Verona offers plenty of flash for little cash

Verona offers plenty of flash for little cash

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Photos by -Autonet.ca
Joe Duarte
Published: 09 01 2004

Several years back, I had a chance to drive the all-new Daewoo Leganza. It was due for a 2003 introduction and I was offered the opportunity to test it for a week before it was presented at the 2002 Canadian International Auto Show in Toronto.

Shortly after its public unveiling, General Motors bought Daewoo and the new Leganza never made it onto Canadian roads. That car, though, finally sees the light of day as the Daewoo Magnus in Europe, and as the Chevrolet Epica and Suzuki Verona, here.

Verona offers all the things for which Daewoo was famous — great value, terrific styling, durable materials, and reasonable performance. In Suzuki’s case, it also offers up the biggest Suzuki car ever.

It should be noted that this is car is not made by Suzuki and once you scratch beneath the surface, you will see some telltale signs. For example, the chassis doesn’t have the tightness I’ve come to expect from Suzuki. The ride is a bit more pliant and the handling is a little too wallowy, mostly because the steering is considerably looser than what Suzuki usually delivers.

But Verona makes its mark on value by offering a level of equipment that would run you in the neighbourhood of $33,000 were you to suit up a Honda Accord or Toyota Camry equally. Standard Verona fare includes a 6-cylinder engine, automatic transmission, traction control, fog lights, keyless entry, climate control, and 60/40 split folding rear seat (all of which are optional on higher trim levels of the others). That said, there is also content on the others that isn't offered on Verona, but these seem mainly to be trim related (spoilers and the like).

The Verona straight-six is smooth and powerful, though it doesn’t have the horsepower or fuel-economy of the others. The 4-speed automatic does a reasonable job of shifting and there is little evidence of shift points. A hold feature allows the tranny to hold on to the current gear for applications like engine braking or when starting off in winter.

Electric adjustments for the driver’s seat and steering column means that a unique driving position can be easily tailored. The standard set-up is traditional European, meaning you’ll sit at arm’s length away or have your legs a little more cramped than you might like.

Rear seat passengers will find lots of leg and headroom, and outboard passengers get nicely contoured, supportive seats. As a result, the centre position is a tad narrow, though it does have an adjustable headrest. Legroom in the centre is also a bit uncomfortable due to the centre hump.

Overall, this is a nice car for buyers who want a lot of premium content without paying a premium price. But once you get beyond the flash, function falls short of what you pay for in a premium mid-sized sedan.

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