Ottawa, Ontario – Today’s compact crossover/SUV segment is very different to what it was in the 1980s, mainly because it didn’t exist before Suzuki began selling its tiny Samurai here in the middle of that decade.

By today’s standards, the Samurai was more of an all-terrain vehicle with a roof, but the company kept adding refinement and power to subsequent models (Sidekick, Vitara and Grand Vitara), and eventually, it brought its first V6-powered Grand Vitara to market in 1999. By 2004, the Grand Vitara was a V6-only model (though the GM-badged Tracker clones still used the Suzuki’s old 2.0-litre four-cylinder), and that was how it stayed through a 2006 redesign that turned it into the vehicle you see here.

For 2009, changes are mostly limited to things you can’t see. After a five-year hiatus, Suzuki returns to its four-cylinder roots, creating a new base model Grand Vitara powered by an equally-new 2.4-litre engine that makes 166 horsepower and 162 lb-ft of torque. (A new 3.2-litre V6 is an option; it replaces the old 2.7-litre six.)

The four-banger can only be mated to a five-speed manual transmission in the base JA model; all other four-cylinder models, like my JLX-L tester, are optioned up to the available four-speed automatic (a five-speed auto is the only transmission choice in V6 trucks). As much as four-speed automatics will soon be a rarity as manufacturers move to more advanced five- and six-speed units, this is a good one: it shifts beautifully, and its gear ratios seem well-chosen to take advantage of the engine’s powerband.

The powertrain’s only weak point is a motor that’s a little weak on low-end torque. Floor it off the line, and not a whole lot happens until about 3,000 rpm. At that point, the engine wakes up and provides respectable pull. It’s also a smooth runner, willingly revving to its 6,500 rpm redline when asked for maximum-go. The throttle is nicely mapped too, with a perfect tip-in, that initial inch or so of pedal travel that determines how easy it is to drive a vehicle away smoothly from a stop.

The four-cylinder Grand Vitara earns fuel consumption ratings of 11.2/8.6 L/100 km (city/highway) in Natural Resources Canada’s EnerGuide testing. Those test numbers are a little high compared with much of the Suzuki’s four-cylinder competition, but the real-world figures are more telling. My results were 12.3 L/100 km in the city, which isn’t terrible for a truck riding a four-wheel drive platform, but my highway numbers of 11 L/100 km on a drive from Ottawa to Vermont and a little more than 12 L/100 on the drive back were less impressive. Windy weather on both drives didn’t help, and the Grand Vitara’s boxy shape doesn’t exactly cheat the wind, but Suzuki’s vehicles have long suffered from higher-than-average fuel consumption. The new four-cylinder engine doesn’t appear to do much to address this, unfortunately. Still, it’s better than the Grand Vitara V6’s fuel consumption.

The steering is light but never too much so, and the truck tracks nicely on the highway. The brake pedal is a bit soft at the top of its travel, but it firms up nicely as more stopping power is requested.

Sitting at the Grand Vitara’s controls, you’re greeted by a simple, tasteful dash. The instruments are easy to read, and the centre stack is uncluttered and easy to figure out. Interior fit-and-finish is terrific, and the materials are generally high quality; the mostly black interior is a little dour (the liberal use of silver trim helps), but I prefer the tan interior scheme that’s available.

My gripes are the too-small radio controls – the volume is too small to easily use with gloves on, as are some of the buttons – and the lack of a standard auxiliary input for the stereo (an easy-to-install connector goes in the glovebox, but it’s optional). The stereo is otherwise without fault: the seven-speaker set-up (including subwoofer) is standard in the top four (of six) trim levels, and it sounds great.

For 2009, the basic Grand Vitara JA comes with a starting price of $25,995. All versions are quite well-equipped (air conditioning, automatic climate controls and steering wheel-mounted audio controls, for example, are all standard), but my JLX-L tester is the poshest you can get with the new four-cylinder engine. For its $29,995 price, you get niceties like leather seating (shared only by the top-line JLX-L V6 model), heated front seats, a keyless-drive system, automatic climate controls and a power sunroof.

