Reviewing the 2010 Suzuki Grand Vitara

Reviewing the 2010 Suzuki Grand Vitara, There are a dozen or more compact-sized SUVs on the market, but only a few have real (truck-type) four-wheel-drive - 4WD with Low range gearing. Suzuki's Grand Vitara is one of these - and it's got more going for it than just its off-road bona fides.

WHAT IT IS

The Grand Vitara is compact SUV (a real SUV) with four doors and room for 4-5 people. It's available in rear-wheel-drive or 4WD versions, with either a four-cylinder or V-6 engine. Prices begin at $19,099 for a base rear-drive, four-cylinder, manual-equipped model and run up to $27,199 for a top-of-the-line Limited with V-6 engine, 4WD and automatic transmission.

WHAT'S NEW FOR 2010

An interesting and unusual new feature is a removable/portable Garmin GPS navigation system, now standard on all trims - including base models. This could be the beginning of a new trend away from expensive and can't-take-them-with you factory in-dash GPS units.

WHAT'S GOOD

A real-deal 4WD SUV that can handle itself off-road. Price is a bargain compared to similar vehicles such as the Jeep Liberty. 4WD is available with four-cylinder engine (it's common in other models to make the buyer upgrade to the optional V-6 to get 4WD). Nicely fitted out and finished; does not look low-rent. Standard GPS.

WHAT'S NOT SO GOOD

Optional V-6 is automatic only. Four-cylinder's optional automatic only has four speeds. Some buyers may not like the side-hinged tailgate. Standard GPS has a fairly small screen (and controls).

UNDER THE HOOD

The Grand Vitara comes standard with a 2.4 liter, 166 hp four cylinder and your choice of five-speed manual or (optionally) four-speed automatic. A part-time 4WD system with Low range gearing is available with either transmission. Acceleration with the 2.4 liter engine is a little slow-pokey (about 10 seconds to 60 mph) but it's in the same ballpark as car-based, light-duty FWD/AWD compact SUVs like the Honda CR-V, which haven't got the off-road capability the rugged little Suzuki does.

Optional is a 3.2 liter, 230 hp V-6 that's teamed with a mandatory five-speed automatic. You can go rear-drive or 4WD with this combo, too. The GV's V-6 is significantly stronger than the Jeep Liberty's standard 3.7 liter, 210 hp V-6 and because the Suzuki also weighs considerably less (3,468 lbs. vs. 3,985 lbs.) acceleration/response is snappier in the Grand Vitara. A V-6 Grand Vitara can reach 60 mph in about 9.3 seconds vs. 9.5 seconds for the Liberty.

Gas mileage with the Suzuki's V-6 is better, too - 18 city, 24 highway (RWD) and 17 city, 23 highway (with 4WD) vs. the Jeep's 16 city, 22 highway (RWD) and 15 city, 21 highway (with 4WD). Four cylinder GV's are rated at 19 city, 26 highway. Maximum tow rating for the Grand Vitara is 3,000 lbs. - 500 pounds less than the Liberty's 3,500 lb. max rating.

ON THE ROAD

Though the Grand Vitara is a "real" SUV - with the chassis and the heavy-duty gear necessary to safely handle the rigors of off-road use - its on-road manners are noticeably better than competitors like the Jeep Liberty.

The GV's V-6 has more power, an extra gear in the transmission (the Liberty's top-of-the-line automatic is a four-speed vs. the Suzuki's much more up-to-date five speed) and the GV weighs an incredible 500-plus pounds less than the Jeep. It thus feels more athletic when you hit the gas - and less ponderous when you enter a turn.

It's also nice that you can get a four cylinder engine - and a manual transmission - and four-wheel-drive with that combo, too. There's decent fuel economy potential with the 2.4 liter engine (26 mpg on the highway is not at all bad for a vehicle that can go off-roading, which none of the four cylinder-equipped light-duty SUV competition like the Toyota RAV4 and Honda CR-V are built to handle) and the option of being able to shift for yourself adds a degree of sportiness, too.

