With Increased Power For 2004, Does The Aerio Now Make More Sense?
Written: Sep 24 '04 (Updated Apr 18 '05)
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Product Rating:
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Pros: Spunky acceleration, sporty steering feel, high feature content, van-like view out (for some).
Cons: Rough and noisy ride, odd ergonomic missteps, fishbowl styling, van-like view out (for others).
The Bottom Line: Sometimes weird is good, and sometimes weird is just weird. The Aerio offers equal amounts of both. Even with the increased horsepower, it remains a left-field choice.
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| drive571's Full Review: 2004 Suzuki Aerio Wagon |
My Experience
I test drove two 2004 Aerio SX wagons at a nearby Suzuki dealership. Both were front-wheel-drive models, one with a manual transmission, and the other with an automatic. Each test-drive lasted about half an hour, and covered city streets, a winding frontage road, and the freeway.
Performance
Acceleration has always been one of the Aerio's strong suits--relative to the rest of the economy-car class, anyway--and the horsepower increase for 2004 improves an already good situation. The Aerio's new 2.3-liter engine puts out 155hp, ten up from last year's 145hp. That's pretty impressive, considering that this engine is standard in all Aerio models. Most base-model economy cars offer considerably fewer horses--somewhere between 110 and 130, usually--and if you can get anything comparable to the Aerio's output, it's only on the more-expensive uplevel trims.
So does the Aerio's actual performance live up to the on-paper promise? Mostly, yes. This is certainly one of the quickest cars in the economy class, and its lively acceleration contributes greatly to the fun-to-drive factor. One of my favorite things about the Aerio is its strong low-end response--its torque peaks at just 3000rpms, which lets the Aerio step off the line with more confidence than most economy cars.
This flexibility also means you don't have to shift as often in the ebb and flow of city traffic. Give the Aerio some gas at 25mph, in third gear, and it scoots ahead smartly, instead of suggesting that you downshift and try again. And if you do wring the Aerio out to the redline--which I did a few times on freeway on-ramps--its power remains strong and linear all the way into the high end. All very good stuff, and quite unexpected from an odd-looking Suzuki.
But this engine is not without faults. While acceleration is a strong point, refinement is decidedly not. The Aerio's engine is buzzy and coarse-sounding compared to those of the Civic, Corolla, and Mazda3. At idle, it sends a tingly massage through the seats and steering wheel, and the vibrations get knotty on the move--the engine's increased displacement seems to have brought increased roughness as well. The Aerio's engine is fairly loud, too. It emits a pleasant-enough growl most of the time, but it gets boomy and intrusive if you rev it up into the midrange. To be fair, the racket is no worse than what you'll find in the other class also-rans--it's just not on par with the Civic/Corolla crowd.
Transmission/Clutch
The Aerio's manual transmission is above average for the class, but it's not one of the best. On the positive side of things, the shifter has a pleasant heft to its action, clutch take-up is short and quick, and the gearlever's throws are pleasantly short and tightly-spaced. But the Aerio's shifter doesn't glide effortlessly from gear to gear, the way a Honda Civic's does. You have to guide it more, along a mushier track. There's a feeling of friction and insulation here, which means manual-transmission fans will likely get more grins from the class leaders.
If you decide to go the automatic-transmission route, the Aerio will cope better than most economy cars. The engine's relative surplus of low-end grunt makes it well-suited to slushbox duty--it still feels eager off the line and zips around town with surprising ease. The transmission could stand to shift a little more smoothly, but I like the way it hangs on to low gears. Too many automatics shift into overdrive as soon as possible, blunting throttle response and causing annoying back-and-forth hunting. The Aerio's automatic lets the engine rev a little more, making the car feel happier when driven briskly.
Steering/Handling
The Aerio's handling is a mixed bag, but overall, it was much better than I expected. One doesn't expect much in the way of athleticism from a funny-looking wagon with an no-name badge on the grille, but the Aerio is actually one of the more nimble cars in its class.
The Aerio's steering, in particular, is surprisingly good. It's weighted quite firmly, especially at around-town speeds, with a natural touch that feels more appropriate to a sports coupe than an economy car. Precision is excellent in turns, road feel is pleasantly abundant, and on-center feel is quite good. The Aerio also tracks solidly on the freeway, although it does require the occasional correction, and doesn't feel as locked on to straight ahead as a Mazda 3. Overall, though, the Aerio's steering gives the car a surprisingly sporty and nimble feel, and easily surpasses the systems in the Civic and Corolla.
The Aerio's chassis is also quite competent, if not as remarkable as its steering. You wouldn't guess it from the car's looks, but the Aerio is really quite a sporty ride, at least by econocar standards. Its suspension feels firm and well-tied-down in normal driving, with a pleasantly connected feel and minimal body lean. When I pressed the Aerio harder on a twisty road, the body lean became more apparent, accentuated by the tall driving position and lack of lateral support. The sensation of lean became almost unsettling in really tight corners, and the front tires faded into understeer at speeds that would leave a Mazda3 unfazed. Still, the Aerio's limits are higher than you might expect, and it feels pleasantly sporty at a less-demanding pace.
