Suzuki Reviews

With the revision of the Swift nameplate Suzuki has gone back to a time when the company was a major player in the cheap and cheerful playground.More importantly, the product it has stuck the name on is one that is going to surprise more than a few with its character.Recent experiences with Suzuki – the Vitara V6 being the exception – have not always been uplifting. The Ignis was forgettable, the Liana inoffensive at best.It was with some degree of anticipation that the Swift's time in the test garage was settled. Reports, both local and overseas, had been favourable. They were right. There is much to like about this little car. It is sometimes difficult to quantify what individual elements best combine to produce a successful whole. The Swift is a case in point.Item by item the Swift doesn't produce much that is a standout – it's all pretty good but generally on a par with others in the segment. Stylistically it is very much in the cute box mould. A strong front styling gives it presence and a squarish body allows for comfortable interior space.For a $15,990 car the standard fittings are impressive. Swift comes with dual front airbags, ABS brakes, a six-speaker in-dash CD stereo with steering wheel-mounted controls, airconditioning, height-adjustable seatbelts and driver's seat, electric mirrors and windows, power steering and remote central locking. The test car was fitted with the "S pack" which, for $2000, adds side and curtain airbags, alloys and foglights.However, it is not just the list of what is in the car that impresses but the thought that has gone into the little extras.A knick-knack tray under the passenger seat is perfect to keep odds and ends out of sight. The inclusion of a pressure pad release for the rear hatch is a touch of class missing from many far more expensive models.The feeling of batting above its position in life continues in the interior of the Swift.A distinct feeling of being in more prestigious surroundings persists with well-designed, quality-feel controls and comfortable, supportive seating.Pleasant surprises keep coming with the Swift's behaviour on the road.Impressively solid and grounded, the Swift suffers only from a slightly choppy ride at low speeds but when up and rolling the ride is stable and comfortable.The manual box is light and surprisingly precise (for its class) but the clutch is too light and the uptake too high up in the travel.A substantial feel to the steering wheel is in keeping with the quality feedback the front-driver provides. Turn-in is precise without being sharp but the chassis offers impressive stability under load.Don't be put off by the fact the Swift has drum rear brakes. Coupled to an effective ABS system the disc front/drum rear set-up works strongly and offers good pedal feel. Raw figures – 74kW@6000rpm and 134Nm@4000rpm – don't do the Swift's performance justice.The manual option definitely works best with the 1.5-litre engine, which spins up willingly and when held at the higher end of the rev range (anything over 3200rpm keeps the pot stirred) can be a lot of fun.In automatic trim, the Swift can struggle to get off the line, particularly with four passengers on board, but finds its legs when it's up and moving. Fuel economy is good rather than frugal. The manual on test averaged in at 9.3l/100km – mainly around town and certainly skewed slightly towards the thirsty side by the amount of fun being had with the gearbox. Suzuki claims 9.0l/100km about town and 5.9l/100km on the open road.Can't wait for the GTi.