The Grand Vitara’s firm ride isn’t a bad thing in and of itself, but combined with a tall ride height, it can make for some head-tossing over rough pavement. That said, this is a truck whose car-like handling belies its body-on-frame construction; save for the tall seating position, this Suzuki drives more like a firm-riding sedan than a small truck.

Noise is nicely controlled, too. Suzuki says the 2009 Grand Vitara lets 30 per cent less noise into the cabin, and it’s a believable claim. (CarTalkCanada Editor, James Bergeron, who drove a 2008 model a few months before he drove the same 2009 I tested, said he noticed the improvement almost right away.)

Sightlines from the inside out are good, especially to the front and sides, with a commanding view of what’s ahead. The wide D-pillars (at the rear corners) can restrict visibility during lane changes, but the view out the rear window is good, even with the spare tire hanging off of the tailgate.

Interior comfort is a strong point, with nice front seats, and plenty of leg- and headroom for the driver and front passenger. Rear seat space is good, though the seats themselves are rather flat and getting in and out can be tough for taller passengers, thanks to the narrow rear door openings.

The cargo hold is taller than it is long (front-to-back), but there’s good, useful space to be had. The rear seats fold, but doing so creates an uneven load surface; better to go one further and flip the folder seats up against the front seatbacks. Each part of the 60/40 split seat can be tethered to the front seats with a strap to keep it from flopping back down as you drive; I’d prefer it if the seats clicked into place when flipped up so, and released with the squeeze of a handle, rather than forcing you to fiddle with the strap.

It’s tough to peg down why Suzuki still plays a bit part in the marketplace, given how long they’ve been pumping out decently-made vehicles. This 2009 Grand Vitara’s added refinement brings this little truck closer to the mainstream, leaving its lackluster fuel consumption as the only thing standing between it and showroom success.

Pricing: 2009 Suzuki Grand Vitara JLX-L Base price: $29,995 A/C tax: $100 Freight: $1,550

]]> http://orcabaysuzuki.wordpress.com/2009/01/20/2009-suzuki-grand-vitara-3/feed/ 0 orcabaysuzuki 2009 Suzuki Grand Vitara JLX-L 2009 Suzuki Grand Vitara JLX-L 2009 Suzuki Grand Vitara JLX-L 2009 Suzuki Grand Vitara JLX-L 2009 Suzuki Grand Vitara JLX-L 2009 Suzuki Grand Vitara JLX-L 2009 Suzuki Grand Vitara JLX-L http://orcabaysuzuki.wordpress.com/2009/01/20/2009-suzuki-sx4-sedan-2/ http://orcabaysuzuki.wordpress.com/2009/01/20/2009-suzuki-sx4-sedan-2/#comments Wed, 21 Jan 2009 02:17:05 +0000 orcabaysuzuki http://www.creditnetfinance.com/?p=22 ]]>

North Vancouver, British Columbia – When tall-but-small sedans like the subcompact Toyota Echo and the compact Suzuki Aerio first went on sale in Canada at the beginning of this decade, their tall bodystyles and tiny wheels looked rather odd, even comical. Actually, their tires and wheels weren’t any smaller than those of other small cars, but the cars’ tall height made them look small.

Though at first derided, these tall, small cars started a trend which continues to this day. Most small sedans now are much taller, with larger doors and higher seat cushions for easier entry and exit, more headroom for driver and passengers, and increased trunk space.

Suzuki replaced the Aerio sedan with the SX-4 sedan in 2008 and although it still has a tall roof height and a narrow body, it offers larger tires and a sportier appearance, particularly the uplevel SX-4 Sport model – this week’s test car – with its 17-inch tires, alloy wheels, and ‘aero’ bodywork.

2009 Suzuki SX-4 Sedan Sport. Click image to enlarge

Thanks to its tall body, the SX-4 sedan offers the most interior room in the compact sedan class: 104 cubic feet (2.94 cu. m) and the largest trunk in its class: 439 litres (15.5 cu. ft.).

