that identifies it as a three-cylinder. Once under way though that throb turns into a muted buzz that has a pleasant, if raucous, urgency as the revs rise.It may have a 988cc three-cylinder under the bonnet but combined with the car's low weight, the Alto is no shy, retiring type. It is quite capable of embarrassing some larger cars away from traffic lights and performs well when faced with the every day nip and tuck of city driving.The rorty engine has more than enough performance around town and for the occasional highway trip. The four-speed auto does sap some power, but the changes are slick and smooth. The surprise is that it will also cruise at 110km/h (3000 revs) in relative quiet and composure. Occupants are well insulated from wind and road noise.When we first drove the Alto we were surprised by its big-car ride and levels of refinement on some bumpy back roads. Now we've spent a week in a GLX commuting to and from work, our view has not changed. The ride is composed and handling composed. We've also grown to love the size and the fact that it will slide into small parking spaces that beggar belief.Another surprise is how the McPherson strut front and multi-link rear suspension soaks up the bumps of rougher undulating roads with composure that would not be out of place in much larger car.Thanks to the strong body, the Alto feels more substantial than it really is and the six standard airbags and stability control are welcome. The full-size spare tyre is also welcome in the segment. The added safety features are welcome but in reality, most drivers will never exceed the car's handling limits.Visually the car benefits from its European design input, with a cohesive tall-body look within its compact dimensions, set off with oversized headlights.In profile the car has a wedge shape courtesy of a rising shoulder line along the rear door. At the back, the truncated rear has a wide opening hatch with large tail-lights set high into the C-pillar.Inside, the cabin is sturdy and modern, despite the extensive use of hard plastics. This is Suzuki's first car out of India and it is a good effort. Despite reasonable storage space some of the creature comforts we have come to expect are missing.Suzuki has fixed the lack of a proper glovebox lid, but there's no a manually dipping interior rear view mirror. The exterior mirrors are also manually adjustable only and the car's horn sounds like the frantic cry of a budgie.A grippier steering wheel would be a nice touch too as the plastic tiller on the test car was a bit slippery. At least both the driver and front seat passenger do well in the comfort stakes. Occupants sit high and there is plenty of leg and headroom even if you sit shoulder to shoulder with your passenger.The SX4-sourced seats are supportive and comfy but when you jump into the back seat, legroom is modest. The boot too is tiny. We suspect many owners will just flip the 50/50 split back seats down and use it as a comfortable two-seater and occasional four-seater.We love the Alto's cheeky looks and thrifty economy. Being a Suzuki, the running costs should also be low. But its biggest advantage also remains its biggest challenge.Buyers will obviously compare the car's size and on-road price to dominate players like the Hyundai Getz, Toyota Yaris and Mazda2. Prospective Alto shoppers may also be wooed away by the slightly larger Swift.Verdict: 70/100 

There is a new baby car screaming for attention. Suzuki's new five-door 1.0-litre Alto hatch enters the light car class from $12,490 for the well-equipped five-speed manual.It is pitching into a new nursery of sub-light microcars heading our way from Korea and China over the next 18 months. But in reality it must also go up against larger-engined rivals like the three-door Hyundai Getz, Holden Barina and Toyota Yaris, as well as the Kia Rio.But Suzuki Australia general manager, Tony Devers, says the public mood is right for a car like the Alto. "If economists are correct we could be paying $1.60 a litre for petrol by Christmas so there is an opportunity with cars like this," he says."The Alto is not only a good proposition for budget buyers, but people with an eye for economy and the environment."He has big hopes for the five-door hatch even though Suzuki has set quite modest sales targets of just 1000 this year and about 3000 next year. Devers says it has the potential to help grow a new segment ahead of the arrival of the Hyundai i10, Proton Saga and entrants from China. "Hyundai is keen to see how this car goes but we don't want to give too much away with our expectations," he says.Suzuki is doing a hard-sell on the car's European styling and engineering, good fuel economy and low C02 emissions, presenting itself as a real-world low-cost `green' car."The Alto is already a hit in Europe and India, where demand is exceeding supply. Although designed in-house, Suzuki looked to Europe for inspiration in both the car's styling and driving experience.Platform and safety The smallest