Suzuki XL7 News **Reviewed (page 1)**
12-15-2004, 04:10 PM
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Suzuki XL7 News **Reviewed (page 1)**
X marks Suzuki’s SUV concept - - Source: Autoweek
Adventure’s the theme of Suzuki’s Concept X SUV, the automaker’s first-ever midsize SUV concept, which is set to bow at Detroit. The aggressively-styled, muscular Concept X is powered by a V6 with class-leading horsepower, according to Suzuki, a new full-time four-wheel-drive system with on-demand low-range ability and a number of other features.
04-13-2006, 12:20 PM
#3
Burning Brakes
2007 Suzuki XL7
With unique styling and a third row of seats, the XL7 is more than a Chevy Equinox clone.
BY TONY QUIROGA
April 2006
The previous XL-7 was a stretched Grand Vitara that offered, not surprisingly, seating for seven. The 2007 XL7, however, will not be based on the recently introduced Grand Vitara but rather on GM’s Theta unibody SUV architecture that underpins the Chevrolet Equinox and Pontiac Torrent. Given that those vehicles seat only five and that the XL7 must hold two more, expect it to have a stretched body.
http://www.caranddriver.com/
that looks hot
04-13-2006, 12:25 PM
#4
The new Vitara looks nice, but this is fugly.
04-13-2006, 12:48 PM
#5
Burning Brakes
NEW YORK (April 13, 2006) – American Suzuki Motor Corporation (ASMC) today debuted the all-new 2007 Suzuki XL7 midsize crossover SUV at the 2006 New York International Auto Show (NYIAS). With the introduction of the new front-wheel-drive/all-wheel-drive crossover SUV, Suzuki is moving forward to the next chapter in its ongoing SUV success story.
The 2007 XL7 is bigger, bolder and more powerful than the previous generation XL-7 and retains Suzuki’s strong styling cues, while offering available all-wheel drive and available seven-passenger seating. In creating the all-new XL7, Suzuki leveraged its SUV heritage and expertise to design an all-new vehicle for the midsize SUV crossover segment that provides style, room and adaptability for active, mobile lifestyles.
“The all-new XL7 was designed to blend SUV versatility and safety with increased driver and passenger comfort,” said Koji Yamada, chief engineer, XL7. “The XL7 not only offers the cargo and seating flexibility for all aspects of a consumer’s active lifestyle, but performance capabilities and safety features that give them the confidence of being in control.”
Performance and Powertrain
The all-new 2007 Suzuki XL7 evolves from a rear-wheel-drive, truck chassis SUV into a crossover SUV based on the sophisticated GM Theta platform with full-length underbody rails for added strength. The XL7 is now a front-wheel-drive vehicle that features four-wheel independent suspension and available all-wheel drive. The standard powertrain for the Suzuki XL7 is a GM-designed, Suzuki-built 3.6-liter, V6 DOHC engine rated at an estimated 250 hp with 243 lb-ft of torque.
The XL7’s 3.6-liter, High Feature (HF) engine with variable valve timing will be built under license by Suzuki in Japan using Suzuki engine-building technology at the Sagara engine plant.
The XL7 engine was developed as a joint effort between Suzuki and GM engineering and features unique Engine Control Unit (ECU) calibration. The use of the existing platform architecture accelerated the completion of the vehicle, which has been in development for three years.
The 3.6-liter, six-cylinder, DOHC engine is matched to a five-speed automatic transmission that features a manual-shifting (manumatic) mode. Although the new engine is nearly one liter larger than the 2.7-liter engine used in the previous XL-7, the new, larger XL7 was designed to deliver fuel economy equal to or better than its predecessor. EPA fuel economy estimates are 18 mpg/city and 24 mpg/highway for front-wheel-drive variants and 17 mpg/city and 23 mpg/highway for all-wheel drive. Towing capacity is rated at 3,500 pounds.
Advanced Chassis Design
The sophisticated chassis delivers nimble, car-like ride and comfort whether driving on the highway, city streets or rural roads. The XL7’s responsive road manners communicate a sense of confidence and control in virtually every driving scenario, while still providing refined Noise, Vibration and Harshness (NVH) performance at or near the top of the midsize SUV category.
The XL7 features four-wheel independent suspension with MacPherson struts in the front and a multilink design in the rear. The independent rear suspension is fitted with hydraulic shock absorbers in the five-passenger configuration and Nivomat self-leveling rear shock absorbers when configured for the available seven-passenger design.
The small details add up to provide a car-like ride. The MacPherson strut-type front suspension is designed with long wheel travel, and the design of the struts compensates for coil spring side loads. The bottom of the coil spring is anchored more outboard in the spring perch to relieve the bending load on the strut caused when it was located further outboard to improve stability.
The multilink rear suspension design features a trailing arm plus three additional locating links to allow a low, wide load floor and maximum rear passenger space. The rear-trailing arm is a vertical design that provides flexibility in the twisting direction so the wheel can maintain camber as it moves vertically. The three locating links are designed to manage lateral loads and control the dynamic toe-in of the rear wheel.
