Suzuki SX4 2007 Review

What we liked
>> Capable AWD system
>> Looks compact but delivers space
>> Better than average equipment levels

Not so much
>> Engine needs more midrange urge
>> Driving position didn't suit yours truly
>> No ESP option

Overall rating: 3.0/5.0
>> Engine, drivetrain and chassis: 3.0/5.0
>> Pricing, packaging and practicality: 4.0/5.0
>> Safety: 3.0/5.0
>> Behind the wheel: 3.0/5.0
>> X-factor: 3.0/5.0

OVERVIEW
From little things big things grow... So sings Paul Kelly, and so, Suzuki is hoping the new SX4 will be the car that moves it from a one-model wonder to a fully-fledged player in the local car market.

Though in domestic Japanese terms it builds more cars than the likes of Mazda, Subaru and Mitsubishi, Suzuki has never been much more than a 'novelty' brand Down Under. In the past the early Swifts and to a lesser extent the progression of compact but capable offroaders have given the brand enough sales to exist. It's hard to say it's ever prospered, however.

One look at the VFACTS stats for 2006 will show you that the brand is still largely a one-model wonder. It's better than 100 per cent growth since 2004 has been almost entirely due to the success of the latest version of the Swift. And what a capable light car it is...

The SX4 is the car, or should we say sport crossover vehicle, which Suzuki hopes will join the Swift in carrying the burden of a further doubling of the marque's sales between now and the end of the decade.

The third world model in Suzuki's revamped line-up, the SX4 is claimed to combine "the sporty compact car innovation of the Swift and the strong 4WD tradition of the Grand Vitara." Launched in both the USA and Europe (where it's also sold as the Fiat Sedici -- 16, 4X4, geddit?), the SX4 has already substantially exceeded its initial sales expectations.

Locally, it will be supply constrained for much of 2007, Suzuki says. Nonetheless at first experience we can attest that Suzuki Australia's hopes that the car will attract a strong following are not in vain. Indeed, though the SX4 has relatively humble mechanical specifications, not only is it well priced, but the compact all-wheel drive wagon cum hatchback is also surprisingly capable and capacious.

As new production facilities come on line in Japan later this year, we'll likely see more SX4 variants. An entry-level model, sedan variant and perhaps even a diesel-engined version are tipped to follow. Just the sort of offerings that the all-too-conventional Aussie small car marketplace needs...

Kicking off at $24,390 for the manual (add $2000 for the auto), the SX4's standard specification level is high in segment terms. The sole equipment grade offered is consistent with a top-of-the-range offering in the small car segment -- save perhaps for the lack of ESP (see Safety below).

The list starts with power steering, electric windows and mirrors, climate-control aircon and an MP3 capable audio system with single CD stacker and speed-dependant volume. Cruise control and multi-function steering wheel are both included in the standard spec and, unique to this class of vehicle (we think!), the SX4 also offers keyless egress and start-up (though yours truly could only get the latter to work!).

Handsome five-spoke 16-inch alloys are standard and are shod with quality Bridgestone Turanza 205-section low-profile rubber. Front foglamps are included as are a bevy of cup, bottle and drink holders.

All disc ABS brakes and a full complement of airbags are also standard fare -- see under 'safety' for more.

In its SX4 appearance, the engine has benefited from the addition of Suzuki's Intake Manifold Tuning system. This is a computer-controlled dual length intake tract system that is claimed to deliver a greater spread of power and torque. It's not -- as has been reported elsewhere -- a variable cam timing system.

The revised intake system and no doubt other tweaks see the J20A's peak power upped from 96kW at 6000rpm to 107kW 200rpm lower. Maximum torque is 184Nm at 3500rpm.

As noted above two transmissions are offered, a sweet shifting, positively gated five-speed manual and a four-speed auto which boasts lock-up clutches in third and fourth for optimum efficiency. Though both boxes were available at last week's local launch of the SX4, this tester only sampled the manual.

