‘X’ marks right spot for Infiniti’s new G35 sports sedan
Most every new vehicle is impressive at its introduction, so getting a second chance for a more lengthy evaluation can solidify or contradict those first impressions. In the case of the Infiniti G sedan, completely revised for 2007, all of its best attributes were reinforced — and then some.
Nissan came out with an all-new Altima midsize sedan for 2007, and it is a winner, with its dramatic styling lines enhanced and everything upgraded. With Infiniti being Nissan’s upscale arm, it made sense that the G would also be renovated, and saying the new one is better in every way is going some, because its predecessor was a vehicle worthy of being compared to the BMW 3-Series — the state-of-the-art benchmark for every midsize sedan.
Because it already had developed an impresssive resume of its own, the Infiniti entry level sedan could have rested on its record. But Infiniti marketers researched prospective buyers, asking them what all they wanted in a car and what all they didn’t like, about a variety of vehicles. The G is officially the G35, reflecting on the 3.5-liter V6 under the hood. Now they’re pretty much calling the new car the G, in line with the larger and more powerful M, and the top of the line Q.
The interior is luxurious and ergonomically sound, with high-class fit and finish, and choice materials. There is aluminum trim, and the switches are designed for a balance of touch and surety. The instruments are white and violet. The leather on the steering wheel is hand stitched so you don’t feel any awkward lumps. Wood trim, an option, is African rosewood. The paddle switches on the automatic transmission are magnesium, not plastic. Furthermore, it has a 7-inch screen on the color monitor if you get the navigation system, and the nav system is my personal favorite, for clarity, accuracy, and the unique “bird’s-eye” view that gives you an interesting perspective of where you’re going.
The G35 also has Bluetooth for hands-free telephone, and there is a 9.5-gig hard drive for recording your music favorites for playback of your own favorites as you drive. And that music plays through a potent audio system, which has a 10-speaker system, including a three-way front door speaker set-up with 10-inch woofers, and also has a digital amplifier with eight channels of equalization, and 374 watts of system power. Along with the 10-inch woofers, there also are two 6.5 inch full-range speakers, and the usual assortment of smaller midrange and tweeters.
Before doing its revision, Infiniti calculated that the 3-Series BMW, the Acura TL, the Audi A4 and A6, Lexus IS and ES, Volvo S60, Saab 9-3, and Cadillac CTS all were valid competition. Infiniti marketing chief Jim Hooke explained that all those competitors are bigger, better, faster, and better values than they used to be, which made Infiniti’s task clear. Hooke said the G “surrounds you with what you need inside the car, so you can concentrate on what surrounds you, outside the car.”
And then he said: “Sports sedans have come to be regarded as purely machines.”
I had to interrupt. “You mean, you think the sports sedans from BMW, Audi, and Acura are regarded as purely machines?”
He backpedaled quickly. Turns out, he was reading from a prepared statement of colorful quotations. “I guess we mean looking inward more than outward,” said Hooke. “Certainly that’s what sets the BMW, Audi and Acura apart. To compete in this segment, performance is the cost of entry.”
To say nothing of flair, emotion, and personality. Some performance cars have it, and BMW, Audi and Acura are among them, and some don’t. Perhaps what Hooke meant was that Infiniti wanted to make sure the new G would have it.
The shape of the G is distinctly Infiniti, and while the G Coupe — basically a 350Z 2-plus-2 — won’t be changed until 2008, the sedan is a roomy, versatile vehicle built on a 40-percent stiffer structure, and with the fourth generation of what is called the VQ35HR engine. It has 80 percent new parts, with variable vbalve timing on both the intake and exhaust valves, via dual overhead camshafts. In its new trim, the 3.5 V6 develops 306 horsepower at 6,800 RPMs and 268 foot-pounds of torque at 4,800 RPMs.
Interestingly, the revised transmission is a 5-speed, while the manual is a 6-speed. Competitors’ automatics have six speeds from the Audi, seven from Mercedes and BMW, and eight from Lexus.So why five? Simple, Infiniti engineers say. Those with six, seven or eight gears spend less time in each gear, and Infiniti chose to let drivers enjoy the thrill of winding the 3.5 up to higher revs in each gear for a longer period. With a 7,600-RPM red line, the engine has room to rev, and Infiniti refers to its acceleration “swell,” which builds much like a wave, rather than coming on in a peaky rush.
