Whether you're about to spend $40K on a brand new car, or half that on a used car, it is always important to learn as much as you can about the used car. Read these car reviews to learn about all aspects of the vehicle. Each of the usedcar reviews cover interior and exterior features, options, road tests, and more.
It's got the hardware to prove it. Since its 2002 introduction, Suzuki has been quietly making improvements to the Aerio. It began life with a perfectly fine twin-cam, 16-valve, 2.0-liter aluminum engine; 2004 saw that engine grow to 2.3 liters. Suzuki likes to compare its engine to the ones in the Civic and Corolla - an act that borders on bullying. Aim a little higher, guys; this is the equal of the motor in the Mazda 3 s or Mitsubishi Lancer Ralliart. In other words, the Aerio competes at the fast end of the class.
The Aerio's engine is as good as the others in tonal quality just as it is on paper. It revs easily and makes sporting sounds - maybe too sporting at low speeds - and the transmission is smarter than any slushbox built by Honda. It's fairly eager to downshift, but since it's always there in the moment with you, those downshifts happen instantly and willingly, like a butler who fetches your coffee at the thought of thirst. This is one of the better engine-transmission pairings.
The Aerio's all-strut suspension ranks at least average now that so many brand-name players are cheaping out with beam axles or torsion bars. Ride quality is composed enough whether traveling 8 MPH or 80. While the sharpest bumps pound through, the Aerio almost always feels planted. Handling is predictable but hardly inspired. The size 195/55R15 tires (once considered extreme, just average today) give adequate stick in normal driving while the light steering, while not sporty, is quick enough to not be annoying. The dual stabilizer bars found on all Aerios help limit body roll, but the roll that remains gets amplified somewhat by the high, upright seating position.
Braking is the Aerio's weak point. Press on the pedal a tad and not much happens; cross a certain point and you almost kiss the steering wheel. It's easy to get used to, but in emergencies, the Aerio really puts the "panic" in "panic stop." If Suzuki had spent as much money on the brakes as it did on the rest of the driveline, we'd have discs in back instead of drums. Tire choice is another area suspect of cost-cutting: the Yokohama Geolanders on our test car get a mere "B" for traction and a lowly treadwear rating of 200. A Corvette might have an excuse for such fleeting footwear, but a Corvette can, to put it modestly, do a few things that a Suzuki Aerio cannot. This issue brings to mind a recent consumer survey finding general dissatisfaction with the tires mounted on non-luxury Japanese cars.
It's got the hardware to prove it. Since its 2002 introduction, Suzuki has been quietly making improvements to the Aerio. It began life with a perfectly fine twin-cam, 16-valve, 2.0-liter aluminum engine; 2004 saw that engine grow to 2.3 liters. Suzuki likes to compare its engine to the ones in the Civic and Corolla - an act that borders on bullying. Aim a little higher, guys; this is the equal of the motor in the Mazda 3 s or Mitsubishi Lancer Ralliart. In other words, the Aerio competes at the fast end of the class.