Engineered from the outset as an all-wheel-drive platform, the SX4 features Suzuki's new 'switch-able' three-mode 4x4 system dubbed i-AWD (intelligent All Wheel Drive).

i-AWD features a computer-controlled electromagnetic-actuated clutch pack coupled to a rear differential. Power is fed via a propeller shaft from a gearbox output at the front of the car, and drive to the rear wheels is metered in milliseconds by the rear clutch pack. Suzuki says the system is capable of more than double the output of the standard SX4 -- 380Nm in fact.

This system means the prop shaft is spinning even when in 2WD mode. That said, Suzuki says i-AWD's 4WD Auto is the default mode. In this configuration almost all the torque is distributed to the front wheels, but can be automatically increased or decreased to match traction requirements in slippery conditions.

The third i-AWD mode (operated via a rocker switch on the centre console) is 4WD Lock. This modes splits drive 50:50 to front and rear wheels for "effective escapes in low traction conditions such as mud or snow." The system automatically switches back to 4WD Auto at speeds over 60km/h.

Underneath the SX4's interesting Italian inspired five-door hatch body, the suspension is close in design and execution to the Swift. Up front conventional MacPherson struts are mounted to an isolated subframe along with the steering rack, output shafts, anti-roll bars and the like. The rear is a semi-H-type trailing arm torsion beam set up which Suzuki says provides a balance of good handling, build economies and a lower flatter rear luggage area.

The key dimensions are overall length and wheelbase of 4135 and 2500mm and width and front track of 1755 and 1495 respectively. Height is 1630mmm and thus there's truckloads of headroom.

By way of comparison we've listed the same dimensions for the Swift, Toyota Corolla wagon and Subaru Impreza Sportswagon.
Swift: 3695; 2390; 1690; 1470; 1510  
Corolla: 4410; 2600; 1695; 1480; 1475 
Impreza: 4465; 2525; 1695; 1465; 1465 

Thus you can see, the SX4, though the better part of 200mm shorter overall, near matches the Subaru's wheelbase and dwarfs both it and the Toyota in terms of overall width.

The SX4's claimed ground clearance of 200mm is also impressive -- a full 50mm up on the Impreza and matching Grand Vitara.

Inside there's an attractive, well finished dash with bright alloy-style accents to the centre stack. There's a hint of both Swift and Vitara about the execution and we liked the chunky leather wheel (save for some adjustment issues -- see below) and the clear legible gauges.

About the only thing we'd pick here is the dread Suzuki airbag blemish on the dashtop. Once again -- like every Swift we've every driven there's an annoying H-shaped imperfection on the dashtop for the passenger airbag. If you can't make it disappear Suzuki then, please, define the pop-out panel and be done with it.

Overall packaging is otherwise conventional with occupants benefiting in terms of legroom from the more upright SUV-style seating positions.

There's plenty of fore and aft adjustment on the height adjustable drivers seat. That said, yours truly couldn't get perfectly comfortable with the steering wheel variable in rake only (no reach adjustment). Funnily that wasn't the problem, it was more a glitch in the seat-wheel-pedal relationship -- perhaps more fiddling was necessary.

The rear is a 60:40 splitfold that gets removable and height adjustable pellet-shaped headrests. Rear legroom is an improvement on the likes of the Impreza and width would be fine for two adults. As noted above, three full-sizers is a short-trip only proposition -- you cannot change the laws of physics.

The back seat also folds and tumbles for reasonable load-v-passenger versatility. Suzuki claims 625 litres of flat-floored luggage space with everything folded away. In normal passenger mode there's 270 litres and room enough for four large overnight bags. Not half bad really!

Suzuki's made sure there's plenty of 'holes' in which to stuff drink bottles and the like. As to their effectiveness, I'm afraid that'll have to wait for a more comprehensive test of the car.

SAFETY
The European version of the SX4 and Fiat Sedici rate as four star cars in EuroNCAP testing. Down Under, the car comes equipped with six airbags comprising of two front, two side and two curtain units.

ABS is standard with electronic brake force distribution (EBD) also included. Though the vehicle can be optioned with ESP in some markets the feature is not offered in Australia. Given the car is not a full offroader, and that it retails just north of $20K, it can be forgiven for not offering Hill Descent Control or the like.

