Good Looks, Good Value, Good Ride: Isn't It Grand?Road Test SummaryStereo EvaluationSecond OpinionsConsumer Commentary
Years ago, during my last year in high school, I bought my first vehicle: a 1982 soft-top Suzuki Samurai 4X4. I loved that little car, though it was a piece of garbage. My friends called it the Weep, because it wasn't really a Jeep, and the repair bills made me cry.
Fortunately, Suzuki has vastly improved its automotive offerings. Recently, we spent a week with a 2001 Suzuki Grand Vitara XL-7, and when it rained it didn't leak through the dash and soak our feet. So it wasn't necessary to carry a spare box of fuses to fix the electrical system, which kept shorting out. Nor did we require our friends to push us down a hill to get it started. Also, we no longer needed to steal the cushions from Mom's chaise lounge in order to make the seat halfway comfortable.
No, this is an entirely new generation of Suzuki. Introduced in 2001, the XL-7 is the largest sport-utility vehicle ever produced by the upstart Japanese manufacturer. Based on the Grand Vitara, which debuted in 1998, the XL-7 is 19.1 inches longer overall and has a 12.6-inch longer wheelbase for a total length of 183.7 inches. The extra length allows Suzuki to offer the XL-7 with a third-row split folding seat, which is more functional than you might guess. In addition, the extra length also makes the cabin more commodious for passengers in the front and second row seats. And the longer wheelbase (enlarged to 110.2 inches from the Grand Vitara's 97.6 inches) makes for a smoother ride over rough spots in the road because body pitching is better absorbed.
However, the extra length does nothing for the XL-7's interior materials. The dash is dominated by cheap-looking, hard plastics — all colored an industrial gray to match the carpet, headliner and upholstery. The cheapness is emphasized by the gray vinyl sun visors, which are rimmed by remnants of ragged plastic that were left by the heat press that made them. Also, for a vehicle oriented toward families, the XL-7 is rather stingy with storage space. There is no center console and the door bins are too narrow for anything more than a map or two. So, although our test vehicle was equipped with an in-dash CD player, there was nowhere to stow our music.
Surprisingly for a small SUV, the XL-7's front and second-row seats are broad, well-bolstered and comfortable. A long highway journey did not yield the stiff back and numb legs we expected. And off-road, the seats held us snuggly enough to stop us from being thrown around over uneven terrain.
We were impressed with the XL-7's performance off-road. When the going got tough, we used the floor-mounted transfer case lever, switching from two-wheel drive to 4WD high on-the-fly. In 4WD, the XL-7 traversed the ruts and ridges of the rugged road and chewed through the loose gravel with sturdy confidence. When the road got really gnarly, we stopped and dropped it into low range, which is a rare feature for a small SUV (for example, the Toyota RAV4, Honda CR-V and Ford Escape use permanent all-wheel drive with no low-range gear). In 4WD low the XL-7 felt like a little tank. It crawled over ditches and arrested its descent nicely on declines, eliminating the need for excessive braking. The Suzuki proved itself capable on terrain where minivans and sedans would definitely be lost and most small SUVs would struggle.
Off-road willingness aside, we'd like to see an even stiffer body structure for the XL-7. Instead of a satisfying and reassuring clunk when slamming a door, the XL-7 delivers more of a tinny "clank." Although Suzuki claims it beefed up the body structure for safety, durability and noise control, the XL-7 still seems unsubstantial. And on the rutted off-road track we drove, the cabin and underpinnings emitted numerous rattles.
Off-road rattling was exacerbated by the XL-7's taut suspension. Equipped with independent MacPherson struts with coil springs and a stabilizer bar in front and a rigid rear axle suspended by a five-link setup in the rear, the XL-7 provides surprisingly good handling on road. In fact, handling is excellent. The XL-7 actually performed better than the 2001 BMW 325xi Wagon during our instrumented suspension and handling tests — no small feat, as BMWs are renowned for their superior suspensions. Off-road, the taut suspension results in a rough ride. This is especially noticeable on rutted surfaces where the XL-7 transmits every rattle straight to your kidneys, despite the comfy seats.
