My Experience
The Reno is Suzuki's attempt to steal some sales from Toyota's youth-oriented Scion division. It's essentially a rebodied version of their Forenza sedan (itself an evolution of the defunct Daewoo Nubira), with a sleeker hatchback body and a few underskin revisions. This is a gutsy move from the little Japanese company, and they're running advertising that directly challenges the Scion xB--you'll see taglines like "think outside the box," and "180 degrees from those other squares." You've got to admire Suzuki for playing David to Toyota's Gen-Y Goliath. But attitude can only take you so far--is the Reno the right car for the job?
To find out, I test-drove two Reno LXs at a local dealership--one with the five-speed manual, and one with the optional automatic. Both test drives lasted about half an hour, and covered city streets, a winding frontage road, and the freeway.
Performance
The Reno's 2.0-liter engine isn't its best attribute, and one of the areas where it loses the most ground to Scion. Its output is higher than the Scions--126hp versus 108hp--but the manner in which it delivers that power is altogether less enthusiastic.
You might not notice the Reno's sluggishness around town, because Suzuki masked it with a light, touchy throttle. It takes a sensitive touch to start off smoothly, and some drivers might interpret that as "peppy acceleration." But freeway on-ramps reveal a different character. Full-throttle acceleration feels flat and unenthusiastic, and while the Reno gets up to speed well enough, there's no spark of eagerness. The Scions, while certainly not sports cars, at least have an entertaining "sweet spot" in the upper midrange.
Part of the Reno's lack of energy can be blamed on its tall gearing. Both the manual and automatic transmissions have wide, yawning gaps between ratios, so that every gearchange drops the revs lower than necessary. The Reno's engine also suffers from a very gradual drop in revs between shifts, making it feel somewhat slow-witted when paired with the manual.
This engine fares much better when judged on refinement. It's remarkably quiet and smooth at part throttle, with almost-unnoticeable cabin vibrations. Sitting at stoplights, you'll scarcely know the engine is turned on. If you push the Reno harder, though, the engine note gets a little loud--and its sound turns to a laborious groan as it makes its way up the tach. It's better to relax and go slow.
One of the engine's other notable qualities--and not a positive way--is fuel economy. The Reno's window sticker says it gets just 22/30 mpg, regardless of transmission choice. That's about as low as it gets in the economy-car class. And it's especially odd because tall gearing and unimpressive acceleration usually come with a gas-mileage payoff. For whatever reason, that's not the case with the Reno--the Scions dominate this category by feeling more energetic
and boasting mpg figures in the mid-thirties.
Transmission/Clutch
The first Reno I drove had the optional automatic transmission. It's generally smooth and easygoing, and is responsive enough to make a pleasant partner in everyday driving. But the automatic saps a fair bit of the engine's power, and it tends to slur its shifts more than I like. The tranny also struggles on challenging roads and inclines--it does its best to keep the engine in its powerband, but is hampered by its wide gear ratios.
But in spite of those weaknesses, I preferred the automatic to the standard five-speed manual. This isn't because of any fondness for automatics--I far prefer stick most of the time--but the Reno's manual transmission is not a good one. Changing gears feels like stirring a bucket of thick mush, with ill-defined gates and a numb, rubbery action. The lever certainly doesn't feel connected to anything
mechanical.
The clutch is also a problem. It's very light--too light--and its throw is awkwardly long. Take-up is springy and vague, so making clean shifts is tricky business. Plus, the engine's slow-tempo decay of revs requires a conscious pause between changing gears and letting the clutch out. Add it all together, and the result is some seriously unsatisfying stick-shifting. The automatic will add $800 to your bill in S and LX versions, but it makes the driving experience much smoother and more relaxing. Plus, it's standard equipment on the top-of-the-line EX.
Steering/Handling
I was expecting the Reno to exhibit the same floaty, disconnected handling as the Forenza sedan it's based on, but thankfully, that's not the case. Suzuki seems to have made extensive revisions to the Reno's steering and suspension tuning, creating a car that's significantly more buttoned-down and confident than its sedan stablemate.
