Suzuki Verona EX — Road Test — Car Reviews — Car and Driver

9 Июн 2015 | Author: | Комментарии к записи Suzuki Verona EX — Road Test — Car Reviews — Car and Driver отключены

Suzuki Verona EX

A Korean by a Japanese name smells as sweet.

Remember the Daewoo It was a good-looking mid-size Korean powered by an ancient GM four-banger Australia, sold here by an company with no track few dealers, and a crackpot marketing that proposed to have kids sell cars to one It was hard to recommend that car a straight face to anyone you ever meet again, its apparent value for money.

Not Daewoo went bankrupt a crushing debt of some $10 after which GM swooped in and the best bits of the conglomerate to a new company called GM Daewoo Technology (GMDAT).

The car you see here is the sweetest of those cherries, and it is sold on our shores through global partner Suzuki. essentially as the replacement for the Leganza, the carries little of the old car’s which is probably a good The sheetmetal is all-new, bent to a penned by Italdesign-Giugiaro in Moncalieri, 200 miles west of Verona, the of Shakespeare’s Romeo and Juliet .

The new car grows almost four in length and 1.5 inches in width, to it up to the scale of the class leaders. as wide as a Honda Accord and as as a Mazda 6, and its wheelbase and length are an longer than the Mazda’s. the Verona is five cubic roomier than the 6, its seats are comfortable, and visibility out of the back is better.

Relative to the Honda, the is 1.6 cubes smaller, but the rear offers much better support and more legroom.

Raise the self-supporting hood, and be pleased to find that the old four has been euthanized in of a brand-new inline six, with Porsche. The engine sideways, Volvo S80-style, and the front wheels through a automatic. To squeeze six pots an opening where four line up, the engine derives its 2.5 of displacement from closely narrow 77.0mm bores a long 89.2mm …, like the Volvo 2.9-liter six

But whereas Volvo tucks its transmission in back of the engine, the ZF-designed box sits in line the motor. We expected the big, powertrain to limit how far the front could turn, resulting in a turning radius. But at 34.8 the Verona needs 2.1 fewer of road than any Accord to hang a U-turn, despite an engine that’s four wider stuffed into a smaller track between standard tires.

That’s clever packaging.

be even more impressed if new six could outperform Honda’s 2.4-liter four-or Mazda’s or Toyota’s 2.4, or Nissan’s or practically anyone else’s big But that’s not the case. Output is a meager 155 horsepower and 177 pound-feet of Apparently, Porsche didn’t many racing secrets the Daewoo engineers.

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The six idles and plays a stirring soundtrack you give it the whip, but towing pounds of car, it struggles to catch the back of the pack of priced family sedans.

At seconds to 60 mph and 17.9 at 78 mph in the quarter, the would have placed last in our February comparison Splashing in the Mainstream , where the pokiest car was a 3300-pound all-wheel-drive Legacy at 8.8 and 16.8 seconds, Yes, most of those had manual transmissions (not with the Verona), but shifting for wouldn’t shave off two-plus

Automotive obesity seems to be a problem for Korean cars. computer optimization of body is a skill yet to be mastered there, or the pork comes from the array of standard equipment.

For a price of $19,999, our ne plus EX model featured a sunroof, automatic climate control, brakes, power everything, seats and mirrors, tilt, and a cassette/CD player as standard (the only option is control, for $500). And it’s all from a two-tone interior looks classy, from the door panels with leather inserts to the fake trim that nearly our disbelief. Base S models at $16,999, and the mid-level LX rings in at

Another complaint we’ve had Korean cars is that tend to be too softly sprung to our tastes, but here we can thank for buying in early enough to the front-strut, rear-multilink suspension. The is still comfort-biased, but most of the and float have been out. The tires generate a 0.78 g of grip without squealing, and the standard four-wheel brakes can stop from 70 mph in 185 feet-the same as an Accord EX and two better than February’s average.

This is not an enthusiast’s sedan. Nevertheless, we found the easy to place on a line a series of esses, thanks to a steering rack that effort naturally and provides a bit of Bumpy turns provoke steering-wheel kickback and a general of composure that 6s and Accords suffer, due mostly to a body that trails the benchmark for structural rigidity (impacts to resonate and reverberate somewhat).

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