All XL-7s get a 2.7-liter double-overhead-cam 24-valve V6 engine that generates 170 horsepower at 5,500 rpm and 178 foot-pounds of torque at 4,000 rpm. With a 3,748-pound curb weight (average for a small SUV), the engine was quite spirited, providing enthusiastic acceleration in the city and on the highway. Our test vehicle was a four-wheel-drive version with a five-speed manual transmission. The manual tranny allowed us to squeeze maximum performance from the willing V6. In our instrumented testing, the XL-7 completed the 0-to-60 mph dash in just 9.3 seconds, which is fairly quick for an SUV in this category.
The XL-7 won't kill you at the pump, either. Suzuki reports EPA fuel mileage of 17 miles per gallon in the city and 20 mpg on the highway. With its 16.9-gallon fuel tank, the XL-7 should travel 338 miles on road trips before it needs refilling.
The XL-7 also provides plenty of luggage space. Maximum luggage capacity (with second- and third-row seats down) is 73 cubic feet — that's 7 cu. ft. more than the similarly sized Nissan Xterra. With just the third-row seats down, there's 37 cu. ft. of cargo space. However, if you need to use the third row, capacity drops to a measly 6.6 cu. ft. Suzuki makes much of the fact that the XL-7 is the first small SUV to offer three-row seating. While not exactly palatial, this third row is fully functional for small children and even passable for full-size adults, at least for short trips.
If you don't need the third-row seat, just leave it stowed and make use of the cargo area as you wish.
The XL-7 provides excellent value to those seeking an alternative to the much-stigmatized and ubiquitous minivan and the gas-guzzling, oversized SUV. A two-wheel-drive manual transmission XL-7 in Standard trim (which includes air conditioning, power windows, power mirrors, power door locks, remote keyless entry, tilt steering, cruise control and a first aid kit) costs $20,299 including destination charge. Our 4WD test vehicle was the Touring model. It has all the Standard trim-level goodies, plus in-dash CD player, antilock brakes, 16-inch aluminum wheels, power sunroof and fog lamps. An automatic transmission is a $1,000 option.
We like the looks of the XL-7, too. It's reminiscent of the sculpted, rugged Toyota 4Runner. The Suzuki's 16-inch alloys and 235/60R16 all-season radials fill its wheel wells, which are attractively accented by flared fenders. Whereas the short front and rear overhang makes the Grand Vitara look a little stubby, the XL-7's extra length makes it look more elegant and athletic. The square headlamps, chrome grille and body-color bumpers also add class and distinction.
Too bad the XL-7 wasn't available in my senior year — my mother could have used her chaise and I would have spent my money on burgers instead of on fuses, clutches and dry socks.
Fortunately, Suzuki has vastly improved its automotive offerings. Recently, we spent a week with a 2001 Suzuki Grand Vitara XL-7, and when it rained it didn't leak through the dash and soak our feet. So it wasn't necessary to carry a spare box of fuses to fix the electrical system, which kept shorting out. Nor did we require our friends to push us down a hill to get it started. Also, we no longer needed to steal the cushions from Mom's chaise lounge in order to make the seat halfway comfortable.
No, this is an entirely new generation of Suzuki. Introduced in 2001, the XL-7 is the largest sport-utility vehicle ever produced by the upstart Japanese manufacturer. Based on the Grand Vitara, which debuted in 1998, the XL-7 is 19.1 inches longer overall and has a 12.6-inch longer wheelbase for a total length of 183.7 inches. The extra length allows Suzuki to offer the XL-7 with a third-row split folding seat, which is more functional than you might guess. In addition, the extra length also makes the cabin more commodious for passengers in the front and second row seats. And the longer wheelbase (enlarged to 110.2 inches from the Grand Vitara's 97.6 inches) makes for a smoother ride over rough spots in the road because body pitching is better absorbed.
However, the extra length does nothing for the XL-7's interior materials. The dash is dominated by cheap-looking, hard plastics — all colored an industrial gray to match the carpet, headliner and upholstery. The cheapness is emphasized by the gray vinyl sun visors, which are rimmed by remnants of ragged plastic that were left by the heat press that made them. Also, for a vehicle oriented toward families, the XL-7 is rather stingy with storage space. There is no center console and the door bins are too narrow for anything more than a map or two. So, although our test vehicle was equipped with an in-dash CD player, there was nowhere to stow our music.
Surprisingly for a small SUV, the XL-7's front and second-row seats are broad, well-bolstered and comfortable. A long highway journey did not yield the stiff back and numb legs we expected. And off-road, the seats held us snuggly enough to stop us from being thrown around over uneven terrain.