In the automatic, first, second and third gears are set for performance, while fourth and fifth are set to cruise at lower revs for optimum fuel economy. There are manual paddle switches on the steering wheel for those who want to shift the automatic manually, and there is a DS mode that directs the transmission to hold for higher shift points, and the transmission also blips the throttle to match revs on downshifts. Also, of course, there is the close-ratio 6-speed stick for those who want to extract every bit of performance.
The styling is familiar, but the 2007 model has some unique upgrades. For example, the horizontal blades of the grille are twisted as they reach their outer edges, and the design is crafted to simulate the pride of ancient Japanese swordsmen.
The G also has double wishbone suspension, which is both firm and compliant to meet the demands of performance drivers and those who want comfort. A subtle little tdouch is that the rear suspension allows flexing for a four-wheel active steering response to quick cornering or precision in emergency handling. It’s one of those assets that you might never notice, but if you have to swerve to miss a deer that darts out in front of you, the quick response of the G steering will be noticeable.
After driving the G in Palo Alto, Calif., I was anxious to get one back on Minnesota roads. I didn’t have any snowstorms to confront in the week I drove it, which was too bad, because the model I had was the G-35X, which has all-wheel drive. That gives the G a total of five different models — the G35, the G35 Journey, the G35X AWD, the G35 Sport, and the G35 Sport 6MT.
My G35X also had the Sport package, so it handled superbly, even if I didn’t get the foul weather that would have let it shine even more brightly. At a sticker price of about $37,000, the Infiniti G fits right in with its target segment. They are an impressive batch of cars, and now the segment is expanded by one more impressive entry.
‘X’ marks right spot for Infiniti’s new G35 sports sedan
Most every new vehicle is impressive at its introduction, so getting a second chance for a more lengthy evaluation can solidify or contradict those first impressions. In the case of the Infiniti G sedan, completely revised for 2007, all of its best attributes were reinforced — and then some.
Nissan came out with an all-new Altima midsize sedan for 2007, and it is a winner, with its dramatic styling lines enhanced and everything upgraded. With Infiniti being Nissan’s upscale arm, it made sense that the G would also be renovated, and saying the new one is better in every way is going some, because its predecessor was a vehicle worthy of being compared to the BMW 3-Series — the state-of-the-art benchmark for every midsize sedan.
Because it already had developed an impressive resume of its own, the Infiniti entry level sedan could have rested on its record. But Infiniti marketers researched prospective buyers, asking them what all they wanted in a car and what all they didn’t like, about a variety of vehicles. The G is officially the G35, reflecting on the 3.5-liter V6 under the hood. Now they’re pretty much calling the new car the G, in line with the larger and more powerful M, and the top of the line Q.
The interior is luxurious and ergonomically sound, with high-class fit and finish, and choice materials. There is aluminum trim, and the switches are designed for a balance of touch and surety. The instruments are white and violet. The leather on the steering wheel is hand stitched so you don’t feel any awkward lumps. Wood trim, an option, is African rosewood. The paddle switches on the automatic transmission are magnesium, not plastic. Furthermore, it has a 7-inch screen on the color monitor if you get the navigation system, and the nav system is my personal favorite, for clarity, accuracy, and the unique “bird’s-eye” view that gives you an interesting perspective of where you’re going.
The G35 also has Bluetooth for hands-free telephone, and there is a 9.5-gig hard drive for recording your music favorites for playback of your own favorites as you drive. And that music plays through a potent audio system, which has a 10-speaker system, including a three-way front door speaker set-up with 10-inch woofers, and also has a digital amplifier with eight channels of equalization, and 374 watts of system power. Along with the 10-inch woofers, there also are two 6.5 inch full-range speakers, and the usual assortment of smaller midrange and tweeters.
Before doing its revision, Infiniti calculated that the 3-Series BMW, the Acura TL, the Audi A4 and A6, Lexus IS and ES, Volvo S60, Saab 9-3, and Cadillac CTS all were valid competition. Infiniti marketing chief Jim Hooke explained that all those competitors are bigger, better, faster, and better values than they used to be, which made Infiniti’s task clear. Hooke said the G “surrounds you with what you need inside the car, so you can concentrate on what surrounds you, outside the car.”
And then he said: “Sports sedans have come to be regarded as purely machines.”
I had to interrupt. “You mean, you think the sports sedans from BMW, Audi, and Acura are regarded as purely machines?”