Braking seems to have improved since the last time I drove an Aerio. The sedan I drove last year had an annoyingly light, mushy pedal that made it hard for me to stop the car smoothly. This time, however, I had no complaints. The pedal still isn't sports-car firm, but its natural, linear feel is above average for the class.
Ride
Even compared to other economy cars, this area is one of the Aerio's weak points. Quite simply, you won't like this car much if you're looking for a smooth, quiet ride. The firm suspension that allows the Aerio to handle well also makes it surprisingly stiff-legged over the road. The Aerio fidgets and bobbles even on pavement that appears smooth, and while it absorbs small bumps easily enough, it gets clunky and abrupt over the big ones. This bumpiness is accentuated by the fact that the Aerio's body structure isn't quite as stiff as most other cars in this class. Driving over sharp-edged potholes, I noticed some drumming and secondary vibrations in the Aerio's structure--nothing major, but enough to detract from the feeling of solidity somewhat.
Then there's the noise. I've already mentioned the slightly coarse grumbling of the Aerio's engine, and the boomy resonances at full throttle. But the sounds from other sources are equally pronounced. The tires have a tendency to roar and rumble over imperfect surfaces, and the Aerio's tall bodywork creates noticeable wind rush at freeway speeds. It's not too far below average for the class, but it's well behind the hushed cabins of the Civic and Corolla. Buyers with sensitive bums and ears should probably look elsewhere.
Interior
Aside from the oddball exterior styling, the Aerio's interior is its most distinctive feature. Its features, layout, and styling are totally unique in the economy-car class, but as I mentioned in my last review of the Aerio, this uniqueness has as many drawbacks as it does benefits.
First, let's deal with a negative: I don't like the Aerio's tall, upright driving position. Same as last time, I felt more like I was driving a small van than a wagon. The seat cushions are high off the cabin floor, and the pedals are too close for tall drivers to stretch out. The steering wheel is angled upward, and the view out is broad and expansive, framed by little quarter windows at the sides--all very van-like. And even if you're a fan of the sit-up-high thing--I'm not, personally--there are other minor annoyances. It's a bit of a reach down to grab the manual transmission's shift knob, for example, and there's no armrest on the center console. There's a flip-down armrest on the side of the driver's seat, but if you flip it down while driving, it blocks your elbow every time you go for the shifter.
The seats themselves aren't particularly comfortable, either. Their padding is firm enough, but the contours of the cushion and seatback seem shapeless and unsupportive. Hard turns reveal a near-total lack of lateral support in the front seats, and the abbreviated cushions mean there's not much to cradle the legs of taller drivers. And while there's plenty of room up front in all directions, the rear seat was a bit tight. My knees were pressed into the front seatback's fabric, and I can't imagine three adults fitting comfortably across the rear bench. On the other hand, headroom is never in short supply.
Now for the good news: In terms of solidity and quality, the Aerio's cabin is surprisingly excellent. Given Suzuki's minor-league status, you might expect the Aerio to harbor some residual cheapness, but that's not the case. In most respects, it compares well to the class leaders from Honda, Toyota, and Mazda. There's a fair amount of hard plastic in the Aerio's cabin--typical in this class--but it feels smoothly-grained and substantial. The perforated-leather steering wheel makes a great hand-hold, and the styling, however odd, shows close attention to detail. Panel fit is impressively tight, and assembly feels very solid. The quality of the switchgear is another Aerio strength. The climate control knobs, radio buttons, and column stalks all operate with buttery "clicks," just like the more expensive brands. And while I wasn't a fan of the Aerio's seats, their soft velour upholstery is a nice, upscale touch.
Ergonomics are hit-or-miss in the Aerio, a result of the unconventional control layout. The digital gauges are an example of a "miss." They work well most of the time, but they're set low in the dashboard, way below the driver's line of sight. On my test drives, I found I wasn't checking my speed very often. I wasn't checking the oil temperature, either, because there's no readout for that. But there are bright spots, too. The radio, for example, is mounted high on the dash--higher than the gauges, actually--and that makes it very easy to use without taking your eyes off the road.
Finally, one can't overlook the Aerio's generous feature content. The manual-transmission SX I test-drove had an MSRP of $14,999 (not counting the usually-healthy rebates), and was absolutely loaded with stuff. There was the usual power everything and air conditioning, but a lot of unexpected niceties too. How nice? Try a seven-speaker CD stereo with subwoofer, a leather-wrapped steering wheel, cruise control, fog lights, alloy wheels, and an outside-temperature display on the dash. Phew! The only thing missing is ABS--a worthwhile $800 extra.