In the Jeep, you have to buy the gas-hog V-6 engine - and there's no manual transmission option. The Liberty is a competent vehicle; but it's less fun to drive and doesn't seem nearly as happy on-road as it is capable off-road. My opinion: The GV is a much better-balanced vehicle, overall.

AT THE CURB

Another area where the Suzuki stays faithful to the real-deal SUV ethic is its side-hinged tailgate - and the full-size spare mounted right there on the door. I like both. The side-opening tailgate has a meaty, manly pull-handle and the door opens wide to give you full access to the cargo area More importantly, it can be closed easily and much more naturally, just by swinging the thing shut.

Other SUVs and crossovers have minivan-like lift-up tailgates that can be awkward to close if you're not more than six feet tall and have long arms and strong muscles. I really liked the accessibility of the spare tire - and that it's a real tire, not one of those next-to-useless minis.

You almost never see this layout - or a full-size spare tire - anymore. Most light-duty SUVs and crossovers have a mini-spare that's barely serviceable for even short-term use at low-speeds on paved roads only buried in the cargo area floor someplace - where it's not only hard to get at but what do you do with your full-size flat after you mount the mini-spare? The hole in the cargo floor is usually just big enough to accommodate the mini-spare (to save space). But that forces you to haul your muddy/dirty old tire/rim in the cargo area, where it's likely to ruin the carpet and make a godawful mess.

In the GV, you just mount the flat tire/rim on the tailgate and motor on. And since it's a real spare tire and not a "temporary use only" mini-spare, you can motor on, too - on-road or off. If you're out in the woods, camping or far from paced roads, that could be a very important lifeline.

Space/cargo wise, the GV actually has more room than the physically larger Jeep Liberty: 71 cubic feet vs. 64 cubic feet. That's impressive use of space given the Suzuki is about an inch shorter overall (175.8 inches vs. 176.9 inches) and rides on a wheelbase that's nearly three inches less than the Liberty's (103.9 inches vs. 106.1 inches).

The Suzuki also has more front seat legroom (41.3 inches vs. 40.8 inches) and virtually identical front-seat headroom (40 inches 40.4 inches). The Jeep does have more second-row head and legroom (40.3 inches and 38.8 inches vs. 38.2 and 37.2), which explains why the Liberty has a bit less total cargo-carrying capacity.

Still, there's enough room for a pretty big person (me - six feet three and 210 pounds) to sit comfortably in the rear seats without either legs or head knocking up against anything.

The optional part-time 4WD system has both 4WD High range Lock (which keeps the power split, front-to-rear, at a constant 50-50) as well as 4WD Low range for slogging through deep mud/snow and so forth.

The standard portable/removable GPS system is a neat feature; not only can you take it with you (as when camping or hiking or just walking around) but you can also transfer it to another vehicle. The unit comes with its own leather carrying case and it's small enough to easily fit in the pocket of your cargo pants or in a purse. Probably the weakest functional aspect of the Suzuki, though, is its not-so-great 3,000 lb. max towing capacity. There are mid-sized cars that can pull 3,500 lbs.and the Jeep's 3,500 lb. rating easily outclasses the GV in this one very important area.

THE REST

Suzuki is a highly respected name in the world of motorcycles but its four-wheeled offerings are less well-known. That doesn't mean they're iffy - Suzuki's just not a brand many people think of reflexively, like Honda or Toyota (or even Jeep) when it comes to cars. But the upside to that is a very aggressive pricing structure. The GV's base MSRP of $19,099 is $4,100 and change less than the Jeep Liberty's base price of $23,255. That's a huge difference - enough to keep you in free gas for two or three years.

Keep in mind you get standard GPS for that $19k, too. The GV also comes with an exceptionally long-legged seven year/100,000 mile powertrain warranty - vs. five years/100,000 miles for the Jeep. Both have the same three year/36,000 mile basic warranty.