As should be the case in this day and age, all belts are three-point lap-sash style with the front getting pretensioners and force limiters.

Where the SX4 arguably has an 'active safety' advantage over conventional hatches in the small car category is its all-wheel-drive underpinnings. Certainly our brief foray onto some dirt roads away from the launch loop indicated that the SX4 is a well planted and confident platform on the loose stuff. The same should be said for wet or slippery conditions -- if we ever have them again.

When pushed, they'll say its nearest current competitor is Subaru's Impreza Sportswagon or Hatch. Priced from $24,440 for the manual 2.0i, the Subey is a logical counterpoint even if it does tend towards the wagon style rather than the SX4's hatchback proportions.

It struck us the the SX4 is perhaps most like the now defunct Renault Scenic all-wheel drive, coincidentally called the Scenic RX4.

For the record, the SX4 will report into the VFACTS Small Car category. Perhps then we should also be listing Astra and Corolla wagons, et al...

ON THE ROAD
Without tricky variable valve timing or forced induction, the SX4's four-cylinder powerplant is no firebrand. It's smooth and quiet and happy to spin through to its 6500rpm (approx) redline, but along the way there's no real appreciable punch in the small of your back.

You need at least 3500rpm to get any rapid action and that means in the hilly, curving roads we drove the car at its Yarra Valley and Ranges launch there was plenty of gearbox rowing. Fortunately the SX4's five-speeder offers an accurate and well-fettled change -- shame the writer couldn't get entirely happy with his seating position which also affected heel-toe downchanges.

The 100km/h limit translates to around 3000rpm in the five-speed manual we drove. Overtaking therefore requires a change to fourth (or more likely third).

In a perfect world this car would get a six-speeder -- in the tighter stuff there's a yawning gap between second and third gear that sometimes means you're left waiting for the engine to draw breath and motivate the SX4's not inconsiderable 1300kg kerb mass. Let's hope the 280Nm Fiat-engined diesel version arrives soon rather than later.

Steering is quite heavily weighted (we liked it) and given the car's upright stance and all-road style 200mmm of ground clearance there's commendable control of body roll -- even when you're pushing on. The cabin's quiet and wind noise is also well controlled so you can hear the grippy Bridgestone rubber working away underneath you.

Feedback through the wheel is dulled a little from the steering's weight but even on gravel you're not left to guess what's happening up front.

Indeed, the SX4 was impressive on the gravel -- safe, predictable and with plenty of grip thanks to the 4WD set-up. The only times things got a little lively was under brakes -- and that's largely because we were on each occasion going somewhat faster than we'd initially estimated.

Over the exposed rock and corrugated sections of the road we chose (a Rally Melbourne stage, no less) the suspension isolated the bumps and the ride was impressively smooth and quiet. Top marks.

We drove in both 2WD and 4WD-Auto modes on the bitumen and noticed only a touch of added understeer in the former.

Suzuki was coy about releasing the difference in fuel consumption between the two modes. During our admittedly short drive we spent 80 per cent of our time in 4WD-Auto and averaged around 11.0lt/100km pushing on in the twisties (and over a spirited gravel section) and closer to 7.0lt/100km on the speed-limit abiding cruise over a mix of outer suburban arterials and freeways back to Melbourne airport.

Nothing wrong with those sort of figures.

While the individual components of the SX4 seem to have attracted some criticism in this review, the sum total of the parts is much more impressive. Indeed, we came away regarding the SX4 with quite some degree of admiration.

The Italdesign-fettled styling is far from unattractive and the clever proportions mean the car looks considerable smaller on the road than it is. Inside it's roomy and the spilt A-pillar, high roofline and low beltline create a glassy, airy feel. We noted also the practical, family-friendly finishes and class-competitive luggage space.

Above all, the SX4 feels like it's been designed, not just built. If initial impressions count for much Suzuki may have another Swift on its hands. Will that make it a two-hit wonder?