2011 Suzuki Kizashi

Specifications prices Modifications and Image 2011 Suzuki Kizashi
The term "cult classic" refers to a movie that, while genuinely good, saw limited commercial success at the box office. In automotive terms, the 2011 Suzuki Kizashi is much like a cult classic. Among midsize sedans, it's one of the best you can buy today. But since the Kizashi's debut last year, sales haven't exactly achieved blockbuster status. And chances are, none of your friends have heard of the thing.

And that's really too bad, since few will have the chance to see for themselves how well the Kizashi stacks up against the competition. From the outside, it has a distinct European flavor, almost like the previous-generation Volkswagen Jetta. Inside, the Kizashi continues the premium theme (something Volkswagen actually abandoned with this year's Jetta), impressing drivers with excellent materials, pleasant interior design and solid construction.

On the road, the 2011 Suzuki Kizashi delivers a comfortable ride as well as just enough excitement to get the blood pumping. The 2.4-liter engine is adequate for most drivers, though sadly the rumors of a turbo or V6 model have yet to be realized. On the plus side, the suspension is firm enough to inspire confidence in the curves (especially with this year's new Sport models) without being overly harsh.

Despite Suzuki's limited dealer network, the Kizashi is certainly worth the extra effort to check out if you're considering a midsize sedan, even among such worthy opponents as the Honda Accord, Hyundai Sonata and Kia Optima. True, the backseat is a little short on legroom compared to those larger models. But next to livelier sedans like the Ford Fusion, Nissan Altima and Volkswagen Jetta, the Kizashi has a lot to offer. The Suzuki is also one of the few in this class that offers all-wheel drive.

Just like a praiseworthy independent film, we consider the 2011 Suzuki Kizashi the must-see feel-good car of the year. Now if only we could get it in wide release.

INTERIOR
 Inside, the Kizashi offers cloth or leather seats, as well as a 425-watt Rockford Fosgate audio system with iPod connectivity and Bluetooth capability. Eight airbags, ABS and stability control will be standard across the lineup.

The basic "S" Kizashi starts at $18,999, plus $735 for destination and handling. Standard features include a six-speed manual, eight airbags, push-button start, dual-zone climate control, a nine-speaker audio system, EPS stability control, ABS, projector beam headlights, power windows, doors and mirrors, and ambient footwell lighting.

Upgrading to a CVT transmission brings the price of the S to $20,499.

The FWD Kizashi SE will cost $2,500 more at $21,499 and will include the CVT as standard, P215/55R17 tires on alloy wheels, power driver's seat with 10-way adjustment and three-position memory, and a leather wrapped parking break handle and steering wheel with cruise control.

The sporty GTS model, available in six-speed manual or performance tuned CVT with steering wheel paddle shifters, starts at $22,499. This "hot" setup is good for a zero-to-60 sprint of just 7.4 seconds with front wheel drive.It includes a 425 watt Rockford Fosgate audio system with 10 speakers, Bluetooth streaming audio capability, hands-free calling with voice command, P235/45R18 tires, fog lights and power moon roof. If you are looking for a sporty, technology-packed sedan on a budget -- this is likely the model for you.

The comfort-oriented SLS model, which starts at $24,399, includes leather seats, power passenger seat, heated front seats, auto dimming rear view mirror, a universal garage door opener, heated outside mirrors, automatic rain sensing wipers, automatic headlamps and rear proximity sensors with audible warning.

EXTERIOR
The track-tuned suspension has been designed to compete with more performance-oriented rivals like the Mazda Mazda6 and Subaru Legacy. Suzuki even delivered high-end Akebono-sourced brakes and optional 18-inch alloy wheels wrapped in performance rubber to really provide a sporty feel and function.

Interestingly, the all-wheel-drive system can actually be switched off to allow power to only go to the front wheels, presumably for a marginal fuel and wear-and-tear savings. Suzuki says the system is based heavily on its i-AWD system in the smaller SX4.