member of Suzuki's range tips the scales at just 850kg and measures 3500mm in length and 1600mm in width and has a wheelbase of 2360mm. It has a compact turning circle of 9m. The car is only marginally shorter than the Swift, which measures 3755mm long and 1690mm wider. Despite its diminutive size and light-weight, the Alto makes extensive use of high strength steels that have helped deliver a four-star crash rating.EngineThe Alto is powered by a Euro 4 compliant three-cylinder engine that develops 50kW at 6000 revs and 90Nm at 3400 revs .Its combined fuel economy figure is a hybrid-busting 4.8 l/100km and CO2 emissions of 113g/km. However, the downside is that the engine must run on more expensive premium unleaded.Variants and pricing Two variants are available, the GL and GLX. Introductory prices start at $12,490 for the GL manual with the GLX manual $14,490. A four-speed automatic is an extra $2000. Despite its low-cost entry, the micro-Alto gets standard safety features rarely seen in the light car segment. Six airbags, traction control, anti-skid brakes and brake assist are standard and the GLX version adds electronic stability control.The GL has air conditioning, CD stereo system with MP3 auxiliary input, remote central locking, anti-skid brakes and front electric windows.The GLX adds 14-inch alloys, foglights, a six-speaker sound system and tachometer. A full-size spare wheel is also standard.Appearance and interior Visually the Alto adopts a distinct Euro look within its compact dimensions and oversized headlights. In profile the car has a wedge-shape with a rising shoulder line along the rear door that provides a contemporary look. At the back the truncated rear end has a wide opening hatch with large high-set tail-lights and bumper. Inside the cabin uses sturdy, but hard plastics, integrated CD/stereo, height adjustable steering wheel.The driver gets a motorcycle-inspired single speedo with integrated digital fuel gauge. The front seats are similar to those in the SX4 and Swift and are height adjustable on the GLX. The rear seats split fold 50/50 with a small amount of boot space. There are plenty of storage spaces in the cabin.The CD stereo was specifically designed for the car to wrap seamlessly around the centre console.MarketDevers expects the Alto to be popular with people looking for a low-cost second car and two other distinct buyer types. "There are the over 45 couples or empty nesters and then the 18 to 23 year old singles looking for their first car," he says. The Alto is build at Suzuki's Manesar plant in India. The first Alto was launched in Japan in 1979 and over the past 30 years more than 10 million have been sold globally.DrivingThis is not a story about power and performance. The Alto is not that type of car. Instead, you get a reasonably willing little three-cylinder city commuter that even with just 50kW on board, can keep up with peak-hour city traffic without trouble.The bigger surprise is how refined the Alto is over rougher undulating roads. It exhibits a high level of engineering integrity in the way it steers and rides over some of Melbourne's harsher bumps.And those who expect tinny cheap-as-chips motoring will be pleasantly surprised. The Alto feels like a more substantial car that it really is and the six standard airbags provide some extra comfort. The doors shut with thud and the cabin is sturdy despite the extensive use of hard plastics.There is plenty of storage but the lack of a proper glovebox lid means valuable items will need to be tucked out of sight. Front seat passengers are treated well. There is plenty of leg and headroom and the seats are surprisingly supportive. In the back though, legroom is modest and so is boot space. We suspect many owners will just flip the 50/50 split rear seats down and use it as a comfy two-seater.Fire up the 988cc three cylinder and you get a distinct "heartbeat" throb at idle that smooths out once under way. At highway speeds the wee little hatch is quite capable of keeping up with traffic while the cabin remains impressively quiet and composed. Wind noise is low and the car will track true even in the harshest crosswinds.Of course if you mash the accelerator away from traffic lights the engine will scream its lungs out but it is a willing, if leisurely performer. Perhaps the only downside is that when mated to the smooth four speed auto - expected to be the most popular choice - it is a little slow off the mark.The steering is direct yet reasonably weighty, but not enough to discourage folk who like light-fingered steering. The Alto's tiny turning circle and size makes it the perfect city car.But the biggest surprise about Suzuki's newest hatch is that after four hours tootling around town we could quite easily have hit the road to Sydney without feeling even slightly embarrassed, particularly when you pulled up at a petrol pump.Make One Degree of difference today by calculating your carbon footprint and finding out what you can do to reduce it.