He backpedaled quickly. Turns out, he was reading from a prepared statement of colorful quotations. “I guess we mean looking inward more than outward,” said Hooke. “Certainly that’s what sets the BMW, Audi and Acura apart. To compete in this segment, performance is the cost of entry.”
To say nothing of flair, emotion, and personality. Some performance cars have it, and BMW, Audi and Acura are among them, and some don’t. Perhaps what Hooke meant was that Infiniti wanted to make sure the new G would have it.
The shape of the G is distinctly Infiniti, and while the G Coupe — basically a 350Z 2-plus-2 — won’t be changed until 2008, the sedan is a roomy, versatile vehicle built on a 40-percent stiffer structure, and with the fourth generation of what is called the VQ35HR engine. It has 80 percent new parts, with variable vbalve timing on both the intake and exhaust valves, via dual overhead camshafts. In its new trim, the 3.5 V6 develops 306 horsepower at 6,800 RPMs and 268 foot-pounds of torque at 4,800 RPMs.
Interestingly, the revised transmission is a 5-speed, while the manual is a 6-speed. Competitors’ automatics have six speeds from the Audi, seven from Mercedes and BMW, and eight from Lexus.So why five? Simple, Infiniti engineers say. Those with six, seven or eight gears spend less time in each gear, and Infiniti chose to let drivers enjoy the thrill of winding the 3.5 up to higher revs in each gear for a longer period. With a 7,600-RPM red line, the engine has room to rev, and Infiniti refers to its acceleration “swell,” which builds much like a wave, rather than coming on in a peaky rush.
In the automatic, first, second and third gears are set for performance, while fourth and fifth are set to cruise at lower revs for optimum fuel economy. There are manual paddle switches on the steering wheel for those who want to shift the automatic manually, and there is a DS mode that directs the transmission to hold for higher shift points, and the transmission also blips the throttle to match revs on downshifts. Also, of course, there is the close-ratio 6-speed stick for those who want to extract every bit of performance.
The styling is familiar, but the 2007 model has some unique upgrades. For example, the horizontal blades of the grille are twisted as they reach their outer edges, and the design is crafted to simulate the pride of ancient Japanese swordsmen.
The G also has double wishbone suspension, which is both firm and compliant to meet the demands of performance drivers and those who want comfort. A subtle little tdouch is that the rear suspension allows flexing for a four-wheel active steering response to quick cornering or precision in emergency handling. It’s one of those assets that you might never notice, but if you have to swerve to miss a deer that darts out in front of you, the quick response of the G steering will be noticeable.
After driving the G in Palo Alto, Calif., I was anxious to get one back on Minnesota roads. I didn’t have any snowstorms to confront in the week I drove it, which was too bad, because the model I had was the G-35X, which has all-wheel drive. That gives the G a total of five different models — the G35, the G35 Journey, the G35X AWD, the G35 Sport, and the G35 Sport 6MT.
My G35X also had the Sport package, so it handled superbly, even if I didn’t get the foul weather that would have let it shine even more brightly. At a sticker price of about $37,000, the Infiniti G fits right in with its target segment. They are an impressive batch of cars, and now the segment is expanded by one more impressive entry.
‘X’ marks right spot for Infiniti’s new G35 sports sedan
Most every new vehicle is impressive at its introduction, so getting a second chance for a more lengthy evaluation can solidify or contradict those first impressions. In the case of the Infiniti G sedan, completely revised for 2007, all of its best attributes were reinforced — and then some.
Nissan came out with an all-new Altima midsize sedan for 2007, and it is a winner, with its dramatic styling lines enhanced and everything upgraded. With Infiniti being Nissan’s upscale arm, it made sense that the G would also be renovated, and saying the new one is better in every way is going some, because its predecessor was a vehicle worthy of being compared to the BMW 3-Series — the state-of-the-art benchmark for every midsize sedan.
Because it already had developed an impressive resume of its own, the Infiniti entry level sedan could have rested on its record. But Infiniti marketers researched prospective buyers, asking them what all they wanted in a car and what all they didn’t like, about a variety of vehicles. The G is officially the G35, reflecting on the 3.5-liter V6 under the hood. Now they’re pretty much calling the new car the G, in line with the larger and more powerful M, and the top of the line Q.