So good, actually, that we have rushed it into our review program more than two weeks ahead of its official on-sale date in Victoria.The price is still to be confirmed, but from a likely $15,990 it's already looking one of the unexpected stars of the year.Say what? Well, the new Swift is far and away better than any car we've driven with a Suzuki badge.It makes the boxy baby Wagon R+ look like just what it was: a joke.And it also makes the Liana look as stale as last year's laptop.The Swift is curvy and good-looking, well built and enjoyable to drive. Whisper it, but there is even a hint of Volkswagen Golf about the look and feel of the cabin.It's not perfect. The pedals are cramped and it has lacklustre tyres, but that's about it for real complaints.The Swift is more than good enough to attack the pace-setting Toyota Echo and Hyundai Getz in the compact class, and a slightly higher price is offset by a five-door hatchback body.Suzuki has already been stunned by the success of the Swift, which has sold at nearly double the company's predicted rate in Japan for the first few months of the car's life.It proves Suzuki was serious when it said it was concentrating on Europe, not Japan, when developing the car.It really needs to break the mould as a maker of tinny and tiny baby cars.It also sets a high standard for the next Japanese newcomer, the Daihatsu Sirion, which has been a massive under-achiever here."We learned many lessons while developing the new Swift; lessons that we'll remember and use with all future Suzuki vehicles," Swift project leader Eiji Mochizuki says."The challenges were huge. But the rewards have been just as great. We spent months in Europe, working day and night."The result is a car that is significantly larger inside than any previous Suzuki. It has a 1.5-litre engine that benefits from variable-valve timing and a chassis that is genuinely well sorted for all roads.The body shape is one of the trendiest around. It has a smart curve up over the nose and all four corners are wrapped tightly around the wheels.We're still not sure of the model line-up, specification and prices, but there will be two Swifts for Australia – the basic car and the S, also called the Z-Series in Queensland. The basic model is from $15,990, the up-scale vehicle from $17,990. Four-speed automatic puts $2000 on to the showroom sticker.Suzuki Australia won't even preview the Swift to the Australian press for another two weeks, but is prepared for a showroom rush and admits prices will be in line with Queensland, where the Swift hit the road on January 1.Equipment in the basic car will run from twin airbags and anti-skid brakes to power steering, electric windows, central locking and airconditioning. The more expensive car also gets head-protection airbags, alloy wheels and front foglamps.ON THE ROADWe were won over in the first few minutes with the Swift. And that was despite carrying some nasty emotional baggage from previous Suzuki cars, including being laughed at by other drivers while in the Wagon R+.The car looks good, the quality is impressive and the Swift is quiet and enjoyable to drive.Our test car, a Z-Series in Queensland, which should be identical to the Swift S, was still tight in the engine and the gearbox had a slightly baulky shift, but those would likely smooth out over time. We also found foot-space tight on the driver's side, particularly for resting the left leg. The boot is only just big enough for the job, and the tyres gripped well below the limit of the chassis.But that was it. Nothing big and a few problems that would clear up with more kilometres.We enjoyed our kilometres in seats that are extremely comfortable and supportive, particularly for the class. And the car is truly nice to drive. The suspension is commendably cushy, noise levels are low and handling is safe and predictable, though the tyres do slip a bit on damp roads at relatively low speeds.The cabin is well designed, the equipment is good for the price and even the back seat is reasonable for adults.The engine is keen, though lacking a bit in torque, and the fuel economy of 7.3 litres/100km is good. The gear ratios help move it along and there is none of the breathless feel that comes in some 1.5-litre motors.Lined up against its rivals, the Swift is more costly than the three-door price leaders in the compact class, but compensates with its equipment and quality.We also prefer the feel of the car, and that's everything from the seat fabrics to the steering, over rivals such as the Hyundai Getz and the ageing Echo. We've tried to give the Swift a leg-up by comparing it with five-door price rivals, instead of lining it up against three-door price players. It could even face up well against baby-car pacesetters Mazda2 and Honda Jazz.It has everything needed for success in Australia. Now it's back to Suzuki for the official price, so we can do final comparisons. 