The Kizashi’s sheetmetal hasn’t changed, so the exterior styling remains much less distinctive than the car’s name suggests it ought to be. That said, the “Sport” tweaks—a tasteful body kit, thinner-spoked wheels—highlight the car’s tight, athletic proportions and make its exterior almost memorable. I remain thankful that the then-new corporate front end introduced with the 2007 XL7 went no further than that SUV. Still, something about this car should mark it as a Suzuki, aside from the oversized S on the grille. 

 ENGINE
 When paired with the six-speed manual transmission and front-wheel-drive, the Kizashi’s 2.4-liter four-cylinder engine kicks out another 5 horsepower, for a total of 185 at 6,500 rpm, and must motivate about 240 fewer pounds, for a total around 3,250. So with a manual transmission the Kizashi is significantly quicker, and feels it. There’s not much power below the 4,000 rpm torque peak (where 170 foot-pounds can be found), so downshifts are a must for brisk acceleration. But in this powertrain the four sounds and feels smoother, with a pleasant zing, so winding it out is a joy. Even though the manual shifter is easily the least refined part of the car, with a clunky, sometimes even balky action, it’s far more enjoyable than the paddle-shiftable CVT.

The EPA rates the manual for 20 MPG city and 29 highway, compared to 23/30 with the CVT. The trip computer was wildly optimistic, reporting high 20s and low 30s in the suburbs and 42.6 on one trip, averaging 55 miles-per-hour with a single complete stop. I used a little over half of the 16.6-gallon tank in 176 miles, so the EPA numbers are probably about right. 

SAFETY
 Standard safety features on all 2011 Suzuki Kizashis include antilock disc brakes, stability and traction control, front and rear side airbags and side curtain airbags. In Edmunds brake testing, the Kizashi GTS with 18-inch wheels came to a stop in an excellent 114 feet.

The Kizashi has not been rated using the government's new, more strenuous 2011 crash-testing procedures. Its 2010 ratings (which aren't comparable to 2011 tests) resulted in a perfect five stars for front and side protection. The Insurance Institute for Highway Safety awarded the Kizashi its top score of "Good" for frontal-offset and side-impact protection and its second-best score of "Acceptable" in roof strength tests.
reference:www.leftlanenews.com,www.thetruthaboutcars.com,www.edmunds.com

2011 Suzuki Grand Vitara

Specifications prices Modifications and Image 2011 Suzuki Grand Vitara
In every crowd, there are always a few individuals who stand out while the rest tend to blend into the background. Unfortunately for Suzuki, the 2011 Grand Vitara is one of the latter. That's not to say that there's anything dramatically wrong with this compact SUV. It's just that the Grand Vitara tends to be overshadowed by its more high-profile competitors and doesn't offer enough compelling reasons for us to recommend it.

On the upside, the 2011 Suzuki Grand Vitara comes with a long list of standard features that you'd normally expect to pay extra for, such as automatic climate control and a navigation system. An attractive price, a 7-year/100,000-mile powertrain warranty and an available four-wheel-drive system with a low-range transfer case -- a rarity in this segment -- are other notable pluses.

Other than these distinctions, however, the Grand Vitara is simply outclassed by compact crossovers like the Chevrolet Equinox and Honda CR-V. For not that much more money, the Equinox offers a more practical interior and an available V6 engine, while the CR-V delivers a higher level of refinement.

There are also other top small crossovers to consider, such as the Kia Sportage, Subaru Forester and Toyota RAV4. Realistically, all of the above will likely provide a more satisfying ownership experience. But for buyers who are focused on value or looking for a compact crossover SUV with a higher level of four-wheel-drive capability, this Suzuki is worth a look.

INTERIOR
 The 2009 Suzuki Grand Vitara cabin puts to rest any notion that small equals penalty box. There is nothing ground-breaking in style or features but the logic and execution are first-rate, the materials fully appropriate and cheap to neither eye nor touch.