Practicality
As small wagons go, the Aerio is a bit above average for practicality. With the rear seats folded, the cargo area is impressively spacious--although not completely flat--and there's plenty of room for groceries and such even with the seats up. The Aerio also impresses with its cabin storage. There's a pull-out bin underneath the front passenger's seat, useful for hiding valuables, and another organizing tray under the rear cargo mat. The glove compartment is unusually large, too.
But the Aerio doesn't accomodate people as adeptly as it accommodates stuff, and that limits its practicality somewhat. The aforementioned rear seat is below par for this class, and the lack of cushion support is likely to become an issue on long drives. That means frequent road-trippers would probably be happier with a Mazda 3, Mitsubishi Lancer Sportback, or Scion xB.
Reliability
The Aerio is still unlisted in Consumer Reports' reliability ratings, same as the last time I reviewed it. I'm guessing this is because they haven't sold enough of them to get an accurate sample group. But Suzuki's warranty coverage certainly suggests they're confident the Aerio will hold up. The bumper-to-bumper warranty is the usual 3-year, 36,000-mile deal, but the powertrain is covered for 7 years or 100,000 miles. Pretty impressive. To get an even better idea of the Aerio's reliability, I looked at whatcar.com, an English website similar to our Consumer Reports. The Aerio is sold as the Liana in the UK (I didn't think a sillier name was possible, but they found one), and in their review of that car, they said: "The [Suzuki] marque has an enviable reputation for reliability... so you should expect to have to make only scheduled trips to the dealer." Not as concrete as I'd like, but evidence nonetheless.
Overall
So has the power spike for 2004 done anything to exonerate the Aerio from left-field status? Not really. The new engine's extra zip comes with increased vibration and noise, so the power gain is largely offset by the slight loss of refinement. Overall, the Aerio left the same impression as it did the last time I drove one. It's a spunky and adventurous little car, with lots of unique features, but I have a hard time getting excited about it. Its odd styling isn't appealing to my Gen-Y tastes--it's too tall and awkward to be conventionally pretty, but not over-the-top enough to be cool, like the Scion xB. I think dorky is the word I'm looking for. The product is there, but Suzuki's styling and youth-marketing efforts seem too half-hearted and self-conscious to catch on. Besides, any company's going to have a hard time being hip as long as it's selling "high-value" Veronas and Grand Vitaras (I'll spare you the requisite Viagra joke) on the same lot as its youth-oriented cars.
But if you're not as concerned about brand image or having the most stylish car on the block, the Aerio has a lot to offer in the economy-car class. The low price is a big selling point, and the wealth of standard features is very impressive. This is a "high-value" car too, but it doesn't feel at all flimsy or outdated. And as an in-town runabout, the Aerio pleases with its robust power and quick, precise steering. Just don't expect a smooth or quiet ride, or super-comfortable seats. The Aerio seems best suited to buyers on a budget who value being different, or have a particular fondness for the "commanding view of the road" that comes with a high-up driving position. Those seeking refinement, slickness, and comfort should look at the more-established brands first.
Incidentally, if you're tempted by the Aerio's pricing and features but turned off by the looks, you might want to wait for the 2005 model. Suzuki has facelifted the Aerio for next year, and from the pictures I've seen, their efforts were reasonably effective. There's a new fascia and bumper up front, and clear-lens taillights in back. The interior is upgraded too, with classy-looking analog gauges, a simpler dashboard, and silver trim accents. I'll reserve final judgment until I've seen it in person, but in the meantime, you can have a look for yourself on Suzuki's web site. Just copy and paste www.suzukiauto.com into your browser.
Also, the 2005 model year will bring two new Suzukis--the Forenza wagon and the Reno--that could beat the Aerio SX at its own game. The Reno is a smaller four-door hatchback targeting youth buyers (which probably means lots of features for a low price), and it looks much slicker than the Aerio does. The Forenza wagon, on the other hand, is a more traditional compact that should offer superior cargo space and a smoother ride in a more-conservative package. So, if you're a prospective buyer attracted to Suzuki's prices and warranty coverage, I'd wait a month or two to give the new models a look. But if you're attracted to the oddness and individuality of the current Aerio, then by all means, grab the weird-looking 2004 while it lasts.
Feel free to check out my reviews on some of the Aerio's competitors:
Chevrolet Cavalier
Chevrolet Cobalt
Chrysler PT Cruiser
Dodge Neon
Honda Civic
Hyundai Elantra
Kia Spectra
Kia Spectra5
Mazda 3
Mitsubishi Lancer
Nissan Sentra
Saturn Ion
Suzuki Forenza (sedan only, at least for now)
Toyota Corolla
Volkswagen Golf
Recommended:
Yes
Amount Paid (US$): 14,999
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drive571
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Member: P.J. McCombs
Location: Berkeley, California
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New baby at home: a 1999 Mazda Miata in British Racing Green!
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