Overall, the Suzuki is much more nicely finished and just comes off as the higher quality vehicle - especially interior-wise. The GV's cabin has nicer-looking, softer-feeling materials than the plasticky and ticky-tacky Jeep. For example, the inside door jambs and other parts of the GV that aren't immediately visible are still clear-coated, just like the rest of the vehicle's exterior panels. In some competitor models, you'll find that such areas aren't clear-coated (to save money during manufacturing) and while it's not a functional issue, it still looks low-rent. The GV's optional perforated leather (including door panels) is exceptionally nice for the price.

SUZUKI EQUATOR

The Suzuki Equator is an all-new model for the 2009 model year. The Equator is available as an Extended Cab or Crew Cab, each with rear- or four-wheel drive. Two engine choices are available: a 2.5-liter 152-horsepower 4-cylinder or 4.0-liter 261-horsepower V6. Available trim levels include Sport, Premium and top-of-the-line RMZ, all of which feature standard cruise control, power mirrors, door locks and windows and remote keyless entry. The RMZ adds a factory-installed moonroof, Vehicle Dynamic Control (VDC), Hill Descent Control and Hill Hold Control. The Sport package features a Rockford-Fosgate AM/FM/6CD/XM Satellite Radio with eight speakers and subwoofer, an auxiliary input jack and Bluetooth capability.

Suzuki SX4 no Brasil

A Suzuki anunciou o lançamento no Brasil do SX4. O carro terá motor 2.0 a gasolina 16v de 145 cv, e será vendido a partir de R$ 61.990 com transmissão manual e R$ 66.790 com câmbio automático.

A Suzuki classifica o SX4 como um crossover devido ao seu sistema de tração 4×4 integral chamado i-AWD, sistema distribuir automaticamente a força do motor entre as rodas. O carro tem airbags frontais, freios ABS de série, rodas de liga leve de 16 polegadas, ar-condicionado, direção eletro-hidráulica, vidros, travas e retrovisores elétricos e sistema de som com leitor de arquivos MP3 e entrada para auxiliar iPod.

O SX4 começam a ser vendido em setembro, mas algumas revendas da Suzuki já receberam o modelo.

Suzuki revela a GSX-R1000 2009

A maior concorrente da Yamaha R1, a Suzuki GSX-R1000 esta com novo visual para a versão 2009.

Ela será vendida ainda este ano na Europa e Estados Unidos, a motocicleta ganhou modificações estéticas, aerodinâmicas e melhorias mecânicas. E vem com novas opções de cores e personalizações.

Em altas velocidades o motor, que já conta com 178 cv, ganha mais de 20 cv extras, proporcionada pela entrada de ar na câmara de combustão funciona como um turbocompressor natural assim como Yamaha.

Outra mudança que ajudou muito na redução de peso foi o uso de mais alumínio em componentes do motor substituindo. A dupla saída de escape de titânio reduziu as emissões e melhorou a vazão dos gases de escape, proporcionando mais potência.


A Suzuki atualizou o software do ABS da GSX, que agora responde de acordo com a velocidade e condições de rodagem, dosando de maneira mais uniforme a frenagem. Ainda não há previsão de chegada do modelo 2009 da R1000 ao Brasil. Nos EUA, ela tem preço sugerido de US$ 11.000 (R$ 21.220).



Fonte

Suzuki Hayabusa GSX 1300R 2009 chega ao Brasil

Desde seu lançamento, em 1999, a Suzuki Hayabusa GSX-1300R fez história por ultrapassar a barreira dos 300 km/h. Lançada na Europa no ano passado, a versão 2008 da cultuada superesportiva com diversas modificações e tecnologia de ponta chega agora oficialmente ao país.

Alguns importadores independentes já disponibilizavam o modelo, geralmente importado dos Estados Unidos, mas a J.Toledo/Suzuki da Amazônia alerta aos consumidores mais afoitos que compraram estas unidades: além de não estarem “tropicalizadas”, ou seja, adaptadas a nosso combustível com uma porcentagem de álcool, essas motos não estão cobertas pela garantia de fábrica.

