Suzuki Kizashi Review

Two years ago at the Tokyo Auto Show, after seeing the Kizashi concept car, I asked the president of Suzuki during an interview, “Why is the world’s largest brand of small cars moving into larger vehicles?” Frankly, his answer while vague was positive as if I’d struck a responsive chord.

Now I know why.

Last week I saw and drove the new real world 2010 Suzuki Kizashi at its U.S. introduction and now understand his reluctance to respond. Suzuki, the second biggest selling auto brand in Japan and the manufacturer’s of arguably the fastest motorcycles and great outboard engines in the world, has created an all-wheel-drive sedan that is world class.

World class? Yes, world class within the very competitive category of midsize vehicles and that’s a rather big category with big name brands. The Kizashi (pronounce it “Kee-Zah-Shee”), has good looking exterior styling with flowing design cues, an interior – front and rear – that says first-class comfort and quality, and the Kizashi was totally engineered by Suzuki including platform, powertrain and driveline which certainly adds considerable value.

This is not a cushy and sluggish transportation appliance; it is a true sport sedan that rides, drives and handles like a sports vehicle. This Kizashi was benchmarked against the Acura TSX, VW Passat and Alfa Romeo 159.

Journalists were told the powerplant is a 2.4-liter, 4-cylinder, 16-valve DOHC engine which pumps out 185 hp @ 6,500 rpm with 170 lb.-foot torque @ 4,000 rpm. Two transmissions are available, a six-speed manual transmission with a gear box that is smoother than silk and an automatic continuously variable transmission. I drove both and prefer the stick version.

After driving it fairly hard on some very nice hilly country and curing roads in North Carolina and Virginia, at a driver change stop, I said, “Wow, I just remembered this is a 4 cylinder car … it was damn near perfect.” Not a Porsche or Ferrari, but this Suzuki doesn’t claim to be one. It’s a sports sedan that is fun to drive without paying the big bucks of the latter.

The driving experience in North Carolina and throughout the U.S. had been tested and validated by Suzuki engineers determined to make the car road ready and worthy on Germany’s Autobahn, Switzerland’s Alpine corners, the cobblestone roads of rural England and the legendary Nürburgring. (Watch the video!)

Kizashi’s unibody construction of embedded aluminum with reinforced front and rear suspension makes for a very stable ride and agile handing with almost no roll or noise. The ride itself is very quiet. The Akebono brakes provided great stopping power when tested at 60 mph to full stop.

The interior of the new Suzuki halo car is exceptional. Materials are good looking, non-reflective with a nice tactile feeling. The dash and instrument panels are well designed and easy to read. Other controls, HVAC, infotainment, etc. are within quick reach. Steering wheel is leather wrapped has an easy to-grip-diameter and has controls built-in. The Rockford Fosgate audio system is especially good with excellent dynamics.

I did not like the HVAC controls being located low on the center console rather than the radio knobs – they’d just be easier to reach, even with steering wheel controls, but that’s a bit picky. Seating is comfortable, but the front of the seat could either be extended or possibly tilted up for better support under the knees.

For potential owners who are climatically challenged – as in snow country dwellers – the all wheel drive and special underbody panels will ease the pain of winter driving. And the Kizashi has three-stage heated seats, heated mirrors, rain-sensing windshield wipers and a rear seat pass-thru for skis.

Gas mileage numbers vary slightly depending on the wheel size of the model selected, ranging fro 21/31 manual FWD with 16-inch wheels to 23/30 CVT FWD with 17/18-inch wheels.

Three trim levels are available with MSRPs starting under $20,000 and will be in dealer showrooms later this year. This is one to thoroughly check-out. The tag line for the Suzuki Kizashi’s advertising will be, ‘premium without the premium’ -- this not hype or ad-speak superlative, from my perspective it is fact.