The interior is luxurious and ergonomically sound, with high-class fit and finish, and choice materials. There is aluminum trim, and the switches are designed for a balance of touch and surety. The instruments are white and violet. The leather on the steering wheel is hand stitched so you don’t feel any awkward lumps. Wood trim, an option, is African rosewood. The paddle switches on the automatic transmission are magnesium, not plastic. Furthermore, it has a 7-inch screen on the color monitor if you get the navigation system, and the nav system is my personal favorite, for clarity, accuracy, and the unique “bird’s-eye” view that gives you an interesting perspective of where you’re going.
The G35 also has Bluetooth for hands-free telephone, and there is a 9.5-gig hard drive for recording your music favorites for playback of your own favorites as you drive. And that music plays through a potent audio system, which has a 10-speaker system, including a three-way front door speaker set-up with 10-inch woofers, and also has a digital amplifier with eight channels of equalization, and 374 watts of system power. Along with the 10-inch woofers, there also are two 6.5 inch full-range speakers, and the usual assortment of smaller midrange and tweeters.
Before doing its revision, Infiniti calculated that the 3-Series BMW, the Acura TL, the Audi A4 and A6, Lexus IS and ES, Volvo S60, Saab 9-3, and Cadillac CTS all were valid competition. Infiniti marketing chief Jim Hooke explained that all those competitors are bigger, better, faster, and better values than they used to be, which made Infiniti’s task clear. Hooke said the G “surrounds you with what you need inside the car, so you can concentrate on what surrounds you, outside the car.”
And then he said: “Sports sedans have come to be regarded as purely machines.”
I had to interrupt. “You mean, you think the sports sedans from BMW, Audi, and Acura are regarded as purely machines?”
He backpedaled quickly. Turns out, he was reading from a prepared statement of colorful quotations. “I guess we mean looking inward more than outward,” said Hooke. “Certainly that’s what sets the BMW, Audi and Acura apart. To compete in this segment, performance is the cost of entry.”
To say nothing of flair, emotion, and personality. Some performance cars have it, and BMW, Audi and Acura are among them, and some don’t. Perhaps what Hooke meant was that Infiniti wanted to make sure the new G would have it.
The shape of the G is distinctly Infiniti, and while the G Coupe — basically a 350Z 2-plus-2 — won’t be changed until 2008, the sedan is a roomy, versatile vehicle built on a 40-percent stiffer structure, and with the fourth generation of what is called the VQ35HR engine. It has 80 percent new parts, with variable vbalve timing on both the intake and exhaust valves, via dual overhead camshafts. In its new trim, the 3.5 V6 develops 306 horsepower at 6,800 RPMs and 268 foot-pounds of torque at 4,800 RPMs.
Interestingly, the revised transmission is a 5-speed, while the manual is a 6-speed. Competitors’ automatics have six speeds from the Audi, seven from Mercedes and BMW, and eight from Lexus.So why five? Simple, Infiniti engineers say. Those with six, seven or eight gears spend less time in each gear, and Infiniti chose to let drivers enjoy the thrill of winding the 3.5 up to higher revs in each gear for a longer period. With a 7,600-RPM red line, the engine has room to rev, and Infiniti refers to its acceleration “swell,” which builds much like a wave, rather than coming on in a peaky rush.
In the automatic, first, second and third gears are set for performance, while fourth and fifth are set to cruise at lower revs for optimum fuel economy. There are manual paddle switches on the steering wheel for those who want to shift the automatic manually, and there is a DS mode that directs the transmission to hold for higher shift points, and the transmission also blips the throttle to match revs on downshifts. Also, of course, there is the close-ratio 6-speed stick for those who want to extract every bit of performance.
The styling is familiar, but the 2007 model has some unique upgrades. For example, the horizontal blades of the grille are twisted as they reach their outer edges, and the design is crafted to simulate the pride of ancient Japanese swordsmen.
The G also has double wishbone suspension, which is both firm and compliant to meet the demands of performance drivers and those who want comfort. A subtle little tdouch is that the rear suspension allows flexing for a four-wheel active steering response to quick cornering or precision in emergency handling. It’s one of those assets that you might never notice, but if you have to swerve to miss a deer that darts out in front of you, the quick response of the G steering will be noticeable.
After driving the G in Palo Alto, Calif., I was anxious to get one back on Minnesota roads. I didn’t have any snowstorms to confront in the week I drove it, which was too bad, because the model I had was the G-35X, which has all-wheel drive. That gives the G a total of five different models — the G35, the G35 Journey, the G35X AWD, the G35 Sport, and the G35 Sport 6MT.