Even though it was all-new in 2008, the SX-4 sedan adds a few noteworthy features for 2009: the most useful is split folding rear seatbacks – last year’s sedan didn’t have them because Suzuki thought buyers who wanted more cargo space would choose the SX-4 hatchback model. Turns out sedan buyers like practicality too!

The other changes to the sedan for 2009 are new folding inboard armrests on the front seats, and a new storage pocket on the back of the front passenger seat. SX-4 Sedan Sport models also receive new heated front seats and a new “Smartpass” keyless entry and start system that essentially allows the driver to leave the ignition key in their pocket or purse all the time.

As before, the 2009 Suzuki SX-4 sedan features a 143-hp 2.0-litre four-cylinder engine and five-speed automatic transmission or optional four-speed automatic. While SX-4 hatchbacks are available with front-wheel drive or all-wheel drive, all sedans are front-wheel drive only.

The base price of the 2009 SX-4 sedan is $17,395, an increase of $200 over the 2008 base model. The 2009 SX-4 sedan Sport starts at $19,345, a $350 increase over last year’s Sport. As well, Suzuki’s Freight and Destination charge has been increased to $1,395 from $1,250. On the Sport model, that’s a total price increase of $495. Still, when you count the new additions for 2009, the price jump doesn’t seem unreasonable.

Standard equipment on the base SX-4 sedan is quite generous: air conditioning, power windows with driver’s auto down feature, power door locks with remote unlocking, power mirrors, AM/FM/CD/MP3/WMA stereo with four speakers and pre-wiring for XM satellite radio, tilt steering wheel, tachometer, variable intermittent wipers, side and curtain airbags, 15-inch tires and steel wheels, and a block heater. The only option is a four-speed automatic transmission ($1,100).

The SX-4 Sport sedan adds 17-inch all-season tires and alloy wheels, front fog lights, a body kit that includes front and rear valances and side skirts, automatic climate control, heated front seats, heated mirrors, in-dash 6-CD changer and four additional speakers including a subwoofer, audio and cruise controls on the leather-wrapped steering wheel, remote trunk release, and “Smartpass” keyless entry and keyless start.

For safety, all SX-4 sedans have front, side and curtain airbags, five three-point seatbelts, five head restraints and rear door child locks, three rear tether anchors and two rear ISO-FIX attachments for child seats. Anti-lock brakes with (emergency) Brake Assist and Electronic Brake Force Distribution are standard.

A notable omission is electronic stability control which is not offered on the sedan even though it is available on the top-of-the-line SX-4 JLX hatchback. In the U.S., stability control is available on the top-of-the-line SX-4 sedan, as well as navigation and Bluetooth hands-free telephone which also aren’t available here.

With its tall roof and big doors, the SX-4 sedan is easy to get in to and out of for both front and rear passengers. The rear seat has three rear seatbelts and three head restraints, but it’s more comfy for two adults. Front and rear headroom is abundant while rear legroom is quite roomy with generous footroom under the front seats. All the occupants sit up tall, chair-like, and the driver’s position offers easy access to controls and good visibility for the driver. My only complaint is that some of the radio buttons are too small. The front seat is not height adjustable but as headroom is not a concern and the steering wheel is height adjustable, most drivers will find it comfortable. Still, a telescopic steering wheel would help those with shorter arms.

2009 SX-4 Sedan Sport models come with front seat heaters which are very comforting when you first get into a cold car and the heater hasn’t had time to warm up. However, there’s only one temperature setting which feels too hot if left on more than ten minutes.

The quality of the SX-4’s interior materials is very good for an economy car. I particularly liked the black two-tone woven cloth seats, the integrated silver trim on the dash, steering wheel, shift knob and shift gate surround; and the grippy leather-wrapped steering wheel. The clean, uncluttered design of the instrument panel is also a refreshing change from some of the trendy dashboards seen in small cars these days.

The SX-4 Sedan Sport comes equipped with Suzuki’s “Smartpass” keyless entry and start system. It wasn’t that long ago only luxury cars offered this feature, and I’m quite impressed that Suzuki can offer this sophisticated feature in a sub-$20,000 car. Basically, the key fob sends recognition codes to the car as you approach it. The driver simply presses a black button on the inside of the door handle to unlock it and once inside, turns the ignition on the column without inserting the key to start the car. When getting out of the car, the driver presses a black button on the door handle to lock the car. The ignition key never has to be used. This is more useful than you think – men don’t have to search their pockets for the car keys and women don’t have to fumble around in their purse.

