Suzuki Grand Vitara Prestige 2009 Review

Overall rating: 3.5/5.0
Engine/Drivetrain/Chassis: 4.0/5.0
Price, Packaging and Practicality: 3.5/5.0
Safety: 3.5/5.0
Behind the wheel: 4.0/5.0
X-factor: 3.5/5.0

Two 'identical' Grand Vitaras... Hardly... Indeed, there's a lot more than $3K, 800cc and two cylinders between them -- for a start, the four-cylinder is burdened with the old model's carry-over four-speed automatic transmission, whereas the V6 gets a slick five-speed self-shifter (sadly, there is no manual version in Prestige Grand Vitara guise). The V6 model also gets auto-on self-levelling HID headlamps and headlight washers.

Both are 4.5m long with a 2.64m wheelbase, but the 3.2 model packs on the pounds, weighing over 100kg more at the kerb (1567 v 1677kg) and making the 3.2 Prestige the heaviest Grand Vitara ever built.

In terms of raw dimensions, the five-door Grand Vitara is 4500mm long, 1810mm wide and 1695mm high. Off-roaders will note the approach angle is 29 degrees, the departure an unremarkable 27, with a ramp-over of 19 degrees. The fuel tank holds a useful 66 litres and the vehicle can tote 1386 litres of luggage with the back seats folded flat.

Both engines are new -- the four-cylinder 122kW/225Nm 2.4-litre four supersedes previous 1.6 and 2.0-litre offerings and has a good dose of modern technology. Both the lift and the duration of the intake valves are variable, while the inlet manifold also has variable technology. These initiatives boost torque at low revs, provide more tractable power delivery and work to reduce both fuel consumption and exhaust emissions.

The 3.2-litre V6 replaces the previous 2.7-litre engine and delivers 165kW and 284Nm (up 22 and 13.6 per cent respectively) yet also claims 9 per cent better fuel consumption and lower emissions.

The V6 boasts variable inlet and exhaust cams timing and lift plus myriad detail improvements aimed at improving durability and refinement.

Interestingly, we bettered Suzuki's claimed fuel consumption figure in the four-cylinder turning in a pleasing 9.5L/100km over 525km (factory claims 9.9L/100km), whereas the V6 was thirstier than Suzuki's own claim (10.5L/100km), consuming standard unleaded at 11.7L/100km.

At the top of the Grand Vitara range, both versions get leather upholstery, proximity-key convenience and a raft of electronic driver and safety aids. These include front, side and curtain airbags, ABS brakes with brakeforce distribution and brake assist, traction control and probably one of the best electronic stability control systems in the class.

The stability system allows the Vitara to get decently sideways before it steps in and saves the day; the advantage of this is that the driver will be aware that the car has breeched normal grip conditions, but the electronics offer a safety-net that hopefully, shouldn't be exercised too often.

In addition to these features, which are, laudably, standard across the whole of the new Grand Vitara range, the 3.2-litre V6 model also offers Hill Assist and Hill Descent Control. Details such as the standard-fitment sunroof, six-disc in-dash CD player, 225/65 tyres on attractive 17-inch alloy rims, and indicators in the large exterior mirrors also mark out both Prestige models as a cut above the regular.

Yet some 'luxuries' are missing: the steering is rake-adjustable only and even the driver's seat is mechanically -- not electrically -- adjustable. There are only two rear-seat cupholders, but space for three backsides. Incidentally, the front cup-holders can accommodate and grip three distinct sizes of container -- a neat touch.

The heating, vent and air-con controls (HVAC) are carried over from the most basic three-door model -- there's nothing wrong with them, apart from a cheap feel to their action. Patently artificial "wood" and "stone-look" cabin finishes in the Prestige models cheapen the vehicles' interiors in this tester's opinion -- as do some hard-edged, hard-touch plastics. When opened, the V6's sunroof rattled -- so it was kept shut.

These issues aside, the cabins of both Prestige models are still pleasant places to be; Suzuki has traditionally been good at packaging, control placement and ergonomics, and it has had a few years to perfect the Grand Vitara's balance of supportive seats, pedal placement, wheel-position and secondary control layout.

There's enough leg space for adults front and rear; there's enough glass to make the cabin bright; and the aircon tamed the vagaries of a particularly hot Victorian summer.

On the road, the new, bigger four-cylinder engine offers perfectly adequate performance in the heavy Prestige models, but its delivery is soured by an under-performing four-speed auto gearbox which exhibits jerky kick-downs and harsh up-shifts.

In auto mode the engine appears both breathless and gutless. Rowing the shift-lever manually unleashes at least some of the new four-cylinder's sparkle -- but to fully reveal the engine's true character, we suspect that the five or six-speed manual gearbox option would be preferable.

In contrast, the V6 was a much better match to its five-speed auto box and the driveline worked in harmony -- almost indiscernible shifts, no harshness, microscopic vibration and a just-audible exhaust note.

Of the two options, the V6 gets the nod, mostly because it's not compromised by its transmission 'partner'

Flicking the dash-mounted four-mode transmission selector shows how much the Grand Vitara wants to be a 'real' 4x4 despite its Dress Circle looks. 4-High is for everyday meanderings, with variable power shifting between axles depending upon conditions. In both 4H Lock and 4L Lock the centre differential is locked, making sure that both axles get the same amount of torque for use in mud or snow. Obviously the low range is also useful when rock-hopping and ridge-creeping.

Sadly there's been precious little mud or snow in Victoria these past many months, but both of the Vitaras' offroad prowess was put to the test on our standard collection of steep rutted tracks, drop-offs, ridges and gravelly, dusty rural roads, where they acquitted themselves extremely well.

Since it doesn't pretend to be a softroader, the 2.4 was also put to work shifting a couple of hefty tree-stumps in the back paddocks which it did also with ease.

Despite some of the stumps weighing in at several hundred kg, and going uphill over broken ground, the four-cylinder Suzuki did all that was asked of it with nary a shrug. It would be interesting to see how well the chassis copes with a one-tonne water trailer when a towbar-equipped version becomes available.

On-road handling is nicely balanced -- perhaps a little more bodyroll than ideal, but it's a tall vehicle and those chunky tyres always felt solidly planted. The V6 tends to push its front-end a little more in tight turns, but you're beyond the bounds of prudency by that stage.

In reality, the Vitara has more Pajero or Patrol DNA than it does CR-V or RAV4; mechanically its closest rival is probably the Nissan X-Trail, although for all it's faux interior trim, the Grand Vitara is better-dressed, better-groomed and better-spoken.

While the four-cylinder's a perfectly competent engine, its honour is besmirched by a pedestrian transmission. That said, the extra features and minimal extra cost make the V6 our preferred option.

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