My G35X also had the Sport package, so it handled superbly, even if I didn’t get the foul weather that would have let it shine even more brightly. At a sticker price of about $37,000, the Infiniti G fits right in with its target segment. They are an impressive batch of cars, and now the segment is expanded by one more impressive entry.
‘X’ marks right spot for Infiniti’s new G35 sports sedan
Most every new vehicle is impressive at its introduction, so getting a second chance for a more lengthy evaluation can solidify or contradict those first impressions. In the case of the Infiniti G sedan, completely revised for 2007, all of its best attributes were reinforced — and then some.
Nissan came out with an all-new Altima midsize sedan for 2007, and it is a winner, with its dramatic styling lines enhanced and everything upgraded. With Infiniti being Nissan’s upscale arm, it made sense that the G would also be renovated, and saying the new one is better in every way is going some, because its predecessor was a vehicle worthy of being compared to the BMW 3-Series — the state-of-the-art benchmark for every midsize sedan.
Because it already had developed an impresssive resume of its own, the Infiniti entry level sedan could have rested on its record. But Infiniti marketers researched prospective buyers, asking them what all they wanted in a car and what all they didn’t like, about a variety of vehicles. The G is officially the G35, reflecting on the 3.5-liter V6 under the hood. Now they’re pretty much calling the new car the G, in line with the larger and more powerful M, and the top of the line Q.
The interior is luxurious and ergonomically sound, with high-class fit and finish, and choice materials. There is aluminum trim, and the switches are designed for a balance of touch and surety. The instruments are white and violet. The leather on the steering wheel is hand stitched so you don’t feel any awkward lumps. Wood trim, an option, is African rosewood. The paddle switches on the automatic transmission are magnesium, not plastic. Furthermore, it has a 7-inch screen on the color monitor if you get the navigation system, and the nav system is my personal favorite, for clarity, accuracy, and the unique “bird’s-eye” view that gives you an interesting perspective of where you’re going.
The G35 also has Bluetooth for hands-free telephone, and there is a 9.5-gig hard drive for recording your music favorites for playback of your own favorites as you drive. And that music plays through a potent audio system, which has a 10-speaker system, including a three-way front door speaker set-up with 10-inch woofers, and also has a digital amplifier with eight channels of equalization, and 374 watts of system power. Along with the 10-inch woofers, there also are two 6.5 inch full-range speakers, and the usual assortment of smaller midrange and tweeters.
Before doing its revision, Infiniti calculated that the 3-Series BMW, the Acura TL, the Audi A4 and A6, Lexus IS and ES, Volvo S60, Saab 9-3, and Cadillac CTS all were valid competition. Infiniti marketing chief Jim Hooke explained that all those competitors are bigger, better, faster, and better values than they used to be, which made Infiniti’s task clear. Hooke said the G “surrounds you with what you need inside the car, so you can concentrate on what surrounds you, outside the car.”
And then he said: “Sports sedans have come to be regarded as purely machines.”
I had to interrupt. “You mean, you think the sports sedans from BMW, Audi, and Acura are regarded as purely machines?”
He backpedaled quickly. Turns out, he was reading from a prepared statement of colorful quotations. “I guess we mean looking inward more than outward,” said Hooke. “Certainly that’s what sets the BMW, Audi and Acura apart. To compete in this segment, performance is the cost of entry.”
To say nothing of flair, emotion, and personality. Some performance cars have it, and BMW, Audi and Acura are among them, and some don’t. Perhaps what Hooke meant was that Infiniti wanted to make sure the new G would have it.
The shape of the G is distinctly Infiniti, and while the G Coupe — basically a 350Z 2-plus-2 — won’t be changed until 2008, the sedan is a roomy, versatile vehicle built on a 40-percent stiffer structure, and with the fourth generation of what is called the VQ35HR engine. It has 80 percent new parts, with variable vbalve timing on both the intake and exhaust valves, via dual overhead camshafts. In its new trim, the 3.5 V6 develops 306 horsepower at 6,800 RPMs and 268 foot-pounds of torque at 4,800 RPMs.
Interestingly, the revised transmission is a 5-speed, while the manual is a 6-speed. Competitors’ automatics have six speeds from the Audi, seven from Mercedes and BMW, and eight from Lexus.So why five? Simple, Infiniti engineers say. Those with six, seven or eight gears spend less time in each gear, and Infiniti chose to let drivers enjoy the thrill of winding the 3.5 up to higher revs in each gear for a longer period. With a 7,600-RPM red line, the engine has room to rev, and Infiniti refers to its acceleration “swell,” which builds much like a wave, rather than coming on in a peaky rush.
