CARLSBAD, CA – Into the subcompact-car wars comes the SX4, a volley from small-car specialist Suzuki Motor Corp.
Admittedly, the Japanese auto maker is a bit player in the U.S., where many consumers think Suzuki makes only motorcycles, ATVs and outboard motors and there is no huge marketing budget to tell potential buyers otherwise.
But the SX4 – the name stands for (S)port (X)over for (4)-season driving – fights for recognition as a 5-door hatchback that is bigger and more powerful than the competition, with standard all-wheel drive.
To capture attention on the road, the SX4 has funky triangular headlamps that are becoming a Suzuki design cue. They also distinguish the front end of Suzuki’s all-new midsize XL7 cross/utility vehicle.
The SX4 is a newcomer to the North American market, replacing the Aerio SX, a 5-door CUV that was discontinued in May.
The SX4, built in Kosai, Japan, is based on the successful Swift platform with which it shares about 30% of its components, including much of the frame, suspension, seats and some less visible parts.
For the U.S., Suzuki gives the SX4 the 2.0L DOHC inline 4-cyl. that powers the Grand Vitara in Europe, putting out 143 hp at 5,800 rpm and 136 lb.-ft. (184 Nm) of torque at 3,500 rpm.
That is less powerful than the 2.3L DOHC I-4 that was in the Aerio, producing 155 hp at 5,400 rpm, with peak torque of 152 lb.-ft. (206 Nm) at a lower 3,000 rpm.
The extra torque would have come in handy climbing the switchbacks here, where the SX4’s 2L occasionally labored, hunting for the proper gear.
But, putting it in perspective, the SX4 offers benchmark power for its entry-level segment.
The Nissan Versa’s 1.8L 4-cyl. was making a class-leading 122 hp and 127 lb.-ft. (172 Nm) of torque until the SX4 arrived.
The new Suzuki also out-muscles, in descending order: the Kia Rio, Toyota Yaris, Honda Fit, Chevrolet Aveo and Scion xA and xB. It even betters some larger competitors: the Toyota Corolla and Matrix, Honda Civic and all but one version of the Ford Focus in terms of power.
The 2L in the SX4 is mated to a 5-speed manual or 4-speed automatic transmission in a bid to keep the car reasonably priced.
Engineers say a 4-speed is sufficient for the base model, but they already see the case for a 5-speed automatic in the higher trim for a dynamic performance car, likely in the 2008-2009 timeframe. That would put the SX4 in rarified air with the Honda Fit in the segment.
The manual is a treat, it snicks confidently into each gear with a pleasant locking sensation.
Standard is Suzuki’s “Intelligent” AWD, giving the SX4 a leg up in the segment.
The three modes (activated via a switch on the console) include 2-wheel drive for better fuel consumption, an auto AWD mode for standard use and AWD lock mode for maximum traction at low speed.
The car weighs in at 2,849-2,904 lbs. (1,295-1,320 kg) with a manual and 2,926-2,981 lbs. (1,330-1,355 kg) with the automatic, which helps explain its estimated fuel economy rating of 24/30 mpg (9.8-7.8 L/100 km) city/highway with the automatic, slightly less with a manual. The Fit, Yaris and Versa generate better figures.
The SX4 is fun to drive, with a suspension tuned for crisp handling. The steering has good on-center feel.
The SX4 has a more substantial presence than many in the segment. It is longer, wider and 2-3 ins. (5-8 cm) taller than most other hatches.
Total cargo room is less than some competitors, but passenger room, at 90 cu.-ft. (2.5 cu.-m), is class leading, Suzuki says.
Passengers enjoy command seating, with a split-folding rear seat. Back-seat occupants have adequate legroom, but headroom is lacking.
The interior includes an attractive center console and simple, intuitive controls in a 3-ring instrument cluster.
But there are reminders this is an entry-level vehicle with material choices for the headliner and hard plastic armrests on the door that would benefit from some padding. The test model also had gaps in the fit of some interior panels.
But the SX4’s value, arguably, is in its capability and features.
The SX4 starts at $14,999 for the base model (not including $595 destination charges), which should make it the most affordable AWD vehicle in the U.S. for ’07. It is positioned between larger AWD models such as the Subaru Impreza, Dodge Caliber and Matrix that aren’t much bigger than the SX4, but cost $3,000-$4,000 more.
SX4 buyers can move up to the Sport trim for $1,400, and there are packages such as Convenience Control (cruise control, climate and steering wheel controls) for $300.
Standard are six airbags, including side curtains; 4-wheel antilock disc brakes with electronic brake-force distribution; alloy wheels and an MP3 player.
Optional are electronic stability control and an upgraded audio system. An iPod interface is available through the dealer.
Accessories should prove popular with SX4 buyers, expected to be mostly single men, aged 18-30, 35% college-educated and with an average household income of $50,000.
The base model SX4 went on sale Sept. 1 in the U.S., with the Sport trim level available in November. Capacity constraints at the Kosai plant are limiting production of SX4s for the U.S. to 1,000 a month.
That might be OK. The SX4 has a lot to offer a first-time buyer, but marketing executives likely could use the time to spread the word.