( By Marty Bernstein, The Auto Channel, Detroit Bureau )

2010 Mazda CX-7 2.2 MZR-CD Diesel

Well, it’s a diesel version of the Mazda CX-7, one of the sportier and better-looking crossovers on the market. Of course, this engine isn’t available in the U.S., where the CX-7 is sold with a thirsty 2.3-liter turbo four—it’s returned as low as 14 mpg overall in our hands—or a naturally aspirated 2.5-liter four, the latter having been added for 2010. In Europe, the low fuel economy of the gas turbo model renders it practically unsellable. The company could have added that naturally aspirated 2.5 i SV model to the Euro lineup in an attempt to woo more buyers, but it instead went with a tried-and-true Continental formula: the diesel. And so was born the clumsily named Mazda CX-7 2.2 MZR-CD, which uses a 2.2-liter four-cylinder turbo-diesel. This was probably a wise choice; the 2.5 is really only thrifty on paper, since it has to be squeezed to the max to get the five-passenger crossover to move with any alacrity.

The good news is that fuel economy takes a huge jump. The U.S.-spec 2.3-liter turbo four—lifted from the Mazdaspeed 3 but with a different tune—is rated at 17 mpg city and 23 mpg highway with all-wheel drive and 18/25 with front-wheel drive. The turbo-diesel, by contrast, has a combined rating of 31 mpg in the European cycle, and we believe you can realistically expect 26 mpg in everyday driving. The CX-7 2.5 i SV is rated at 20/28 mpg.

The diesel also is equipped with a selective catalytic reduction system for reducing emissions. A four-gallon tank holds an AdBlue urea/water solution, which is then injected into the exhaust downstream of the soot-collecting particulate filter, and the complex and costly technology virtually eliminates oxides of nitrogen (NOx) emissions. Although the system isn’t necessary to meet the strict Euro 5 regulations, Mazda added it anyway. Very nice.

How Does It Drive?

With 170 hp and 295 lb-ft of torque versus the gasoline turbo four’s 244 hp and 258 lb-ft, we initially weren’t thrilled with the oil-burner’s performance. Mazda claims 0 to 62 mph takes 11.3 seconds, which is significantly slower than the 7.8-second, 0-to-60-mph run we’ve recorded for the gasoline turbo four paired with a six-speed automatic, the only transmission offered in the U.S. But the turbo-diesel gains velocity with far more authority than the base 2.5-liter engine. It is effortless cruising where the diesel excels. Hills are neutralized by the amount of low-end torque, and you almost never need to downshift once at highway speeds. The diesel comes only with a smooth-shifting six-speed manual, as an automatic is still being developed. Top speed is sufficient at 124 mph.

The Mazda's four-banger is clearly audible, more like the unit in the Volkswagen Touareg TDI. It's not unpleasant, but you’re never in doubt as to its diesel-ness. While all-wheel drive is standard, the diesel’s added weight—about 130 pounds more than the gasoline turbo four—takes away some agility.

How Does It Stack Up?

European models come with the same face lift that graces 2010 U.S. models. The dashboard has traded its futuristic edge for a softer look, while the pseudo-aggressive fog lights add a cartoonish quality to the front end. Portions of the exterior also are ladled with the inevitable chrome decorum. Nevertheless, the CX-7 still is one of the sharper-looking utes.

Were the CX-7 diesel sold in the U.S, it would compete with a diverse group, including the Audi Q5, the Ford Escape hybrid, and the Toyota RAV4, among others. We think it would hold up well and it would be a better choice than the entry-level CX-7 2.5, even if it can’t deliver the fun of the 2.3-liter turbo four. The turbo-diesel would be a worthwhile addition to Mazda’s North American lineup—well, if it could be homologated to meet the stricter U.S. emissions regulations. It would put Mazda ahead of the eco-curve in the segment, and the engine burns clean enough to enhance the company’s green credentials. Too bad we expect it to stay on the other side of the Atlantic.

Where Can I Get One?

Europe. As to cost, in Germany, the base turbo-diesel costs several thousand euros less than the €36,990 2.3 turbo, which also has the same six-speed manual but includes more equipment. It’s no wonder that Mazda Europe now expects the gasoline model to account for less than five percent of CX-7 sales.

(BY JENS MEINERS )