In the automatic, first, second and third gears are set for performance, while fourth and fifth are set to cruise at lower revs for optimum fuel economy. There are manual paddle switches on the steering wheel for those who want to shift the automatic manually, and there is a DS mode that directs the transmission to hold for higher shift points, and the transmission also blips the throttle to match revs on downshifts. Also, of course, there is the close-ratio 6-speed stick for those who want to extract every bit of performance.
The styling is familiar, but the 2007 model has some unique upgrades. For example, the horizontal blades of the grille are twisted as they reach their outer edges, and the design is crafted to simulate the pride of ancient Japanese swordsmen.
The G also has double wishbone suspension, which is both firm and compliant to meet the demands of performance drivers and those who want comfort. A subtle little tdouch is that the rear suspension allows flexing for a four-wheel active steering response to quick cornering or precision in emergency handling. It’s one of those assets that you might never notice, but if you have to swerve to miss a deer that darts out in front of you, the quick response of the G steering will be noticeable.
After driving the G in Palo Alto, Calif., I was anxious to get one back on Minnesota roads. I didn’t have any snowstorms to confront in the week I drove it, which was too bad, because the model I had was the G-35X, which has all-wheel drive. That gives the G a total of five different models — the G35, the G35 Journey, the G35X AWD, the G35 Sport, and the G35 Sport 6MT.
My G35X also had the Sport package, so it handled superbly, even if I didn’t get the foul weather that would have let it shine even more brightly. At a sticker price of about $37,000, the Infiniti G fits right in with its target segment. They are an impressive batch of cars, and now the segment is expanded by one more impressive entry.
Suzuki SX4 turns foot-deep blizzards to joy rides
So all of us card-carrying, red-blooded Minnesotans have been whining since Thanksgiving that we hadn’t had anything more than a wimpy, pretend winter – no snow, no ice, no truly cold weather. So Mother Nature shut everybody up in the last two weeks, and when those twin storms, with their swirly, perpetually circling systems, dropped two foot-deep snowfalls within five days, it was a good time to check out your vehicle of choice, as well as your driving ability.
I got lucky. When the time came for the storms to hit, because between them, I met up with a new Suzuki SX4, delivered to me in the Twin Cities. It is a really intriguing little compact, and while I had previously driven the automatic version, I requested a manual-shifter, and it just happened to show up between the two blizzards that engulfed Minnesota and the whole Upper Midwest.
The SX4 is a Suzuki through and through, not one of those rebadged and stylish Daewoos, made in South Korea. This one is unique, a five-door hatchback, with a 2.0-liter Suzuki four-cylinder, with chain-driven dual overhead camshafts and all the high-tech goodies – plus one extra one. A little rocker switch on the console switches forward to engage front-wheel drive, click in the middle for automatic all-wheel drive, and click it back, and it locks you into 4×4, where all four wheels keep on a-churning.
Neatly styled, with a comfortable interior that offers several inches of headroom, and good rear legroom even with the front buckets slid back, the SX4 has foglights in the lower fascia, which also are very useful in snowstorms. The whole thing, with switchable four-wheel drive and all, lists for only $16,554.
I hit the highway for Duluth, two hours away, before the storm hit, which I didnÂ’t mind, having been plowed out from the previous weekendÂ’s 18-inch heap on the North Shore of Lake Superior. I was hustling to get to Duluth in time for the Section 7 Class A high school hockey final. I made it, and Hermantown beat Hibbing to gain the state tournament. So I made my way out between the snowpiles, up the North Shore a ways.
Driving up the hill to my place, I stopped at the mailbox, and noticed that a plow had left a 2-foot ridge across the entrance to my driveway. No problem, and a good test, I thought. I switched the SX4 into 4×4 lock, stuck it in first, and plunged through the snow pile. On the other side, however, instead of the well-plowed driveway I had anticipated, I landed in about a foot of pristine new snow. That driveway is like a wind tunnel, and it captures all sorts of drifts from any lake-effect stuff, so the surprise was on me. I kept on it, though, and without ever spinning, the little SX4 amazed me by churning all the way in the long driveway. I was even more surprised the next morning, when I went outside and noticed all the grooves in the snow, because it was deep enough that everything on the undercarriage of the SX4 was making an impression by plowing its own grooves.