Unlike the magazine's 4WD Of The Year award, which only looks at vehicles that are new or significantly revised in that year, these annual accolades look at all the 4WDs on the market. In fact long-time champions dominate these awards but sometimes even long-time champs are forced to step aside. Best Value for Money

Now a three-door Suzuki Vitara is not for all. It is a smallish four-seater with limited luggage space if all seats are used.It may not be the first choice for covering long distances week in, week out.But at $25,000 the short Vitara is worth a long look as a daily commuter _ inexpensive to run, easy to park and still capable of a beach or bush weekend.For the Suzuki has a long and honourable four-wheel drive pedigree. It is built by a company with a long and honourable history in bolting together reliable machines.Exterior Current Vitaras are quite handsome vehicles. There are hints of a family heritage dating back to Suzuki's first Vitara in 1988.So the three-door is familiar yet manages to look fresh (even while this latest crop of Vitaras are largely style and mechanical updates to the 2005 versions).It is a no-nonsense, practical shape with just a polite hint of muscle that won’t scare the grannies. It is a sensible style _ if a little sexier than the five-door version _ that's practical in the scrub, tidy enough for town.Interior That line follows through to the cabin with decent ergonomics, sound system and air conditioning; instruments and controls are easily followed and there's good room for two up front, reasonable room (and access) for two behind.With the back seats up there's not a deal of space left in this short wheelbase machine, plenty for a day at the beach but maybe not for a week away for four. It is a compact compact.These rear seats do fold up and toward the front with ease, leaving a deal of cargo space. The spare wheel sits pretty on the tailgate.DrivetrainWhile there are some minor style change, including a flash new grille, it is the addition of a 2.4 litre, four-cylinder engine to the range that makes the biggest impact with the latest three-door Vitara.Allied to the five-speed manual gearbox, the 122kW motor is much handier than previous offerings. It is helped by variable valve timing and forever keen to have a go.All the while fuel consumption is averaging out around 9 litres per 100km. This will climb a little with sustained hard slogging _ up a soft sand track or through a boggy bush byway _ but this engine is generally quite thrifty.And the Vitara package is quite handy when road turns to track. The transmission runs all day in four-wheel drive but there is a four-high lock with centre differential locked, then a four-low range lock for more serious work.DrivingSuzukis are always willing little off-roaders, made handier here with the three-doors smaller body, shorter wheelbase plus better ramp-over and departure angles compared with bigger wagons.It is a nimble machine, whether dodging boulders or bollards; the three-doors advantage runs from tight parking spots to narrow bush tracks.It steers, rides and handles quite well. It is quieter than previous Vitaras, a little less edgy in the ride quality although for regular long trips the longer wheelbase five-door version would be a more comfortable option.It may not turn in, corner or hang on as deftly as a Suzuki Swift but the Vitara does not disgrace itself in the traffic. It is, with that 2.4 litre engine stirred, quite a decent point-to-point vehicle on a back road.So as a weekday run-around and weekend adventurer (for two) it is hard to ignore the three-door Vitara at this price. It is a value proposition with a good mix of on-road cred and off-road ability.Score: 71/100

Back in 1989 when Suzuki launched the Swift it was virtually alone in the light hatch segment. There were lots of small cars at the time, but the Swift was a light little hatch that was smaller again and almost formed its own market segment.Suzuki has never had much more than a toehold in the Australian market despite having a reputation for solid engineering.The company is better known for its motorcycles, while its cars have been quirky with a strong connection to their two-wheel cousins in an engineering sense.It’s that motorcycle connection that helps explain the nature of the company’s cars, which have always been light with power delivered by small jewel-like engines that love to be revved.The Swift GTi was the sporty version of the Swift hatch. It was a pocket rocket that won a following with younger drivers who came to