OK, own up! Who's been hiding this thing? Where has this car been and why isn't it outselling everything else on the market?Suzuki's Liana GS is one big surprise package – a fully loaded five-door hatch with a willing 1.8-litre engine and lots of room and comfort. Even the Koreans would be amazed.Mind you, it has taken a while for the Liana to reach this level. Previous versions weren't as physically attractive and had so-so performance and ordinary equipment levels.They were exceptionally reliable and fuel efficient but looked awkward, with a bulbous body and weeny wheels.As a fight back, Suzuki upped the engine size and started loading the interior with accessories to create the GS with a startling $19,990 price tag.Off the mark the GS sparks down the road with a lovely revvy engine and a slick five-speed manual box. Auto is optional.The steering is well weighted and though it has some vagueness the wheel is light and easy to twirl through the Subi Centro maze.Despite the test car being a manual, this was one of the easiest cars I've driven.Some spectators thought the Liana – I just knew you wanted to know that it stands for Life In A New Age – a bit bulky.Certainly it's a bulbous shape but it has been tamed by the use in the GS of a bodykit and big alloy wheels.The bonus is the interior room. It will seat four adults with excellent headroom and sufficient legroom and there's not much complaint when you add a third adult to the rear seat.The boot is accommodating, helped by the welcome feature of sliding – and reclining – rear seats that allow a flexible interior for people or cargo.I like the Liana's dashboard, which has excellent items such as general instrumentation and ventilation controls, though the radio switches are fiddly.Some may not like the gloomy all-black interior of the GS but there are some silver plastic highlights and – above everything else – the fine cord-clothed seats have excellent support, feel luxurious and look great. Running through the standard gear in this car – and remembering this is a sub-$20,000 carriage – you get airconditioning, electric windows and mirrors, central locking, CD player, sliding rear seat, alloy wheels, a full bodykit and dual airbags.On the road the 1.8-litre engine runs clean and fast, and though the manual version can hiccup off the mark if you don't feed in more revs, the rest of the rev-band is all about releasing power.There is some understeer and, when pushed hard there is bodyroll but I won't overly criticise here because that's not the market for this car.It fights hard against cars from Toyota, Hyundai, Nissan and Mazda and I recommend giving this car a decent try.

Suzuki Baleno is an unusual size, being larger than most small cars and smaller than the medium-sized ones.

Kids sometimes tend to slam doors. But on this occasion, it wasn"t an over-enthusiastic or petulant teenager at fault; it was the Suzuki Liana"s rather clunky doors.No matter how soft you shut them, they sound like they are being slammed and the windows about to break.It is one of only a few quality niggles in Suzuki"s new cheap and cheerful small passenger car.However, it should be pointed out that you still get an awful lot of features for your dollar.At $18,990 for the base model, it's cheaper by $1000 than the Pulsar ST and Corolla Ascent, yet has features some cars costing $5000 more don't have.The base model includes air conditioning; power steering, mirrors and windows; tilt-adjusting steering wheel; driver seat height adjustment; central locking; keyless entry, boot spoiler and body kit all standard.Add $2000 for auto, $675 for cruise control and $185 for metallic paint.The Z series, which I tested, comes standard with cruise control, alloys, fog lamps and lower-profile Z-rated tyres for $20,740.There are plenty of creature comforts, including the integrated radio/CD with a seven-speaker system and audio switching gear conveniently on the steering wheel, something some of the more expensive competitors don't have.Inside, it is evident that Suzuki is capitalising on its strong junior World Rally Championship performances last year and its creditable results this year, with the Ignis.The new Liana interior has a sporty look and feel with plenty of brushed aluminium, a leatherette steering wheel and red-lit instrumentation.Outside, the car looks quite attractive but a little out of proportion. The vertical lines appear to belong to a much wider and longer car, giving it the impression it has been squashed.Yet its lines are not fussy and there is surprising luggage and seating room, especially the headroom.But back to those clunking doors and quality problems.Another lack-of-quality feel is in the notchy gear shifter.It grinds and rattles quite a bit for a vehicle that had only done 3884km.The Liana also seems under-tyred, with its 195mm Yokohamas on 15-inch wheels.Its peaky 1.8-litre engine throws power to the front wheels in a spurt from 3000-5000rpm. This leads to wheel-spin when the wheels get a little light, such as on a turn, or in the wet.Back off and because of the lack of torque, it bogs down.There is not much that can be done about the engine characteristics, but wider tyres and bigger wheels could resolve much of the problem.Otherwise, the ride and handling have been improved with a stiffer chassis and fully independent suspension with MacPherson struts.It now sits fairly solidly on the road for its size.And it is one of the few small cars that still has a full-sized spare.

