Maksymalny moment obrotowy: 230 Nm przy 4000 obr./min. More than one driver reported difficulty getting the car into reverse, often experiencing partial engagement and consequent gear grinding. Nor did the replacement of the car’s serpentine drive-belt tensioner, suggested by a tech service bulletin, which was handled at no charge during the 40,000-mile service. Pretty unlikely, but in any case it didn’t add to the bottom line.
But it is on the road where the Kizashi is most impressive. The concern was that a portion of the box might detach in a crash and become a potential source of injury. There were other costs: our usual tire swaps—summer to winter to summer, $264—and $1715 of aftermarket hot rodding [see below]. But in terms of dependability and durability, the Kizashi stacked up very well indeed. The steering in a Buick Regal turbo (driven while I had the Kizashi) feels light and numb in comparison.
Dealer Rating: (57 reviews) «We knew what we wanted, it was just between 2 vehicles, and we ended up buying the newer model 2012 Mercedes-Benz GLK-Class GLK 350. We found to be a better deal. Auto critics agree that the 2013 Suzuki Kizashi has exceptional handling, but a few test drivers wish it had a more powerful engine. Suzuki markets the Kizashi as a mid-size sedan, but it’s actually a large compact (according to SAE-based EPA measurements), almost exactly the same size as the Chevrolet Cruze and Volkswagen Jetta. Even though the manual shifter is easily the least refined part of the car, with a clunky, sometimes even balky action, it’s far more enjoyable than the paddle-shiftable CVT. Still missing, though much less missed with the stick: a more powerful optional engine. Our certified mobile mechanics make house calls in over 2,000 U.S. cities. There were five scheduled service visits over the course of the test, at 7500, 15,000, 22,500, 30,000, and 40,000 miles.