admire its giant-killing capacity when pitted against bigger and much more powerful cars in rallying and on the racetrack.MODEL WATCHThe SF Swift first saw light of day here in 1989. It was a cute little car offered as a three-door or five-door hatch, and while it was a small car it was really a size below most of the other small cars on the market.Its formula, one Suzuki seemed to adopt from its experience in building motorcycles, was of a light car with a free-revving engine that resulted in an impressive power-to-weight ratio.Japanese motorcycle manufacturers long understood the value of the power-to-weight formula as a way of achieving high performance without the need for a big engine.In that sense the Swift was a motorcycle on four wheels, but it’s that same philosophy that presents problems in the used car scene.The GTi was the sporty model in the Swift range. It came only as a three-door hatch and boasted more thrills than frills.It was dressed up with body-coloured bumpers that gave it a sporty look, but other than that there were few cosmetic changes to the basic Swift.Weighing a mere 830 kg fully dressed the GTi didn’t need much in the way of grunt to get it moving swiftly.Power was provided by a diminutive 1.3-litre double overhead camshaft four-cylinder engine that was able to generate 74 kW when at its angriest, which was when it was spinning at 6450 revs. Maximum torque was a tiny 113 Nm at 4950 revs.A five-speed manual gearbox processed the power before sending it on to the front wheels for transfer to the road.To get the best out of it you had to clamp your right foot to the floor and keep it there. Soft peddling would get you nowhere.In fact, even when you did rev it the result was hardly likely to take your breath away. Under the pressure of a stopwatch a Swift GTi would still take more than 17 seconds to cover the standing 400-metre sprint.The reality was that the GTi wasn’t that quick in a straight line, but that wasn’t its strength. The GTi came into its own when the road twisted and turned, its low weight helped make it nimble, which was the real key to its appeal.While it handled well its suspension was firm and its ride too hard to appeal to anyone but the young enthusiast.The list of standard features was quite short, consisting of fog lamps, power windows and mirrors, sports seats and trim, and four-speaker radio-cassette sound.IN THE SHOPThe GTi’s light construction, and the real chance they have been driven hard and fast by enthusiasts, means they need be approached with caution. Look for doors that have sagged, hatches that don’t quite fit the body openings properly, and general squeaks and rattles.Many have been used in competition over the years so look for odd holes and modifications to fit safety equipment like fire extinguishers, racing harnesses and roll cages. Steer clear of any car that appears to have been used in that way.While the engine is a gem it should be checked thoroughly for wear. Watch for oil smoke from the exhaust, which might indicate worn rings or other deeper internal issues needing attention.Listen for clicking noises from the front suspension when turning, which suggests the CV joints are worn and need replacing.Ask for a service record that shows the GTi has been regularly and properly serviced, including regular changes of engine coolant.IN A CRASHLight construction, the capacity to go quickly, and a lack of ABS anti-skid brakes and airbags means the GTi doesn’t score highly on the safety scale.In recent real life crash surveys the Swift has been rated significantly worse than average, not a good report at all.OWNERS SAYHenry Chung once owned a 1997 Suzuki Swift GTi and his memory of it was that it was a zippy little hatchback that loved to be revved, but was economical to run, easy to maintain and could be readily modified to increase its performance. But its back seats were cramped and it was prone to sticking tappets, its CV joints wore quickly and blue smoke could be seen occasionally coming from the exhaust.LOOK FOR• Rattling engine• Exhaust smoke• Ticking front suspension• Cramped interior• Body squeaks and rattles• Poor crash protection• Agile handlingTHE BOTTOM LINEHot hatch has seen better days, best to be avoided.RATING45/100