The new inboard folding armrests on the front seats are also a great idea for resting your arm while cruising down the freeway. With a manual transmission however, the driver’s armrest needs to be folded up when shifting gears.

A red information display in the upper instrument panel includes a clock, outside temperature gauge, fuel consumption readout, and fuel range indicator. Again, this feature is not found on most economy cars.

The Sport sedan includes an in-dash 6-CD changer and eight speakers including a subwoofer; some audio and cruise controls are located on the steering wheel spokes for ease of use while driving. However, an auxiliary input jack for i-Pods is a $130 accessory. The radio’s sound quality is above-average for the type of car.

There are two cupholders in the front with spring-loaded cup grippers, and one cupholder at the rear; bottle holders are found in all four door pockets. Storage spaces are limited: the glovebox, an open bin under the heater, a small bin at the bottom of the centre stack next to a 12-volt outlet, and door pockets. There is no storage bin between the front seats.

Nobody beats the SX-4 sedan when it comes to trunk space. The huge fully lined trunk at 439 litres (15.5 cu. ft.) is the largest in the compact class. And the new folding rear seatbacks add versatility, although with the seatbacks folded down, the seats aren’t level with the trunk floor. Unlike in the SX-4 hatchback, the sedan’s rear seats will not fold and tumble.

I found the 2009 SX-4 Sedan Sport to be a comfortable, adequately powered compact sedan, but not exactly sporty. The 2.0-litre DOHC 16-valve four-cylinder engine puts out a respectable 143 horsepower at 5800 r.p.m. and 136 lb-ft of torque at 3500 r.p.m. Independent acceleration tests by the Automobile Journalists Association of Canada (AJAC) show a 0 to 100 km/h run in 9.3 seconds – quicker than the Toyota Corolla, Nissan Sentra and Hyundai Elantra, but not quite as quick as the Honda Civic, according to AJAC tests.

The SX-4 is quick off the line, but feels weak when merging onto the freeway. The engine is buzzy on acceleration, but at highway speeds it settles down to a comfortable hum. With the automatic transmission, the engine turns over 2,400 r.p.m. at 100 km/h.

The SX-4’s fuel consumption ranks near the bottom of its class. Fuel consumption figures issued by Natural Resources Canada Energuide (with the automatic transmission) are 9.2/6.7 L/100 km (31/42 mpg) city/hwy, but I averaged about 9.4 L/100 km (30 mpg Imp.) in a week of mostly city driving. The onboard average fuel consumption readout was showing 9.0 L/100 km (31 mpg Imp.).

The optional four-speed automatic transmission is very smooth and the shift gate allows the driver to manually shift down from 4th to 3rd by tapping the gear lever to the left. I wasn’t impressed with the user-friendliness of the zig-zag shift gate though.

The SX-4’s ride is firm but comfortable with good manoeuvrability, a tight turning circle (10.6 metres/34.8 ft.), low steering effort when parking, decent grip in the wet and dry from its standard Dunlop SP Sport 205/50R17-inch all-season radials, and a firm braking response from the standard front disc/rear drum brakes with ABS and Brake Assist. Braking tests conducted by AJAC show a 100 km/h to 0 distance of 41.9 metres (137.5 ft.) which is very good in its class.

As mentioned, electronic stability control is not available on the SX-4 sedan. Given that it is available in the U.S., I don’t see why this important safety feature shouldn’t be available here.

The SX-4’s driving position includes an upright seating position, a meaty leather-wrapped steering wheel, a large footrest for the left foot, and large windows for good visibility. I found that the large front quarter windows help forward vision when making a 90-degree turn, but the thick padding on the left window pillar obscures visibility through the left quarter window from some angles. The trunklid height is high making reversing into a parking spot somewhat difficult, but I liked the fact that all three rear head restraints can be lowered flush with the top of the rear seatback.