It's as easy to get in and out of the Grand Vitara as it is with most big cars and many drivers will appreciate that they can almost slide in rather than sit down and later have to climb out. Seats are nicely shaped to allow freedom of movement and supportive enough to empty the fuel tank. While appearance and materials vary by model, the entry-level model offers the same layout, usability, and safety features of the top-line model. Interior materials are upgraded as the price increases, and the Limited comes with leather seats. Regardless of fabric, the center and door armrests are nicely padded.

A three-spoke tilt wheel offers illuminated redundant controls on all but the base model and frames the three-pod instruments; tachometer, speed, and temperature/fuel/gear display on every model. Often-used operating controls are stalk mounted and easy to use. The shifter, gated on automatics, and handbrake are both well-placed.

Outboard dash vents are omni-directional, with conventional horizontal vents at the top of the central dash area. The audio system and climate control run down the panel, and the only potential issue is display visibility with polarized sunglasses. Door pockets, center console storage and a smaller one overhead, glovebox, and smaller bins handle miscellany.

Rear-seat passengers will find more than adequate leg and headroom, even with a sunroof, although some car-based truck-lets have a bit more room. Sheer width dictates that three-across should be youngsters or petite people but the fairly flat cushion and three full-size headrests equalize comfort among them. The rear seat splits with the narrow side behind the driver, and both sides recline independently.

The cargo load floor is not very high thanks to the rear suspension and with the tire outside there is a sizable open bin underneath it. Volume is decent given the compact exterior dimensions and shaped more upright than laid out flat. Various nets and clips help secure items, and the rear seats fold easily to increase volume by a factor of 2.8.

The back door swings open to the right, so you will have to step around it when loading and unloading curbside at the airport or in the big city. (This is in deference to the more crowded Japanese home market.) However, you will never scrape it on a low ceiling as you might a hatch nor have to jump up to reach the pull strap. Adding a piece of non-skid material, clear cover, or scuff plate to the top of the bumper would protect the paint from loading scars. 

EXTERIOR
Since it's a compact SUV, the Suzuki Grand Vitara isn't all that grand in scale, but it's more space efficient than a lot of utility and crossover vehicles. Short overhangs, fairly straight and vertical sides and cargo door, and excellent outward visibility designed for trail use are equally welcome in urban environs.

Head-on, the Grand Vitara's styling is reminiscent of a Saab, with horizontal headlamp elements that appear inset and protected, clean lines and a wraparound clamshell hood that has no bodywork seams on top where they could be seen by occupants. The line that forms the hood opening sweeps upward and carries all the way to the back door, creating a smooth character line.

Although the top window line slopes downward in opposition to the character line, neither is aggressive and the back-seat side windows are still quite large, as opposed to the tiny angular glass on some similar vehicles. Wheels are simple spoked arrangements that don't pack in snow or mud, fender flares keep them trimmed without adding excessive width, and privacy glass is used on upper trim levels.

From a lower vantage point you will also notice that approach and departure angles, which indicate how steep an object or incline you can tackle without body contact, are both very good. Perhaps even more important, departure angle is almost the same as approach, so if you get the front over there's a good chance the back will go over clean as well. Urban dwellers with high curbs will appreciate this because of U-turn ability.

An Appearance package that adds side steps and textured fender flares is offered for XSport models, but we submit since the Grand Vitara doesn't tower over you that no step is needed, and that a few rock scrapes or hunks of mud will far better provide the appearance that you use your 4WD.

From the rear the Grand Vitara takes styling cues from its big brother, the Suzuki XL7, and squares it off to promote more cargo area, easier loading, and less snow-scraping off the rear glass. The Grand Vitara slightly resembles the Toyota RAV4 but comes across as more purpose-styled. Placing the rear tire low on the cargo door doesn't interfere with rear visibility, frees space inside and means you won't have to lie on the muddy, wet or snow-covered ground to reach the spare nor load the dead dirty tire in the cargo area.