The Reno's steering is the component that's undergone the most transformation. In place of the Forenza's overassisted steering is a helm that's firmer than firm--in fact, it's almost leaden in its effort. That may sound like a disadvantage to some buyers, but I actually found it quite nice. The stiff resistance allows you to make small course adjustments with surprising precision, and the solid on-center feel makes for arrow-straight freeway tracking. The Reno's responses also feel quick and direct on winding roads, with good communication of the road surface. The excess heft means the steering doesn't feel 100% natural, but I quite liked it.
"Less than 100% natural" also describes the feel of the Reno's brakes. As in the Forenza, the Reno's brake pedal is light and mushy, making the brakes feel unusally grabby. I learned to develop a feathery touch on the pedal over the course of my test drives, but it was always unsatisfying. Another notable demerit in this department is that ABS is a $500 option--Scion makes it standard equipment.
The Reno's chassis is less distinct than its steering and braking, but nonetheless competent. The suspension has been stiffened up from standard Forenza spec, and while its tuning is still on the softish side, it handles with moderate lean and good body-motion control. Hard turns reveal decent cornering grip and a progressive fade into understeer at the limit. Compared to the Scions, the Reno feels less lightweight and eager--its demeanor is a little more deliberate--but it offers a feeling of substance and precision you don't get from the Scions. I'd call it a draw.
Ride
One positive trait the Reno inherits from the Forenza is its ride quality. The Reno's ride is quite smooth on most roads, exhibiting well-controlled body motions and a general sensation of softness. In addition, the Reno's structure is as tight and solid as anything in this class. The only nit I could pick was on wavy freeway surfaces, where the Reno bounced a bit more than I like. Compared with the Scions, though, there's no contest. Both Scions have stiff and busy rides, giving the Reno a clear edge.
The Reno also has the advantage of commendable quietness. Under light throttle, the cabin is remarkably hushed, with very little road noise from the tires. Wind noise can also be minimal, but it really depends on the position of the fabric sunroof cover. With the cover closed, wind noise is almost nonexistent. But with it slid back, there's a pronounced rushing sound overhead. Engine noise is generally better-muffled than in the Scions, although the Scions make a sweeter sound at high revs.
But that brings me to another distinct advantage of the Reno--you don't have to hear those high revs nearly as often. The Scions have very short gearing that makes their engines spin at over 4000rpms in 80mph cruising. The Reno's tall gearing gives it a much lower pulse rate, making it far more relaxing on the freeway. Commuters, take note.
Interior
Another trait the Reno inherits from the Forenza is an interior that's extremely nice for the price. It's far more conservative than the Scions' trendy cabins, but has a clean, modern look that should be pleasing to buyers of any age. The circular vents are a nice touch, as are the chromed door handles. The automatic's J-gate shifter adds an additional sense of class--the manual's loose-fitting shift boot looks cheap by comparison.
The quality of the Reno's materials is impressive. The column stalks, climate controls, and radio buttons all operate with unexpected slickness. Surfaces generally feel denser and less-hollow than those in the Scions. And the thick, leather-wrapped steering wheel standard on LX and EX models feels great in the hands.
Wait a minute...
standard leather-wrapped steering wheel? Yep, and that's another one of the Reno's strengths--its generous feature content. The LX models I test-drove stickered at around $15,000 (after rebates), yet offered a laundry list of features: power everything, steering-wheel audio controls, a sunroof, side airbags, heated mirrors, cruise control, and a nifty ignition key with the lock/unlock buttons built right in. The sound system deserves mention, too. It's a rich-sounding six-speaker CD stereo with MP3 capability, allowing you to play data CDs with up to two hundred songs. Step up to the EX model, and you'll also get standard leather upholstery.
The Reno's front seats were generally pleasant and comfortable, but they felt a bit narrow--and that's coming from a 160lb six-footer. For drivers of broader beam, they could be a tight fit. I'd also like to see more lateral support, as I seemed to be rolling off the edges in hard turns. The Reno's driving position was good, helped by the low cowl and height-adjustable seat, but tall drivers may feel crowded by the swoopy A-pillars. Visibility is generally good, aside from the pinched view through the narrow rear windscreen.