A roomy, comfortable sedan that feels bigger than its compact classification, the Suzuki SX-4 is easy to drive and nicely finished inside. Criticisms include not-the-best fuel economy and lack of electronic stability control.

With a litre of gas closing in on the $1.50 mark, fuel-efficient cars of every stripe are in hot demand. That’s good news for Suzuki buyers who have the SX4 wagon with all-wheel-drive availability and its front-drive SX4 sedan counterpart to choose from.

Introduced for the 2008 model year, the sedan is one of those neat little runabouts that comes across as larger than its diminutive dimensions otherwise suggest. The car is almost the same length as the league-leading Toyota Corolla and is actually about 7.5 centimeters taller, although the Corolla does outpoint the Suzuki by 10 centimeters between the front and rear wheels, which translates into greater leg room.

To compensate, Suzuki’s designers have taken advantage of the sedan’s tall body to install chair-like seats, including a new-for-2009 split-folding rear bench and fold-up arm rests for the front buckets. Yes, there’s a commanding view for both front- and back-seat passengers, assisted by generously sized windows. Also on the generous side is the SX4′s trunk that, at 439 litres (15 cubic feet), rivals or beats nearly everything in its class plus a number of mid-sizers as well. The SX4 sedan’s sizable boot actually helps make it longer than the wagon version by nearly 38 centimeters.

From the outside, the SX4′s styling is considerably less gawky than that of the previous Aerio sedan that was cashiered following the 2006 season, even though that model was also on the tall side. Here you get neatly rounded lines and curvy, flared-out fender openings that can be filled with available 17-inch alloy wheels. This is one attractive four-door with few, if any, styling missteps.

The SX4 sedan uses the same basic suspension as its wagon counterpart but the sedan is tuned to be a bit stiffer. It also sits slightly lower to the ground, which it can get away with since there’s no all-wheel-drive clearance issues to deal with.

What the sedan does share with the wagon is a 143-horsepower 2.0-litre four-cylinder engine that operates through a five-speed manual transmission, or optional four-speed automatic. The feisty 2.0 delivers its maximum 136 pound-feet of torque at a relatively low 3,600 rpm, which means it shouldn’t be the buzz-bomb that other higher-revving engines in the SX4′s class tend to be.

If you were worried that the base SX4 sedan arrives in stripped-down form for its sub-$18,500 base price (including destination charges), you’d be happily mistaken. Count on air conditioning, tilt steering wheel, CD-equipped stereo, four-wheel disc brakes, remote keyless entry and power windows, outside mirrors and door locks as part of the standard package.

An optional Sport version upgrades the ventilation system to climate control and adds an aero body kit with fog lamps, cruise control, heated outside mirrors, alloy wheels, eight-speaker premium sound system, Apple iPod connectivity and a leather-covered steering wheel with steering-wheel-mounted audio controls.

There’s very little left in terms of stand-alone options, save for an acrylic hood protector and carbon fibre instrument panel trim, both of which can be dealer installed.

As with all Suzuki vehicles, the SX4 Sport comes with a five-year/100,000-kilometre powertrain warranty to go with its standard three-year/60,000-kilometre bumper-to-bumper coverage.

Suzuki isn’t necessarily the brand Canadians automatically think of when checking out the compact-car field. But when you consider the SX4′s attractive design, superior degree of standard content and a healthy dose of power, this enthusiastic little number could easily fill the bill and reduce fuel bills at the same time.

WHAT YOU SHOULD KNOW: 2009 SUZUKI SX4 SEDAN

TYPE Four-door, front-wheel-drive compact sedan

ENGINE 2.0-litre DOHC inline four-cylinder (143 hp)

TRANSMISSION Five-speed manual; four-speed automatic (opt.)

MARKET POSITION Although not a top-ranked contender in the small-car field, the SX4 sedan has managed to elbow its way into an increasingly competitive compact arena.

POINTS * Roomy passenger car for its size.* Standard four-cylinder produces impressive power.* Lengthy standard-equipment list. * Excellent seating position.