The next day, the snowstorm hit, big time. With lightning, and with winds that streamed in off Lake Superior and battered Park Point with winds reported at 50, 52, 62, and finally 68 miles per hour. You want snowdrifts? Check out Park Point. They closed the schools, they closed the stores, they closed the restaurants, and they even closed the mall up over the hill. And then they closed the Aerial Bridge, isolating those good-natured souls on Park Point.
The young guy who probably paid for his college tuition in two weeks time, showed up and did a quick plow-job with his pickup. It didn’t have to be thorough, because we both knew he’d be coming back in about 24 hours. Sure enough, we got another 18 inches – enough to take the Duluth area from drought conditions to being buried under several feet of heavy, dense, snow.
The SX4, however, never flinched. It went everywhere we needed to go, and several places normal folks probably shouldnÂ’t have been venturing, under the circumstances. Mostly, I drove in automatic AWD, which adjusts the amount of power directed to either the front or rear axles according to slippage, most of the time. I saved 4×4 lock for those streets where an ATV or snowmobile might have been the more logical vehicle of choice. On the highway, though, once we got over the hill to return to the Twin Cities, I clicked it into front-wheel drive and never felt unstable.
My wife, Joan, shared my enthusiasm for the SX4. We do occasionally like the same things about the same vehicles, but I had made her skeptical about the SX4 by saying it was a Suzuki, but how much I liked it. She drove it several times in rush-hour congestion in the Twin Cities.
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“I was surprised how much I liked it, because I didnÂ’t like some other Suzukis weÂ’ve driven,†said Joan. “ItÂ’s firm, and it handles well, even when youÂ’re not in all-wheel drive. Actually, I could live with this car. I like the styling, where the big wheels and tires look cool, and I donÂ’t always like stick-shifts in rush-hour, but this one shifts very easily. The interior is well laid out, too.Ââ€
The 16-inch alloy wheels were shod with Bridgestone all-season tires, and they did a good job passing every test. The $16,000 price is an enduring surprise, because it includes four-wheel disc brakes, intermittent wipers, roof rails, foglights, the 143-horsepower, 136-foot-pounds of torque engine, with its zero-maintenance timing chain, plus the 5-speed stick and antilock brakes. Climate control, front, side, and front-rear side curtain airbags, cruise control, a six-CD audio system with nine speakers, including a subwoofer, 60-40 folding rear seats, and a leather-wrapped steering wheel with remote stereo and cruise switches, are all attractions that would seem better-suited to a higher sticker price.
Suzuki engineers are quick to praise the Forenza and Verona sedans the company sells, and they are good, adequate vehicles, even if my wife and I aren’t among their biggest fans. I asked them two questions, when the SX4 was introduced. First, why they continue to make world-class motorcycles but don’t seem to want to acknowledge them in connection with their cars; and second, do they feel more intense pride in a South Korean engine powering a car rebadged with the “S†or with a Suzuki-built, chain-drive dual-overhead cams?
They conceded that “our soul is in this car,†meaning the SX4. And while I thought the motorcycle connection was more a rhetorical question, I’ve seen all sorts of ads for the SX4 that shows the car casting a neat shadow – of a racing motorcycle.
Suzuki also has a seven-year, transferable, 100,000 mile powertrain warranty. The company, except for its motorcycles, is not exactly a household name for cars in the U.S. But consider that in Japan, only Toyota and Nissan outsell Toyota in new car sales. Suzukis outsell Hondas, Mazdas, Subarus and everything else.
No company makes cars or other vehicles specifically with us in the snow belt in mind. IÂ’m not saying Suzuki did that with the SX4, but it is the perfect commuter-runabout when winter unleashes its full fury. I still attained 24.7 miles per gallon in snow-churning, frigid warm-up conditions, which makes me think the EPA highway estimate of 28 should be readily attainable in nice weather.
Remember nice weather?
About the Author
John Gilbert is a lifetime Minnesotan and career journalist, specializing in cars and sports during and since spending 30 years at the Minneapolis Tribune, now the Star Tribune. More recently, he has continued translating the high-tech world of autos and sharing his passionate insights as a freelance writer/photographer/broadcaster. A member of the prestigious North American Car and Truck of the Year jury since 1993. John can be heard Monday-Friday from 9-11am on 610 KDAL(www.kdal610.com) on the "John Gilbert Show," and writes a column in the Duluth Reader.
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