2004 Suzuki Verona Program #2314

While many car brands boast about building the biggest, the fastest, or the most luxurious models, Suzuki has built its reputation on providing small, highly dependable cars and SUVs for even less money. This allowed Suzuki to survive even when their cars were deemed too small for American tastes. But now Suzuki is partially owned by General Motors, and GM has big plans for this diminutive brand. Beginning with larger cars like this new mid-size Verona sedan, a car that may finally allow Suzuki to do some big boasting of its own.

And why not? With the 2004 Verona, Suzuki launches itself solidly into the intensely competitive mid-size four-door family sedan segment. The Verona is the largest car ever to join Suzuki’s line-up. It’s nearly two feet longer than the subcompact Aerio hatchback, and is accompanied by the compact Forenza sedan, also made in Korea by Daewoo.

But it’s the visual quality of the Verona that made the grandest entrance with us. The new sedan exhibits a commitment to extremely high standards in fit and finish, much better than previous Daewoo cars. From a classic chrome-kissed grille below its steeply raked hood, to a smooth six-window greenhouse, to a spoiler-style trunk lid, the Verona boasts an energetic yet rather elegant skin.

The Verona is available in three trim levels, S, LX and our EX model, each a well thought out balance of practical function and affordable luxury. All trim levels are powered by the only standard six-cylinder engine among its import-brand competitors. But the Verona’s smallish 2.5 liter, 24 valve twin-cam inline six puts out only 155 horsepower. That’s less than Camry and Accord’s four-cylinders. But torque, or pulling power, is stronger at 177 pound feet.

All Veronas are hitched to a 4-speed automatic transmission with a rather balky gated shifter. At the track, straight line performance seemed stronger than the numbers indicated. A 0-60 time of 10.5 seconds is just tolerable. The quarter mile pass was equally leisurely, 17.8 seconds at 79 miles per hour. Despite an inline engine design, initial torque is anemic, and a full throttle exhibits a good bit of buzz. But above 4000 RPM, it’s like mini-afterburners kick in. That means good reserve power for passing. Indeed, highway driving was a much smoother, quieter venue.

Verona rides on an independent MacPherson strut front and a multi-link rear suspension, with speed sensitive steering boost. Like others in its class, there is a high level of grip in tight corners. But soft springs and wimpy shocks mean plenty of front plow and body roll so you always want to slow down. However, the handling limits of this car are quite high. Push it harder, and heavy front plow gives way to smooth, predictable, easy to control oversteer. So, overall the Verona delivers a safe, solid, but not very exciting driving experience.

Braking is by front ventilated disc and solid rear disc brakes. Stopping distances averaged a good 128 feet, and though the pedal feels soft, stopping power proved stable and consistent. Our Verona EX and mid-level LX add 4-channel ABS with Electronic Brake Force Distribution. The EX also gets Electronic Traction Control.

Slip inside the new Verona and you’ll notice that Suzuki and Daewoo worked hard to bring buyers the most interior style and comfort they could pack inside a velvet glove. Verona rides on a 106.3-inch wheelbase, less than an inch shorter than the Camry. Yet, most key interior measurements are superior, especially in the rear seat.

The Verona is feature rich. Power windows, locks, and outside mirrors are standard, as are audio controls on the tilt-steering wheel. Our EX boasts high-quality plastics with wood grain accents, comfy 8-way power driver’s seat in leather, and a power tilt and slide sunroof. The center stack on all models is highlighted by easy to use controls for a 6-speaker cassette/CD stereo, and air conditioning with dust and pollen filter.

Rear occupants find a generous bench seat for three, with a center armrest and cupholders. The 60/40 seat back allows access to a 13.4 cubic foot trunk, which is about 10% smaller than its rivals, yet still wide and well shaped.

Good fuel economy is a safe bet on the Verona. EPA mileage estimates are 20 city and 28 highway. Expect 24 in a mixed driving loop. But real value seekers will like these numbers even more. Base price for the Verona S is $16,999. The LX runs $18,299, with our top of the line EX coming in at $19,999, or about three grand less than a comparable V-6 Accord or Camry.

So with the arrival of the 2004 Suzuki Verona, value-savvy shoppers have yet another highly competent choice in the most popular of car segments. And, like other recent entrants from Korean factories, it gives Suzuki a car big on size, apparent quality, and bang for the buck.