In back, the license plate holder that hangs down will be the first thing scraped on trail adventures but it is expendable and won't keep you from driving home.

The Grand Vitara is not based on a front-wheel-drive car like most small SUVs, and has a hybrid unibody with a ladder frame like a truck underneath it. This adds a bit of weight but the payoffs in strength are worth it for serious use; we parked one on two opposite wheels with the remaining two hanging in mid-air and could still open and close the doors and cargo door with normal effort.  

ENGINE
Formerly available with a four-cylinder or V-6 engine, the Grand Vitara now comes only with a 2.4-liter four-cylinder. Rear-wheel drive is standard and available with a five-speed manual or four-speed automatic transmission. Full-time single-mode or four-mode four-wheel-drive systems are available, both only with the automatic. The four-mode system includes 4H, 4H Lock (slippery), 4L Lock and Neutral positions and has a limited-slip center differential. The Neutral position allows for flat towing behind recreational vehicles. Mechanical features include:

    166-horsepower, 2.4-liter inline-four-cylinder with 162 pounds-feet of torque
    Five-speed manual or four-speed automatic transmission
    Fully independent suspension
    3,000-pound towing capacity
    Rear disc brakes

SAFETY
 The 2011 Suzuki Grand Vitara's standard safety features include stability control, traction control, antilock disc brakes, full-length side curtain airbags and front-seat side-impact airbags. In Edmunds brake testing, the Grand Vitara needed only 110 feet to stop from 60 mph -- extraordinary performance for this type of vehicle.

The Grand Vitara has not been rated using the government's new, more strenuous 2011 crash testing procedures. Its 2010 ratings (which aren't comparable to 2011 tests) saw it earning four stars (out of five) in frontal-impact protection for both driver and passenger. Side-impact tests resulted in a perfect five-star rating for both front and rear occupants. The Insurance Institute for Highway Safety awarded the Grand Vitara its highest rating of "Good" in the frontal-offset test and the second-highest rating of "Acceptable" in the side test.
reference:autos.aol.com,www.cars.com,www.edmunds.com

2011 Suzuki Equator

Specifications prices Modifications and Image 2011 Suzuki Equator
Like most everything else in the U.S., pickup trucks have been supersized over the last couple of decades. Perhaps with the latest trend of downsizing, midsize trucks may regain some footing. Choices are few in this category, but among this select group, the 2011 Suzuki Equator ranks very highly.

Although the Equator has its own traditional style, it's essentially identical to the Nissan Frontier under the sheet metal. The Equator and Frontier interior treatments are fundamentally similar as well, with just a few badge changes for the Suzuki. Under the hood, you'll even find some traces of Nissan labeling.

As a result, you get all the advantages and disadvantages that come with the Nissan Frontier. The Equator shares the strength of an optional V6 engine, relatively nimble handling, a manageable size, sturdy construction and respectable off-road performance. Likewise, both trucks suffer from the same cramped quarters in the rear of the crew cab. The Equator also isn't available in the simple standard cab from the Frontier lineup, although this is simply because it has relatively little market appeal.

Suzuki offers a seven-year/100,000-mile powertrain warranty, while the Nissan stops at five years and 60,000 miles. The drawback here is that warranty work must be performed at Suzuki dealerships, which are outnumbered considerably by Nissan dealers. If a Suzuki dealer is conveniently close to you, however, the 2011 Suzuki Equator should be an enticing midsize pickup.

INTERIOR
Inside the Suzuki Equator, the feeling is of practicality. There is no faux wood trim or European-luxury inspired arrays of controls. No attempt is made to load the cockpit with the stylistic features of a high-end SUV, but it is practically designed and well organized. Leather is not an option; instead, a rubberized, water-resistant material is the premium fabric option, designed to be easy to wash. A low-gloss textured plastic is used throughout, with bright-coated plastic accents on the center stack shifter panel and steering wheel. It may be all plastic, but our charcoal interior looked nice, and it would clean up well time after time.