The Baleno was Suzuki’s move in to another, larger segment of the market than those in which it had carved out a nice little niche for itself. But it was as if it had misread the market and arrived at the conclusion that small car buyers wanted bland.While it was very definitely bland on the outside Suzuki’s engineering quality meant it was well designed and built and that has meant that it’s cheap to run and little goes wrong with it.It was ridiculed as an ugly duckling when new, but low running costs and few mechanical woes now make the Suzuki Baleno an attractive used car buy. Those familiar with models like the Swift GTi and the four-wheel drive Vitara would have been mystified by the Baleno. While the Swift and Vitara were great little cars that won a passionate following, the Baleno was so bland and uninspiring it could have come from another carmaker.Suzuki needed to do something special to make the Baleno stand out in a market segment crowded with proven performers like the Toyota Corolla, Ford Laser, Nissan Pulsar and Mazda 323. It didn’t.The Baleno wasn’t a bad car by any measure; it was simply that it was lost in its own mediocrity when it needed to be much better than the opposition just to get noticed.Its styling didn’t help, no matter whether it was the three-door hatch, four-door sedan or wagon. Whichever, its looks were bland and boring, the lines soft and soppy, the curves rounded without clear definition. The best thing that could be said about the Baleno’s looks was that they were inoffensive.The Baleno’s main engine was a sickly 1.6-litre single overhead camshaft four-cylinder unit that produced 73 kW at 6000 revs along with 127 Nm at 3000 revs. For those wanting more there was a 1.8-litre double overhead camshaft engine in the meant-to-be sporty GTX, which made a more inspiring 89 kW at 6200 revs and 152 Nm at 3400 revs.The transmission choices were a five-speed manual and four-speed auto, both of which were competent and got the job done with little fuss.Ride comfort was acceptable over most types of road; the handling was also well balanced and reasonably assured if not inspiring.Inside, the Baleno was reasonably well equipped. The base model GA had power steering, cloth trim, four-speaker sound and a split-fold rear seat, the GS had sports seats, height adjustment for the driver’s seat and colour-matched bumpers, while the GLX also had remote central locking. At the top of the range sat the GTX with its alloy wheels, rear spoiler, sports seats, velour trim, central locking, power mirrors, power windows and six-speaker sound.The major criticism of the Baleno was its lack of refinement when compared to its main rivals. Interior noise, from engine and wind, was quite high.A facelift in 1999 brought a new look with new front bumper, headlights, grille and bonnet, but little else.Generally Suzukis fare well in terms of reliability, which says heaps for the design and development that has gone into them. The Baleno is no different.Owners report minor problems only, the engines and gearboxes stand up well in service if maintained properly.Look for a service record that shows regular oil and oil filter changes, and a cam timing belt change around 90,000 km.Tyres and brakes appear to last well. Brake pads typically need changing at 60,000-70,000 km, tyres from 60,000 to 80,000 appears the norm.The Baleno is rated only average in crash protection in the annual survey of used car crashes.While the GTX had dual front airbags the rest of the range missed out.David Hicks bought his 1999 Baleno sedan cheap at auction with 45,000 km on the odo and reckons it’s the best car he’s ever owned. It is light on fuel, light to drive and change gears, and is quiet inside especially with the dash mat he’s used to reduce the engine noise.David Borton is also pleased with the 1999 Suzuki Baleno he bought new. At the time he wanted a car that would be cheap to run for a couple of years before he disposed of it and opted for the Baleno after his experience with a Suzuki Vitara. Six years and 99,000 km later he still has it. The reason he’s stuck with it are the running costs, which he says are very low. Fuel consumption is normally between 7.5 and 8.0 L/100 km. His only problem has been a leak from the top of the windscreen and a few dash rattles.Bill Callaghan owns a 2000 Baleno manual wagon, which he says continues to give excellent service after 80,000 km trouble free kilometres. He rates the performance and handling, and road feel good with the power steering, and the consumption frugal at 8.0-10.0 L/100 km around town and 6.7 L/100 km on the highway.• Good fuel consumption• Commendable reliability• Good tyre and brake life• Mundane looks• Interior noise level high• Average resale valueWorth considering if you want a car with low running costs and you’re not worried about standing out from the crowd.