* Split-folding rear seat finally available for ’09. * Wagon’s all-wheel-drive system should be offered.* Standard navigation system added to U.S. models for 2009, but not in Canada. * List price easy on the wallet.

SAFETY Front airbags; side-impact airbags; side-curtain airbags; anti-lock brakes; traction control (opt.); stability control (opt.).

THE NUMBERS L/100 km(city/hwy): 9.2/6.5 (AT) Base price: $18,500 (est., including delivery.)

BY COMPARISON

NISSAN SENTRA

Base price: $16,800

Roomy, thrifty sedan. Available high-output SE-R and Spec V.

HYUNDAI ELANTRA

Base price: $16,000

Well equipped and well priced, with lots of space and features.

TOYOTA COROLLA

Base price: $16,000

Top-selling performer with a low base price and a rep for quality.

]]> http://orcabaysuzuki.wordpress.com/2009/01/20/2009-suzuki-sx4-sedan/feed/ 0 orcabaysuzuki http://orcabaysuzuki.wordpress.com/2009/01/19/20-2/ http://orcabaysuzuki.wordpress.com/2009/01/19/20-2/#comments Tue, 20 Jan 2009 02:28:03 +0000 orcabaysuzuki http://www.creditnetfinance.com/?p=20 ]]> Just when you thought you had wrapped your head around the fact the name Suzuki was associated with fuel-efficient commuter cars and not just well built motorcycles and outboard marine engines in the North American marketplace, along comes another first for the Japanese manufacturer.

The 2009 model year sees Suzuki introduce its first, mid-sized truck called the Equator.

It may be an ill-timed roll out, given the auto buying public’s disdain for large, fuel thirsty vehicles, but with the North American appetite for trucks, it probably seemed like a good bet to Suzuki’s top brass who were no doubt looking to expand its product range to include a hauler.

After all, Toyota, Nissan, and even Honda have trucks in their fleet. Why not Suzuki?

And the stylists have managed to pull off quite a nice job as the Equator certainly looks the part with a broad shouldered look and four-door cab.

Suzuki has done their homework, the result is favourable and in tune with the vehicle class that demands a rough and ready look.

Part of the rugged appearance of the Equator rests with its three, broad bands of chrome forming the front grille that also bears a large Suzuki “S” at the centre. It’s bold and shows Suzuki knows what most truck buyers want.

The deep grille is countered by an upward lifting body panel at the base of the bumper which has a set of fog lamps placed on either side.

The effect is quite sporty and offers the Equator a bit of levity. Seventeen-inch alloy wheels also help offset what could have been a plodding nature for the truck.

Priced at $33,795, the Equator is competitive with others in the same market slot.

The truck is rated at using 14.4 litres over 100 km in the city and 10.4 litres on the highway.

At the heart of the Equator’s thirst for fuel is its four-litre, six-cylinder engine that delivers 261 horsepower and a very handy 281-foot-pounds of torque.

That should be enough to carry worksite loads in the truck’s rear bed or the off-road toys that Suzuki makes since the Equator’s towing capacity is rated at 6,500 pounds.

And co-workers will appreciate the fact there is room for five in the cab, a fact that could lessen the gripes about the Equator’s consumption numbers if car pooling was undertaken to and from the job site.

The 2009 model year sees Suzuki introduce its first, mid-sized truck called the Equator.

It may be an ill-timed roll out, given the auto buying public’s disdain for large, fuel thirsty vehicles, but with the North American appetite for trucks, it probably seemed like a good bet to Suzuki’s top brass who were no doubt looking to expand its product range to include a hauler.

After all, Toyota, Nissan, and even Honda have trucks in their fleet. Why not Suzuki?

And the stylists have managed to pull off quite a nice job as the Equator certainly looks the part with a broad shouldered look and four-door cab.

Suzuki has done their homework, the result is favourable and in tune with the vehicle class that demands a rough and ready look.

Part of the rugged appearance of the Equator rests with its three, broad bands of chrome forming the front grille that also bears a large Suzuki “S” at the centre. It’s bold and shows Suzuki knows what most truck buyers want.

The deep grille is countered by an upward lifting body panel at the base of the bumper which has a set of fog lamps placed on either side.

