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| 2005 Suzuki Verona Review | |||
| 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. | |||
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Introduction
| Road Test
| Inside & Out
| Other Thoughts
| Last Word
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| Road Test | |||
You should, except for those Daewoo roots. When a major auto manufacturer files Chapter 11 in four years time, it might have something to do with making cars that don't exactly set the world on fire. Back when the Verona was called the Daewoo Leganza, Consumer Reports held it in lower esteem than the Mazda 626, Dodge Stratus, and Pontiac Grand Am (triple ouch). The Leganza's mediocrity in ride, handling, brakes, power, crash test results, and everything in between called attention. Having spent a week in the other Daewoo-sourced Suzuki, the Forenza, I didn't look forward to the Verona with much elation.But don't let those expectations fall too far, for the Verona proves that its creators are on a fast learning curve. And they're trying. Save the big equipment list for later; you know a company is serious when it adds features most consumers don't know the significance of. Look under the rear of the car and you'll find multiple links suspending the wheels. Camry doesn't have those. Then look through those wheels: there's a disc, not a drum, behind both of them. Camry doesn't have those, either, and neither do Accord, Taurus, Sable, Malibu, Stratus, or Sebring in their lower trims. Finally, walk around to the front and look under the hood to find six cylinders staring back at you where you'd expect four. Not that Suzuki was aiming for sports sedan. The Verona stays true to its Korean values. The brake pedal is soft, the steering not that quick, and fast turns tip the body over in exchange for obvious gains in ride quality. When it comes to road feel, let's put it this way: if the engine had a turbo that was as overboosted as the steering, the Verona could burn that new Bugatti. Sadly, this is not the case, for the Verona's acceleration can't even beat a Buick. Your first thought might be "what a sorry six!" For sure, there's no shortage of uneducated car critics blasting the Verona's engine for being underpowered "for a six-cylinder." Let's set something straight: power varies with displacement, not cylinder count. Since the 4-cylinder engines in this class range from 2.3 to 2.5 liters, the Verona's twin-cam 2.5 six fits right in. Its output is up to par, with the undersquare design (long stroke, small bore) producing slightly less power (155) and slightly more torque (177) than most. Now you know, and knowing is half the battle. So why does it perform worse? No one, not even Suzuki, has gotten the Verona to 60 MPH in less than ten seconds, whereas its peers do the trick in nine. Even though the greatest power surge comes north of 3,000 RPM (strange, considering the torque emphasis), freeway passing power is tame, a problem compounded by an automatic transmission that takes a moment or three to downshift, as if doubting your intentions. Despite the slowness, you'll be taking Exxon breaks more often, not less. The EPA rates the Verona mileage at 20 city/28 highway for an implied average of 24, lowest among all competitors (Accord, Camry, and Malibu stand at 29); 22 was the best I could do. The Verona's extra cylinders make it sound silkier (perhaps best of all) and the Earth-friendly ULEV rating is nice, but the other numbers take precedence here. Another Verona problem common to Korean cars: at 3,380 pounds, it's about 200 overweight. And there's the occasional quirk, like cruise control that maintains a casual relationship with the preset speed. Otherwise, there isn't much to fault in the drive. The suspension softness pays off the ability to smother bumps at least as well as an Accord, which is one way of saying it meets class standards. The brakes exceed the standard almost by their nature, offering a less "squashy" response than the pedal in most drum-brake-equipped competitors. The transmission can take its time, but usually heads in the right direction; old-time Mazda owners will recognize the bonus Hold button. Suzuki put pretty high-quality tires on the Verona that are rated for long life and offer good grip, which keeps a degree of competency in the handling. And while I don't get where all the wind noise is coming from, the cabin is acceptably hushed. The Verona does fine as another emotionless, comfortable commuter car. Just stay out of the left lane. |
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