Suzuki's original Grand Vitara was a bit like that kid. Considered by many to be too much of an underpowered lightweight to be a serious player in the dirt.But the kid has grown up and the Grand Vitara has matured into something desirable in the soft roader market.Suzuki has been working hard to give the Vitara a more vibrant image. Take a look at the Grand Vitara's sales brochure and you will only find one picture of someone middle aged or older.It's all about surfboards, camping, playing in the dirt or snow or heaven forbid, powering through salt water on a beach. Suzuki, known as a small car specialist, is pitching the Grand Vitara at active, fun-loving adventurers.Fair enough, for the wagon is pretty good at what it does and has helped Suzuki maintain sales in what developed into an annus horribilis for the industry.The Grand Vitara has just had a booster injection of vitality, with Suzuki ticking all the right boxes: a new petrol engine, better fuel economy, more refinement and added safety, including the fitment of electronic stability control as standard in all models.While the three- and five-door styles remain, the old 1.6 and 2-litre motors have been replaced with a smart 2.4-litre four-cylinder engine while a 3.2-litre quad cam V6 takes over from the 2.7-litre model.The existing 1.9-litre turbo diesel has been reworked for better fuel economy.Pricing spreads from $24,990 for the base three-door to $39,990 for the V6 five-door or $40,990 if you opt for larger alloy wheels.The Grand Vitara comes from Japan and it shows. It looks well screwed together and shows a degree of quality about its fit and finish which should be the envy of its rivals.DrivingWhile most of its rivals are not true offroaders, the Grand Vitara is and is remarkably capable of tackling the sort of stuff typical owners will encounter _ rough forestry trails, overgrown tracks leading to the best fishing spots or along windswept ocean beaches.You would expect, therefore, this would be a hard-riding wagon and uncomfortably out of its depth in the city environment.And that's the big surprise because it handles the urban jungle with all the poise and comfort of a mid sized family car.It has a constant all-wheel drive system with electronic selection between high and low range but the auto only comes as a four-speeder when five has become the norm.The icing on the Suzuki cake, is that this one comes well equipped for the price with a comprehensive equipment list which includes, depending on the model, six air bags, automatic air conditioning, leather trim, powered sunroof, cruise control, keyless start and multi-stack seven-speaker CD player.Standard equipment also includes hill descent and hill holder control for confidence-boosting offroad driving and 17-inch alloys. Storage space also gets a tick of approval.It's not all good news though.The wagon is best as a four-seater, not a five, the rear visibility is handicapped by the full-sized spare tyre which is slung on the side hinged rear door, there are a couple of blind spots and the way the rear seat folds is cumbersome and doesn't leave a lot in the way of extra luggage space. ON and OFF ROAD My daily route includes a brute of a short but steep hill. It's a great baseline test of how well a vehicle's torque and gearing are matched. Performance vehicles fly up in third gear, most do it in second, a few struggle and occasionally need first. The petrol Grand Vitara fits in that group.While the new 2.4-litre motor with 122kW is the star attraction and is substantially better than the old 1.6l engine, the gearing, designed to gain maximum fuel efficiency, coupled with the wagon's weight, means mid-range performance is sluggish.The Vitara would perform much better with an extra gear and ratios better matched to the engines torque. There's no problem with the Suzuki's off the line acceleration: the 2.4-litre motor has shaved zero to 100km/h times from 12.5 seconds in the old model to 11.7 seconds in the new. Not super quick but this is a constant all-wheel drive wagon designed for the bush. The Grand Vitara is perky most times and the ride is reasonable but not class leading. We tried the petrol and diesel versions, returning a good 10l/100km and 8l/100km respectively. The pick of the two, for me, is still the manual-only diesel because it offers better meaty torque which helps to overcome its mid-range flatspot, especially in the second to third gear range.That said, the petrol is still pleasing and if you desire more power (but at a price), then go for the V6 version. Inside, the Vitara offers a well designed and efficient cabin. It gets ticks for features like a gauge showing fuel consumption but all the gauges could be bigger and clearer and there's still no reach adjustment for the steering wheel.Verdict: On road, there are others which are more refined. Off road, the Vitara shines.The Grand Vitara is a genuine and honest offroader which is happy in city driving. Well equipped but needs a five-speed automatic.