The effect is quite sporty and offers the Equator a bit of levity. Seventeen-inch alloy wheels also help offset what could have been a plodding nature for the truck.

Priced at $33,795, the Equator is competitive with others in the same market slot.

The truck is rated at using 14.4 litres over 100 km in the city and 10.4 litres on the highway.

At the heart of the Equator’s thirst for fuel is its four-litre, six-cylinder engine that delivers 261 horsepower and a very handy 281-foot-pounds of torque.

That should be enough to carry worksite loads in the truck’s rear bed or the off-road toys that Suzuki makes since the Equator’s towing capacity is rated at 6,500 pounds.

And co-workers will appreciate the fact there is room for five in the cab, a fact that could lessen the gripes about the Equator’s consumption numbers if car pooling was undertaken to and from the job site.

As such, automakers are constantly seeking to improve fuel economy any way they can – by using technology like variable valve timing and cylinder deactivation, or going so far as to adjust gear ratios and recalibrate gas pedals.

That’s all fine and dandy, but, wouldn’t it make sense to just start using smaller engines?

In an industry where bigger is still usually seen as better, Suzuki has done just that, adding a brand new four-cylinder engine to its five-seat Grand Vitara SUV for 2009. The Grand Vitara previously only came equipped with a V6, and though that engine is still available for ’09, a recent Grand Vitara preview event focused most of the attention on the four-cylinder model. For good reason, too.

Suzuki says that in a matter of a few months, the trend for SUV purchases has been shifting from six-cylinder models to four-cylinder models when the choice for both is available. Not wanting to be left in the dust of these customers running away from V6 versions, Suzuki did the most logical thing by adding the aforementioned four-cylinder Grand Vitara to its lineup.

Suzuki didn’t just plop any old engine under the hood though. The 2.4-litre inline-four is peppy, fuel-efficient and more than happy to help the Grand Vitara take on the challenge of off-road terrain (more on that in a moment).

The new engine can be mated to either a five-speed manual transmission (standard) or a four-speed automatic (optional). It would be nice to have an extra gear on the auto, but the four-speed does its job well enough, with few surprises. The vehicle tends to rev very slowly unless you really punch the throttle; if you need to pass a vehicle or merge onto an entrance ramp, don’t waste your time with subtlety.

For anyone who’s driven the ’08 Grand Vitara, one thing that’s instantly noticeable in the ’09 model is the improvement in noise, vibration and harshness. The cabin is very quiet thanks to thicker glass as well as more underhood insulation, which reduces engine noise. Four-cylinder engines tend to whine when pushed to their limits but you’ll barely notice any fussing coming from under the Grand Vitara hood.

The vehicle is built on a ladder frame, helping its cause as an above-average offroader, no matter what is being used to power it. The Grand Vitara also has a four-mode 4WD system that can be switched at any time depending on the situation at hand. Journalists had the chance to take the SUV through an offroad course that was previously used – and very abused – by Hummer H1s. Locking it in 4-Low, the Grand Vitara moved through or across all manner of mud, deep puddles and medium-sized boulders with barely a moment’s hesitation.

Engine and transmission components are located above the front sub-frame to help protect them in offroad situations, and the vehicle has a generous 7.9 inches of ground clearance. And for anyone who also needs an SUV that can tow a small boat or trailer, the Grand Vitara easily beats out almost every competitor in terms of towing capacity – both the four-cylinder and six-cylinder model can tow up to 3,000 lbs.

Other changes from 2008 to 2009 include a larger front grille and front bumper, while an extendable sun visor, sliding armrest and information display integrated into the dash make for a more comfortable, convenient experience while driving. The front seats are roomy and comfortable, and even the second row seats recline. The vehicle is slightly longer and taller but otherwise dimensions stay the same.

Visually, the Grand Vitara doesn’t stand out from the crowd of SUVs in which it sits, but just like your mother surely used to tell you, it’s what’s inside that counts. More choice can only be a good thing, so Suzuki’s addition of a new engine is nothing if not commendable.

And it just goes to show bigger really isn’t always better.
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