A nova Hayabusa já pode ser encontrada nas concessionárias autorizadas Suzuki nas cores laranja, branca, azul e preta, a um preço sugerido de R$ 61,2 mil.

Mudanças

O motor da Hayabusa ficou maior. Passou dos antigos 1.299 cm³ para 1.340 cm³. O propulsor de quatro cilindros em linha, 16 válvulas, DOHC, teve as câmaras de combustão redesenhadas para aumentar em 11% a eficiência na queima da mistura. Sem falar no novo sistema de alimentação, com dois bicos injetores por cilindro. As válvulas e os cilindros também mudaram, resultando em uma taxa de compressão maior: 12,5:1. Agora a potência máxima já foi divulgada: 197 cv – um aumento de 25 cv em relação ao modelo anterior, que tinha 172 cv.

Outra grande novidade foi a adoção do Suzuki Drive Mode Selector (S-DMS). Trata-se de um seletor do modo de funcionamento do motor, que controla diversas funções. Há três opções: no modo “A” o motor trabalha com força total e entrega toda a potência; no “B”, a entrega de potência é diminuída em baixas rotações, ideal para circuitos travados; já no modo “C” mantém pouca potência em médios e baixos regimes, mas o motor pára de entregar mais potência acima das 8.000 rpm, bastante útil em piso molhado. É o mesmo sistema utilizado nas motos de competição e que também já equipa a Suzuki GSX-R 1000 K7.

No drivetrain há ainda um câmbio de seis marchas. Em conjunto foi instalada uma embreagem “anti-travamento” com limitador de torque para suavizar os trancos na redução de marchas.

Visual e ciclística

A Suzuki têm se mostrado eficiente na atualização de seus modelos, sem deixar de lado a identidade de cada um deles. Na Hayabusa não foi diferente, já que o design que a consagrou se manteve, porém parece mais moderno. O farol continua uma peça única, mas com desenho renovado. A carenagem ganhou novas entradas de ar e um coeficiente de atrito menor para melhorar a penetração aerodinâmica. Para isso o tanque também foi posicionado mais para baixo, para permitir ao piloto se esconder atrás da bolha.

Na traseira, as setas estão embutidas e a lanterna mudou. Chamam a atenção também os dois novos escapes. Perderam os cromados e ganharam uma cobertura preta, de acordo com as atuais tendências.

Na parte ciclística, mais melhorias. O quadro de dupla trave superior feito em alumínio ficou mais leve e mais resistente a torções. Na dianteira, o garfo invertido também é novo. Assim como o monoamortecedor na balança traseira, que ganhou novo desenho para melhorar a tração da Hayabusa 2008 mais potente.

Os freios dianteiros trazem modernas pinças, fixadas radialmente, que mordem dois discos de 310 mm – menores, porém mais eficientes do que na versão anterior, garante a Suzuki. Na traseira o disco de freio ficou maior – 260 mm de diâmetro com pinça de um pistão. As rodas também foram redesenhadas e são calçadas com pneus Bridgestone BT-015 de alto desempenho. Tudo para “suportar” mais potência do novo motor e garantir a dirigibilidade, um dos pontos altos do modelo.

Outra qualidade mantida foi o conforto da garupa. Para isso, o assento foi rebaixado juntamente com o sub-quadro traseiro. Mantendo assim o caráter “sport-touring” dessa superesportiva.

O piloto, além de poder se esconder melhor sob a bolha, conta com um novo painel de instrumentos. Com quatro mostradores analógicos, traz velocímetro, tacômetro, marcador de combustível e de temperatura. Conta ainda com indicador de marcha engatada e a indicação do S-DMS (modo de mapeamento do motor) escolhido.

Ao que tudo indica a nova Hayabusa deve reassumir o posto de moto mais rápida do mundo e acirrar a guerra entre as marcas japonesas, principalmente com a Kawasaki e sua ZX-R 14. As previsões falam em velocidade máxima de 320 km/h, ou seja, a moto de série mais rápida do mundo.

Veja o vídeo da Hayabusa em velocidade máxima:


Fonte