As we wrote last August, Suzuki, which initially established its nameplate -- both in Japan and, later, in the U.S. -- as a maker of road and off-road motorcycles, has been more than a little “under the radar” when it comes to putting its name in front of new car shoppers. That may be changing, with the timely addition of three all-new nameplates to its new car lineup. The Verona, positioned against the Accord and Camry, is unique in the category with its inline six-cylinder engine. The Forenza, subject of the August review, is more directly competitive with the Corolla and Civic. Finally, we have the debut of the Reno, so named (we're guessing here) because of its Italian design and Korean ancestry.

And we've no argument (as Suzuki dealers breathe a sigh of relief) with either the design or spec. We've been fans of the five-door hatch since VW's Golf first introduced the concept -- some 30 years ago -- to U.S. shores. There are few packages combining (as successfully) both a sporty profile and genuine flexibility. And while the boomers may not be prepared to embrace its advantages -- we're too preoccupied with our Navigators and Laredos -- the subsequent generations -- “X” and “Y” -- are (apparently) all about both the concept and its execution.

The Reno is attractively styled and, with a week's worth of perspective, solidly constructed. Panels are smooth, shut lines are consistent, and there's nary a squeak or rattle in the whole shebang. The Giugiaro touch is clearly evident, with a number of subtle details in the bodywork that disguise the price point. Inside, the same holds true, with a clean, almost elegant design framing an amazing amount of room within the Reno's 170-inch overall length.

We are, at this point, kinda excited. The excitement won't sustain itself, however, once you turn the key. The Suzuki's 2-liter inline four isn't, to be sure, asthmatic, but its 126 horsepower and 131 pound-feet of torque are figures you'll find from any number of 1.8-liter engines. As we noted in our review of the Forenza, there seems little need on the part of Korean engineers to actually connect the stick shift to the manual trans -- there's only the “suggestion” of a connection. And while nailing the throttle does provide you with the ability to merge or pass, the Reno's drivetrain seems slightly miffed at the whole process. Far better to take it slow when you go.

If the engine and trans don't inspire much enthusiasm, neither will the all-independent suspension or four-wheel disc braking. Again, the spec is amazingly upmarket for the mid-teen price point. But the vehicle engineers can't seem to embrace highway speeds above 50 miles per hour. The suspension tuning is, at best, lethargic, and while we know most Suzuki intenders aren't thinking autocross, a car of this size should be -- we think -- somewhat fun to drive. At the manufacturer level, fun probably costs no more than an additional 100 bucks in suspension tuning -- we'd ask Suzuki to spend it.

In sum, we'll credit the Suzuki for its aforementioned high style, functional interior and attractive price point. Add in one of the best warranties available in these United States, and you've got a very compelling argument to visit your Suzuki dealer. Many of you reading this don't even like to drive; if that's the case, cars like the Reno are even more compelling.