Rear accommodations are unusually good for a small car. I found the rear seat cushion pleasantly elevated and supportive, with plenty of room overhead and a surprising surplus of legroom. Even with the driver's seat moved well back, my knees cleared the seatbacks by a good couple inches--a rarity in any economy car. There's also a standard fold-down armrest with integrated cupholders. The Scion xB offers even more room for rear seat passengers, but not
that much more--and the Reno puts the xA's cramped rear seat to shame.
Practicality
The Reno's cargo area wasn't particularly impressive compared to most other economy cars, but it's better than those in the Scions. There's more than enough room for a week's worth of grocery bags, and the flat floor and low liftover are nice. A standard split-folding rear seat lets you expand the cargo area, same as the Scions. With the seats folded flat, the Reno doesn't have the cavernous capacity of the xB, but there's much more usable room than in the xA.
The Reno also offers a good amount of cabin storage, although there's nothing special about it. You get the usual assortment of good-sized map pockets, glovebox, and center armrest cubby. There are also a couple of little nooks in the center console. Nothing especially creative, but certainly on par for the class.
Reliability
Consumer Reports lists no reliability data on the Reno, the Forenza, or the Daewoo Nubira that preceded them both--so unfortunately, I'm going to be useless in this department. Some encouragement comes from the fact that other models in the Suzuki lineup have fared well in CR's surveys. The Aerio, Vitara, and XL-7 have all earned an Average score, and the average number of problems in a new car is quite low. In addition, Suzuki's extensive warranty coverage suggests they're confident in the reliability of their products. But it's unlikely that the Reno will score as well as the Scions for reliability--both the xA and xB earned CR's highest score of Much Better Than Average.
Overall
So, test drives completed, does the Reno succeed in beating the Scions at their own game? As usual, the answer isn't as simple as "yes" or "no." The Reno's personality is very different from that of the Scions, and its appeal will depend a lot on your personal priorities. I'd sum it up as a tie, which is actually good news for Suzuki. If I hadn't done these test-drives, I would've assumed the Scions simply beat the Reno outright.
So which one is for you? The Reno is likely to be your winner if you prioritize smoothness over exuberance, and are willing to sacrifice some excitement for increased substance. The Reno lends itself to a relaxed driving style, partly due to its gentle ride, and partly because it feels best with an automatic transmission. It's still a confident runner--thanks in large part to that solid, precise steering--but this is a car for less-edgy youth buyers who aren't that interested in standing out. It's the conservative alternative.
If your emphasis is on eagerness and agility in a hip, trendy package, you'll prefer the Scions. Both the xA and xB are more entertaining cars, with their quirky interiors, revvy engines, and toss-me-around handling. They're also better-suited to extroverts, with their attention-getting styling and emphasis on personalization. Plus, Scion has the all-important "cool" factor that has eluded Suzuki as a company. The Reno's marketing materials seek to capture some of Scion's hipster spirit, but when it comes down to it, Suzuki is still dorky at heart. Couldn't they make up a tagline that uses that to their advantage?
As for my personal choice in the affordable-youth-hatchback field? Well, er... I'd take out some student loans and make the $4,000 price jump to a Mazda 3s. But if the bottom line is what matters most, you'll probably be impressed by the Reno. Rather than declare a hands-down winner in this class, I'd recommend prospective buyers give this car a look, followed by some hands-on time with the Scions, the Hyundai Elantra GT, and the new Kia Spectra5. All four cars are defensible choices for hatchback versatility on a budget.
Feel free to check out my reviews on some of the Reno's competitors:
Chevrolet Aveo
Chevrolet Cobalt
Chrysler PT Cruiser
Hyundai Accent
Hyundai Elantra
Kia Rio
Kia Spectra
Kia Spectra5
Mazda 3
Mitsubishi Lancer
Nissan Sentra
Saturn Ion
Scion xA
Scion xB
Suzuki Aerio
Suzuki Forenza
Toyota Corolla
CarsBelowInvoic e