But the original baby 4WD, which had many fans because of its great off-road ability, was both a curse and a blessing for Suzuki.The upside was that its loyal band of followers managed to return from the bush each weekend without getting bogged and without having to pay exorbitant fuel bills or high maintenance fees.Though tiny, the two-stroke Jimny – called the LJ50 in Australia – was dirt-cheap fun.In 1981, a WA LJ50 enthusiast and owner Les Allen, and I, were the first to retrace the Holland Track from Broomehill to Coolgardie since it was first opened in the 1890s in one of these weeny 4WDs.Following a rising wave of concern for the environment, the smelly, smoky, noisy and highway-unfriendly Jimny engine became a pariah.Further models appeared, including the biggest Suzuki to date, the XL-7.The bugbears of the past have gone but despite the near invisibility of Suzuki's 4WD models on the Australian market the product adheres to its primary role of getting people through some pretty nasty off-road terrain.It will seat seven, has the comfort level of a passenger car and all the creature comforts, and is as easy to drive as the LJ50.Which brings me to Lancelin.There probably isn't a better place so close to Perth to legally have a day of fun on pure, white sand. The sand, weighed down by recent rains, was firm and the undulations rated in angles from modest to cliff-face proportions.As expected, the sandpit was a doddle for the XL-7. At 4.7m long and with a 2.8m wheelbase, the XL-7 is no baby 4WD and shares little in dimensions with its ancestors.It's also porky at 1625kg – a meat pie or five away from its svelte predecessors.The long wheelbase XL-7 wagon, has a low-range gearbox and full chassis.It's physically stronger than its softroader competitors – primarily the Mazda Tribute, Toyota Kluger and Subaru Outback – but this translates into extra weight.The low-range gearbox adds a new dimension, making the XL-7 streets ahead when it comes to traversing demanding off-road situations.On the Lancelin dunes the automatic version of the XL-7 powered up and slid down the sandy inclines with ease. Low range was engaged on a few occasions to cross patches of soft, dry sand, but the strength of the V6 kept it moving.The only grizzle was climbing over sandy peaks that caught the underbelly of the XL-7.A bit closer to Perth, the Ledge Point off-road area has completely different soil characteristics.Isn't it great a shire or town gives its off-road community a great weekend fun park?At Ledge the ground is firmer so the tracks are moulded into hard ruts that really test the suspension. The XL-7's suspension, which is pretty basic though remarkably durable, has limited travel.What really endeared me to it was its ability to get its wheels back on the ground as quickly as possible to maintain traction.I didn't get bogged so I came away from the trip with a smile.The sophisticated V6 engine is similar to the Suzuki Grand Vitara's 2.5-litre version, with more low-end torque adding to its off-road ability.It will also rev freely to the 6000rpm red line without complaint or vibration.On the bitumen the Suzuki has a ride comfort equal to its rivals and loses little in road handling.The XL-7's seats are made for small bodies. The cabin room is fine but the seats could be wider for our fast-food fed frames.The standard third seat row is comfortable and spacious for children.But because it has reasonable legroom, the boot is small and won't house the family luggage.The third row splits and folds down to increase boot space; the second seat row can also be split and slides fore/aft on runners. The swing-out rear door is light, despite carrying the spare wheel.The XL-7, tested in basic form, has dual-zone climatic airconditioning, electric windows and mirrors, dual airbags, velour trim, six-disc in-dash CD, alloy wheels and ABS.There is a Luxury version available with more fruit at extra cost.This is a very impressive machine. It loses a couple of points because it looks ordinary but will really reward the family who actually want to go off-road and get home again.