We were impressed with the XL-7's performance off-road. When the going got tough, we used the floor-mounted transfer case lever, switching from two-wheel drive to 4WD high on-the-fly. In 4WD, the XL-7 traversed the ruts and ridges of the rugged road and chewed through the loose gravel with sturdy confidence. When the road got really gnarly, we stopped and dropped it into low range, which is a rare feature for a small SUV (for example, the Toyota RAV4, Honda CR-V and Ford Escape use permanent all-wheel drive with no low-range gear). In 4WD low the XL-7 felt like a little tank. It crawled over ditches and arrested its descent nicely on declines, eliminating the need for excessive braking. The Suzuki proved itself capable on terrain where minivans and sedans would definitely be lost and most small SUVs would struggle.
Off-road willingness aside, we'd like to see an even stiffer body structure for the XL-7. Instead of a satisfying and reassuring clunk when slamming a door, the XL-7 delivers more of a tinny "clank." Although Suzuki claims it beefed up the body structure for safety, durability and noise control, the XL-7 still seems unsubstantial. And on the rutted off-road track we drove, the cabin and underpinnings emitted numerous rattles.
Off-road rattling was exacerbated by the XL-7's taut suspension. Equipped with independent MacPherson struts with coil springs and a stabilizer bar in front and a rigid rear axle suspended by a five-link setup in the rear, the XL-7 provides surprisingly good handling on road. In fact, handling is excellent. The XL-7 actually performed better than the 2001 BMW 325xi Wagon during our instrumented suspension and handling tests — no small feat, as BMWs are renowned for their superior suspensions. Off-road, the taut suspension results in a rough ride. This is especially noticeable on rutted surfaces where the XL-7 transmits every rattle straight to your kidneys, despite the comfy seats.
All XL-7s get a 2.7-liter double-overhead-cam 24-valve V6 engine that generates 170 horsepower at 5,500 rpm and 178 foot-pounds of torque at 4,000 rpm. With a 3,748-pound curb weight (average for a small SUV), the engine was quite spirited, providing enthusiastic acceleration in the city and on the highway. Our test vehicle was a four-wheel-drive version with a five-speed manual transmission. The manual tranny allowed us to squeeze maximum performance from the willing V6. In our instrumented testing, the XL-7 completed the 0-to-60 mph dash in just 9.3 seconds, which is fairly quick for an SUV in this category.
The XL-7 won't kill you at the pump, either. Suzuki reports EPA fuel mileage of 17 miles per gallon in the city and 20 mpg on the highway. With its 16.9-gallon fuel tank, the XL-7 should travel 338 miles on road trips before it needs refilling.
The XL-7 also provides plenty of luggage space. Maximum luggage capacity (with second- and third-row seats down) is 73 cubic feet — that's 7 cu. ft. more than the similarly sized Nissan Xterra. With just the third-row seats down, there's 37 cu. ft. of cargo space. However, if you need to use the third row, capacity drops to a measly 6.6 cu. ft. Suzuki makes much of the fact that the XL-7 is the first small SUV to offer three-row seating. While not exactly palatial, this third row is fully functional for small children and even passable for full-size adults, at least for short trips.
If you don't need the third-row seat, just leave it stowed and make use of the cargo area as you wish.
The XL-7 provides excellent value to those seeking an alternative to the much-stigmatized and ubiquitous minivan and the gas-guzzling, oversized SUV. A two-wheel-drive manual transmission XL-7 in Standard trim (which includes air conditioning, power windows, power mirrors, power door locks, remote keyless entry, tilt steering, cruise control and a first aid kit) costs $20,299 including destination charge. Our 4WD test vehicle was the Touring model. It has all the Standard trim-level goodies, plus in-dash CD player, antilock brakes, 16-inch aluminum wheels, power sunroof and fog lamps. An automatic transmission is a $1,000 option.
We like the looks of the XL-7, too. It's reminiscent of the sculpted, rugged Toyota 4Runner. The Suzuki's 16-inch alloys and 235/60R16 all-season radials fill its wheel wells, which are attractively accented by flared fenders. Whereas the short front and rear overhang makes the Grand Vitara look a little stubby, the XL-7's extra length makes it look more elegant and athletic. The square headlamps, chrome grille and body-color bumpers also add class and distinction.
Too bad the XL-7 wasn't available in my senior year — my mother could have used her chaise and I would have spent my money on burgers instead of on fuses, clutches and dry socks.
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