Only those opting for four-wheel drive will get all of the Equator's interior frills. The RMZ-4 package includes chrome trim on the instrument panel, more adjustments in the driver's seat and upgraded seat material. The Sport 4x4 and RMZ-4 get a premium eight-speaker Rockford Fosgate stereo system with subwoofer. All trucks come with bucket seats and a center console. The base audio system, which is standard in two-wheel-drive Equators, doesn't include an auxiliary jack to accommodate MP3 players. Interior features include:

    Available hands-free Bluetooth connectivity
    Optional Rockford Fosgate audio system
    Sport, RMZ-4 packages have only one 12-volt outlet, others have two
    RMZ-4 gets illuminated ignition key cylinder

EXTERIOR
The Equator has been equipped with a unique front clip, meaning that it has its own hood, grille, front fenders, and front fascia to distinguish it from the 2009 Nissan Frontier that it is based upon. The honeycomb mesh Suzuki grille is the most visible part of the Equator's identity, as it contains a large Suzuki emblem. Fenders are visibly flared upward and doors, shared with the Frontier, are wide and flat. The side view is designed with a low belt line that makes the Equator seem taller, and bigger.

Mirrors on most models are black, and not overly large, so they seem to disappear into the truck. The rear windows have darkened privacy glass, as does the back cabin window.

The tailgate is another unique Suzuki piece. Use of chrome is limited to the rear bumper, and on the RMZ package, mirror and door handles.

Sport and RMZ-4 packages are also distinguishable by wheel size. The Sport package, intended more for street use, has 17-inch wheels and 65-series tires. The RMZ-4 Equators have 16-inch wheels, and higher-profile P265/75 BFG Rugged Trail tires.

The hood, front fenders, grille, bumpers and tailgate are exclusive to Suzuki. The bed comes with a factory spray-on bedliner and an adjustable tie-down system. The prominent Suzuki badge on the honeycomb three-bar grille distinguishes the Equator. Exterior features include:

    Chrome door handles on RMZ-4
    Tow hitch optional on all trims
    16-inch alloy wheels on RMZ-4
    Available 17-inch alloy wheels on other V-6 models

ENGINE
Engine and transmission configurations include:

    *152-horsepower, 2.5-liter inline-four-cylinder, aluminum block/cylinder head, DOHC, four valves per cylinder with 171 pounds-feet of peak torque
    *261-hp, 4.0-liter V-6, aluminum block/cylinder head, DOHC, four valves per cylinder with 281 pounds-feet of peak torque
    *Five-speed manual available only in base extended cab 4x2 with inline-four engine
    *Five-speed automatic standard in all other inline-four and all V-6 models
    *Electronically controlled part-time four-wheel-drive transfer case

SAFETY
Antilock disc brakes, front side airbags and full-length side curtain airbags are standard on all trims. Traction and stability control are standard on Sport and V6 models. Hill-hold and descent control is standard on the four-cylinder Sport and V6-powered long bed and RMZ-4 models.

The 2011 Equator has not been rated using the government's new, more strenuous 2011 crash testing procedures. Its 2010 ratings (which aren't comparable to 2011 tests) resulted in four stars (out of five) in frontal tests for both driver and passenger and five stars for side impact protection. The extended cab garnered four stars for driver protection in frontal impacts and five stars for frontal-impact passenger protection and driver protection in side impacts. The Insurance Institute for Highway Safety awarded its highest score of "Good" for frontal-offset testing.

a crew cab Equator Sport model came to a stop from 60 mph in 122 feet. It's an admirably short distance, but the soft pedal was far from confidence-inspiring, and sometimes it went all the way to the floor under heavy pressure.
reference:www.cars.com,autos.aol.com,www.edmunds.com