Suzuki has never been one for high-tech, ground-breaking engineering in its production cars but is into refining a tried and true formula.This philosophy can be seen with the XL-7 which is built on a now unfashionable ladder chassis with the body bolted on and has selectable, high and low range four-wheel drive as well as rear-wheel drive high range for general running around.This is how ``proper'' four-wheel drives are built despite the profusion of so-called SUV soft-roaders that are dominating new vehicle sales charts.The Japan-built Zuke does not fall into this ``quasi'' four-wheel drive mould because it can tough it out in heavy going without really being troubled. Put a set of chunky tread tyres on the XL-7 and it will pretty well go anywhere, within reason.Try doing that in your pretend four-wheel drive soft-roader and you will quickly, almost brutally, learn its limits.This is the second version of the XL-7, which arrived quickly after the unpopular first edition. Its problem was that the styling was too reminiscent of the smaller Suzuki Grand Vitara and the vehicle was underdone in the engine performance and suspension department.These areas have been effectively dealt with on the new model with its handsome new ``big eye'' face, revised exterior hardware and a tweaked rear end look.It has a full-size spare mounted on the rear tailgate and the four-wheel drive selector lever is next to the gearstick.Power from the 2.7-litre V6 is up from 127kW to 135kW and there is more torque peaking at 250Nm/3300rpm.But the really big news is the optional five-speed automatic transmission sourced from the same supplier as Lexus.It makes the XL-7 a beaut city drive and also harnesses the engine's power and torque with precision. The auto also means you don't have to take your hands off the wheel off-road or muck around with a clutch.Performance is good for a vehicle weighing in at 1635kg relatively light given its size and passenger capacity. Fuel consumption can be on the heavy side if worked hard.The seven seats are all fitted with three-point seat belts but the rear row should be only considered as children's seats due to limited leg room.The adjustable middle row is relatively roomy even with large front-seat occupants. Suzuki is in a good position with its cars due to the weaker yen against the Australian dollar, therefore the XL-7 and other Japanese-sourced vehicles are competitively priced and well equipped.Standard equipment in the XL-7 entry model includes alloy wheels, climate-control dual airconditioning, ABS, dual front air bags, decent CD audio, remote central locking, steering wheel audio controls and power ancillaries.It is handy off-road, limited only by the road-oriented tyres and rear overhang.Luggage space is minimal with the seven seats in use.On-road performance will satisfy most, even with a full crew aboard. The ride is comfy, there is adequate room and the interior is functional if staid.

I had to travel far and wide to find our comparison model, an old manual four-leg-drive called Diesel.He came courtesy of Rawnsley Park Station in the Flinders Ranges.Now, at 36-years-old, Diesel is somewhat of a vintage model, but he's still pretty impressive and tough competition in sometimes rough conditions.He is sleek, shiny and 16 hands tall, so visibility is great. He handles beautifully – on smooth surfaces or through rocky creekbeds and up steep hills. Diesel responds to the slightest touch and offers a fairly comfortable ride – for a while, at least.But there is a limit, and three hours in the saddle is about it.Three hours in our Suzuki, on the other hand, is an easy task and putting this 4WD through its paces is a pleasure.It, too, handles well on the road or off the beaten track and visibility is good (except for a blind spot out the back).Plus there is seating for seven, or for five with room for lots of luggage ... try doing that on a horse. The XL-7 has a healthy shine (well, it did when I first picked it up) and is completely tricked up for long hauls: climate control with front and rear outlets; 6-CD stacker and more compartments than any saddle could offer.There are spots for sunglasses, maps, books, lollies ... and, yes, cup holders. The centre console flips open converting from an arm rest to rear cup holders.The XL-7 is as quiet as a mouse, or, at least, a horse. She does chew through a bit of juice – but then it's a long, thirsty drive for any workhorse.A word of warning, though. Don't push the boundaries. Empty means empty. Actually, when the empty light comes on in the XL-7 you have about 60km left in the tank. However, unlike a horse, you can't kick the Suzuki on a little further with the promise of a good feed and drink when you get there.Running out of petrol was just a horse's whisker away.The XL-7 handles the outback with ease but is equally at home in the city.For speed and comfort, the Suzuki wins out – but then it was up against an old Diesel. As for price, the Grand Vitara will set you back $41,890 for the auto. Diesel? He's priceless.