The locals say the last serious soaking rain that fell on the MacDonnell Ranges west of Alice Springs was almost 12 months ago.The region has been drought ravaged for years and the harsh red centre is living up to its name.The riverbeds are bleached dry. The winter air so devoid of moisture it leaves your throat raspy like sandpaper.Even the famous outback wildlife has deserted the heartland.Yet it remains a beautiful, albeit brutal, location and one which challenges not only its inhabitants but the vehicles they drive.It was in this setting that Suzuki bravely chose to launch its updated Grand Vitara four-wheel drive.By doing so it wanted to reinforce the car's credentials as a true off-roader, and set it apart from its chief rivals — the Subaru Forester, Nissan X-Trail, Toyota RAV4 and Honda CR-V.This quartet of soft-roaders has made it tough for the Grand Vitara because they dominate the compact off-roader sales race.With considerably more marketing muscle, the rival Japanese push the highly capable Suzuki into the background.That is until you tackle some sandy outback trails and the wide dustbowl of a corrugated “highway” called the Mereenie Loop Road, west of Alice Springs.If this deeply rutted road from Kings Canyon Station back to the Glen Helen Resort does not render passengers speechless, the bulldust and car-size potholes will.But after more than 350km, the Grand Vitara has very little else to prove.Suzuki has taken notice of customer feedback with the refreshed wagon, lifting equipment levels but most importantly the car's ride comfort and handling without compromising its off-road performance, according to Suzuki Australia general manager, Tony Devers.“The styling hasn't changed dramatically but the driving experience has,” he says.“We really want to put it on more buyers' shopping lists.“If you look at our key rivals, we're certainly ahead on price, equipment, power, economy and towing capacity.”Devers is confident the new car will double sales to more than 500 a month.Apart from some extra visual tweaks, a 30mm longer bumper and new alloys, the Grand Vitara's handsome shape continues on from the third-generation model launched in 2005.However, it gets more standard safety equipment, including side and curtain airbags and electronic stability control across the range, which eliminates the need for a centre limited slip differential.But the big news is under the skin and under the bonnet.Gone are the asthmatic 1.6-litre four and 2.0-litre four-cylinder engines, as well as the indifferent and less than frugal 2.7-litre V6.In their place are a 2.4-litre four cylinder and 3.2-litre V6 in the range toppers.These two petrol engines join a reworked 1.9-litre turbodiesel that returns 7.0litres for 100km, an 8 per cent improvement.The Suzuki-designed 2.4-litre develops 122kW at 6000 revs and 225Nm at 4000 revs and gains a balancer shaft for quieter operation.It is available in both three-door and five-door models.In the three-door this represents a power gain of 67 per cent over the 1.6, while fuel economy improves to 8.8litres for 100km.The 3.2-litre quad-cam V6, mated to a five-speed automatic, comes in one guise, a five-door luxury Prestige model.The V6 develops 165kW at 6200 revs and 284Nm at 3500 revs, 22 per cent more power and 14 per cent better torque than the outgoing 2.7-litre V6.Fuel economy has also improved to 10.5litres for 100km, a 9 per cent improvement over the old V6.The V6's five-speed automatic also gets revised shift points that smooth out its operation.Significantly for both the four and V6 is hey both come with dual-range full-time four-wheel drive.Across the range, the car's driveshafts have also been changed to sliding constant velocity joints for a quieter operation and reduced vibration.Buyers also get rear ventilated disc brakes, climate control air conditioning, electric windows, mirrors and central locking and steering wheel audio controls.The 2.4-litre five-door adds cruise control while the luxury Prestige gains a four-speed automatic, leather trim, sunroof, mirror-mounted side indicators, premium seven-speaker CD stereo and 17-inch alloys.The range topping 3.2-litre V6 Prestige has the same equipment as the 2.4-litre Prestige but adds automatic high-intensity headlights with washers, premium sound system, hill descent control and hill hold control and six-stacker CD.Suzuki is confident that the toughened front end and body structure, along with six airbags, will improve the previous Grand Vitara's four-star crash rating.Thicker steel is now used around the engine bay and engine supports, while at the back the independent rear suspension is stronger with better location to the monocoque body and its built-in ladder frame chassis.Suzuki has not forgotten about the cabin either.Inside, the trip computer has moved from the top of the dashboard to inside the instrument cluster.The climate control functions are easier to use with an LCD display and the steering wheel mounted switches for audio and cruise control are now backlit.Of the line-up, Devers believes the three-door has the most potential, even though the 2.4-litre five-door will be the volume seller.“At $24,990 the three-door has the potential to grab buyers who want something different to a four-cylinder hatch,” he says.“We are the only ones who offer a three-door compact SUV.”DRIVINGWE have to admit, even carsGuide has been seduced by the popularity of the Grand Vitara's four key soft-roader rivals.That's because we spend most of our time in the city, with an occasional side trip to the snow.But when you go bush it's a different matter.Of the four the X-Trail is really the only one we'd feel reasonably comfortable venturing right off the beaten track.And then there's the Grand Vitara.Suzuki Australia boss Tony Devers says about 60 per cent of Grand Vitara owners actually take their cars off-road.Its dual range four-mode off-road capability, 1850kg towing capacity and good approach and departure angles turns the trusty Suzuki into a good all-Aussie vehicle.With the new 2.4-litre four and 3.2-litre V6 soft sand and steep, rock-strewn bush tracks along the Finke River west of Alice Springs prove no trouble.Even the harshest corrugations on the Mereenie Loop Road could not unsettle the car's integral strength, or dust sealing.On bitumen both engines also proved their mettle. The 2.4 is impressively quiet and torquey while the five-speed manual is crisp to operate.The V6 likes to be worked and really gives its best high in the rev range. Once you give the accelerator a good prod, it will snap to attention and the torque spread is far better than the old 2.7 V6.Both engines proved reasonable frugal, too.In a mix of some low-speed off-road work and high-speed driving the 2.4 delivered around 9.7litres for 100km and the V6 less than 11.7litres for 100km.With gentle driving, Suzuki's claimed fuel consumption figures for both models should be attainable.Apart from the curtain airbags, the other significant safety plus is the addition of electronic stability control, which is well calibrated for our gravel roads.Inside, the cabin has an upmarket feel and standard of quality, fit and finish that beats some of its much-vaunted Japanese rivals.Apart from the touch and feel things, there are other palpable improvements.On-road handling is more refined and the cabin quieter than before.The stronger body helps the suspension cope better and maintain a flatter ride, requiring less steering correction.The Grand Vitara has the right ingredients to convince more buyers that it is just as good, and in some areas, better than its competition.With credentials like that it has a crack at being leader of the pack. 

