2002 Suzuki Aerio SX - Power Pages

It's not a Matrix. It's not a Vibe. It's not even a Mitsubishi Expo with a Transformers(c) body kit. It's our Project Aerio, and we, almost unabashedly, admit to loving it. It's functional-it hauls around entire families in a single bound. It handles better than it looks-just ask Gary about his tour around the twisty-turny track or ask me about my daily 100-mph jaunts through Orange County traffic. It's relatively fast, considering its odd looks and the Suzuki nameplate. But it's time to make it faster-at least for us. For the rest of you that are catching on to this extreme value in an extreme design package, read on about how you can squeeze a few more ponies from the blended juice drink known as the Suzuki Aerio SX.

The EngineThe Aerio is powered by a 2.0-liter, four cylinder, dohc configuration that produces a factory rated 141 hp and 135 lb-ft of torque. Maximum power is realized at 5700 rpm on a 7000 rpm redline, while peak torque claims the 3000 rpm mark as its home. Ignition duties are handled by a direct-fire system that works without a distributor, while physical timing duties are handled by the zero-maintenance timing chain. Total displacement checks out at 1995 cc within the aluminum block and head configuration and clamps down on 9.3:1 points of static compression. The fact that our car was beat on at the track with less then 300 miles on it will have an effect on our baseline numbers over a properly broken engine. Regardless, we did give the car a tune up.

Performance ComponentsAs this is a relatively new and ostensibly unknown platform, there isn't a wealth of aftermarket products for the Aerio yet. We say "yet" because we are currently hard at work drumming up support in the aftermarket. Still, the average "tuner on the street" wants to know how to make a few quick and dirty horses and, as all 2NR readers should know by now, this usually starts with replacing the factory intake system. We decided against a full replacement intake system (cold air or otherwise) and kept it simple with a replacement K&N open element filter. K&N filters are constructed out of a high-flow cotton gauze that is oiled to help inhibit microfine particles from entering the combustion chamber. Since our car was one of the original track test cars, we found a drop-in K&N with holes in the air box to increase the air intake. Once we ordered a new filter, we found in the new air box a drop-in K&N, which tells us the Aerio comes with a drop-in K&N filter from the factory. Our curiosity was to see just how much better an open element would do over a drop-in. The open element filters come in a virtual cornucopia of shapes, sizes, and configurations, so we're sure that you can find one that will fit your specific application; ours was simply a 5-in. tapered conical filter with a 2.25-in. inlet.

The exhaust system used on our vehicle comes from A'PEXi and runs as a prototype unit for their N1 series. The piping was expertly jigged on our test vehicle for fit and finish using, true to the N1 line, the least amount of exhaust tubing bends to maximize flow. The canister is a polished stainless steel unit that can optionally be baffled for a quieter sound; this doesn't inhibit the performance design of the system. Production models of the N1 exhaust will, of course, include the special corrosion inhibiting coating on the exhaust piping and all necessary gaskets and mounting hardware.

Our last bit of quick and dirty power comes in the form of the Hyperground ground wire system. When we first heard about this thing, it sounded kinda fishy. Three to four horsepower by adding some special engine ground wires? Well, for the full skinny on the Hyperground system, check out the Quick Tech article else where in this issue. In the meantime, we're doing our own version of "The Real World" and testing these universal application babies on our Project Aerio.

Dyno TestingSince this is our project vehicle, the stock wheels were immediately resigned to storage room duties. In their stead, we opted for a set of Racing Hart CP8Rs wrapped in Pirelli's P7000 series tires of the 205/40R17 variety. Paired with the prototype Progress suspension components, our Aerio handled much better than anyone would have expected as we raced to XS Engineering's new facility for a dyno tuning session. Four straps and a shake of a lamb's tail later, the Aerio turned out a baseline reading of 115.6 hp and a relatively impressive 113.8 lb-ft of torque. While this may not sound like much, factor in the Aerio's scant 2700lb curb weight and you have a surprisingly quick people mover.

First up on the power improvement scale was the A'PEXi N1 Muffler. Since A'PEXi is known for high-quality muffler systems, we were sure that the exhaust was making some good power. Since this was a prototype exhaust unit on our Aerio, the exhaust was already on the car before our baseline so we had to remove it, reinstall the stock exhaust, test it, and then bolt the A'PEXi unit back on again. It was relatively easy in the prototype's one-piece piping-to-muffler configuration-we're not sure if A'PEX is planning on prototyping an exhaust system, but we are sure that the N1 muffler has plenty of clearance. With our familiar exhaust back on, the Aerio turned the Dynojet wheels to the tune of 118.0 peak hp. Peak torque was left untouched, but usable midrange and high-end torque and horsepower readings showed a definite increase from the N1 unit.

The next item on our list was the K&N open-element cone filter. The removal of the factory intake system was easy enough; two clips, an air intake temperature sensor, and the clamp that secured it. We modified the base of the K&N filter to accept the air intake temperature sensor and turned the wheels of the XS Dynojet again. Power output peaked at 120.9 hp this time, with peak torque increasing 1.3 lb-ft to a final figure of 115.1. The entire graph shifted upward 3-4 hp throughout almost the entire powerband, evenly distributed from 2000-3200 rpm and again from 4000 rpm all the way to redline.

The last item to install and test was the Hyperground ground wire system. The installation was very simple and involved grounding the engine in series at several different points in the engine bay. Without fully understanding the technology behind the unit, we were doubtful that this would make any noticeable horsepower. The tale of the tape showed differently, however; the power graph smoothed out (in the upwards direction) from 2000-4500rpm, and then really shined in the 4500-6000 rpm range, making an almost evenly distributed 3-5 hp gain. The power gain tapered from 6000 rpm to redline, but still managed to bump peak power output to 122.4. According to Hyperground, playing with different grounding spots can generate even more power.

ConclusionFor people who don't have cars heavily supported by the aftermarket, this Power Pages session serves to illustrate that a few simple and well-planned engine modifications can go a long way. As you can see from this example, all of the parts used on our Project Aerio were "universal fit" pieces that were simply applied to our powerplant. With universal bolt-on heroes like these, who needs friends? Just add equal parts of research, planning, and elbow grease and you'll be well on your way down the performance path. In the meantime, stay tuned as our Aerio ventures into the "buckwilderness" territory.

The FactsEngine Tested : J20AApplication : 2002 Aerio Sedan and SXCommon Swaps : NoneReplacements : Suzuki Esteem (?)

The parts

Performance Chart