The heritage goes way back to those lightweight LJ machines of the 1970s. These were no-nonsense vehicles of rare ability. Less weight and less bulk allowed four-wheel-drive Suzukis to drive where bigger off-roaders often foundered.This ability continues through to the new century and, while the Suzuki line-up is now a little more extensive and a little more civilised, that off-road ability remains. For today's Suzukis are a throw-back to the days when a four-wheel drive meant a robust off-road machine.The issue has been confused in the past by soft-roaders — machines with some ground clearance and drive to four wheels (via varying methods) but no low range and a bias towards on-road comfort rather than off-road prowess.Suzuki's Grand Vitara, the five-door wagon, has continued with an honest approach to the business of off-roading, continuing with a two-speed transfer case and some decent ability for running down beaches, slogging through mud or climbing over rocks.It is a compact four-wheel drive not always challenged by the newer crop of SUVs when the tracks get rough.To add to the Vitara's credentials there is now a diesel engine option. This gives the Suzuki extra character and clout in this part of the market.Now, for some drivers, the Vitara's 1.9-litre diesel engine, with five-speed manual only, may give the Suzuki too much trucking character.For others, the sounds and flexibility of this turbocharged diesel will add to the “go-anywhere, anytime” flavour of the wagon. Sourced from Renault, the common rail four-cylinder manages 95kW at 3750rpm and 300Nm of torque at 2000rpm. These are not big figures for a 1.6-tonne machine yet, even if it takes 13 seconds to get from standstill to 100km/h, the Suzuki is a comfortable cruiser.The factory claims a very decent 7.6 litres/100km on the combined cycle and for most ordinary commutes it should stay below 10 litres/100km.There are the sounds and extra vibrations of a diesel when the Suzuki is fired up; some vibrations may remain, giving off a little tizz through the likes of the gear shift, or hard objects in cubbyholes at times. This, for some, is a welcome sign that there is some substance to the wagon.The Suzuki has a comfortable and most usable cabin, a fine combination of design and materials which will not confuse users. Along with the usual array of CD/FM/stereo, airconditioning and power windows there are six airbags for secondary safety.Primary road safety is aided by the Vitara's full-time four-wheel drive, ABS, stability and traction control. This adds up to a handy package, a compact wagon with good town manners and four-wheel driveability with the bonus of a diesel engine. Maybe it's not as quick off the mark as a startled bandicoot but with a little practice at keeping the engine in the power/torque band — between 2500rpm and 3500rpm — the Vitara is not disgraced on the open road.Off road there is the advantage of the extra set of lower gear ratios which, allied with the lug of the diesel, makes for a decent crawler. Changes from four high to four-high locked to four-low locked are made with a centre console switch; there is also a neutral spot here for those who may like to tow the Vitara behind the motorhome.The Suzuki's gearing around town is not perfect — second gear feels too tall and will not lug around on low revs as well as it could. The gearbox on this particular wagon was also a little notchy; for some drivers there may be a macho comfort in feeling those lumps of cogs down below.Yet for many these “truck-like” qualities add character to a well-credentialled vehicle.