The 3.6-liter, V6 DOHC engine is mounted in a double-isolated engine cradle system; the engine mounts to the cradle at four points and the cradle mounts to the rails at four points, providing double isolation from the body. The cradle system features two side load-bearing mounts and front and rear torque reaction mounts. There also is a friction snubber mounted on the passenger side of the engine to help control engine movement sometimes experienced during shifting.
All-Wheel Drive
The available all-wheel-drive system uses an active, electronically controlled rear differential module. The system responds immediately to all-wheel-drive requests and effectively eliminates lag times. A four-mount cradle secures the rear drive module, which is regulated by its own dedicated electronic controller. A new-design propeller shaft fitted with upgraded universal joints handles the added torque.
Hydraulic-Assist Rack-and-Pinion Steering
The fixed-rate rack-and-pinion steering is tuned for responsiveness and good on-center feel. Turning diameter is relatively tight, needing only 41.8 feet for a curb-to-curb turn and the steering wheel requires 2.7 turns for lock-to-lock operation. In addition, the steering column can be adjusted up and down (four degrees) to provide added driver comfort.
Hydraulic-Assist Rack-and-Pinion Steering
The fixed-rate rack-and-pinion steering is tuned for responsiveness and good on-center feel. Turning diameter is relatively tight, needing only 41.8 feet for a curb-to-curb turn and the steering wheel requires 2.7 turns for lock-to-lock operation. In addition, the steering column can be adjusted up and down (four degrees) to provide added driver comfort.
Stainless Steel Dual Exhaust System
The all-new XL7 is fitted with a true dual exhaust system, constructed of durable, long-lasting stainless steel. The system was designed for quiet, refined exhaust tones to achieve “best in class” NVH in terms of quietness and tonal quality. The exhaust system features two downpipes, two catalytic converters, a center muffler, two side mufflers and two 3.5-inch diameter exhaust tips.
Sleek Sophistication and Functionality
Evolved from the Suzuki Concept-X, which debuted at the 2005 North American International Auto Show in Detroit, the all-new XL7 features a modern, sleek and expressive design with Suzuki styling cues, such as triangle-shaped turn lamps, bold three-bar grille with large Suzuki “S,” muscular wheel arches, dual exhaust with chrome tips and integrated roof racks.
Plush Interior
The 2007 Suzuki XL7 offers the driver and passengers a spacious, functional interior that provides upscale sophistication and refinement. The unique third-row seat delivers seven-passenger capability and real comfort.
With its six-inch deep footwell, the stretched platform delivers comfortable third-row seating, offering nearly 40 inches of legroom and 38.8 inches of headroom. In addition, the 50/50 split folding third-row seat can be folded flat into the floor for additional cargo carrying room, and the fold-flat front-passenger seat allows room for longer items such as skis, surfboards or even a small kayak.
In addition to the practicality of ample storage consoles and areas and the convenience of four 12-volt power outlets, the interior of the 2007 Suzuki XL7 features upscale wood or satin nickel appliqués on the instrument panel and doors, chrome accents throughout and matte black, low-gloss surfaces. Leather seating surfaces and leather-wrapped steering wheel are also part of certain trim packages.
Safety Features
The XL7’s safety features start with the body structure itself – a combination of computer-designed high-strength, dual-phase and galvanized steels. The body structure is computer-designed to manage loads – to effectively transfer energy absorbed during impacts around the interior compartment and occupants – in both front and rear crashes.
In addition, rollover sensing is standard on both five- and seven-passenger XL7 vehicles. The technology uses sensors to proactively predict vehicle “tip up” on a flat road surface and applies brake force to the outside front and rear wheels in order to reduce lateral force in the vehicle.
The unibody construction is a high-strength steel structure, incorporating full-length frame rails and a safety cage in the middle into a single, welded unit. It also is designed with front and rear crush zones engineered to collapse in a controlled manner to help absorb crash energy while protecting the integrity of the occupant safety cage.
The safety cage is reinforced with welded, tubular-section members that frame door openings and support the roof and steel members in the doors. The combination of single-piece door aperture and door beam reinforcements help resist side-impact intrusion.
The all-new 2007 Suzuki XL7 is fitted with driver and passenger front airbags and side-curtain airbags. The XL7 also features a four-wheel anti-lock brake system (ABS) with electronic brake-force distribution (EBD), Electronic Stability Program® (ESP) (including traction control). In addition, the standard tire-pressure monitoring system continuously monitors critical tire pressures.
ESP, which is standard equipment on all XL7 models, provides a technically sophisticated safety net for the driver. The system uses a yaw sensor, lateral accelerometer and steering angle sensor to monitor vehicle stability and driver inputs. Working with the standard ABS with EBD and traction control system (TCS), the system can apply individual brakes selectively to control oversteer and understeer as needed to help the driver maintain control on slippery surfaces or during emergency maneuvers. Being able to control any or all of the brakes allows the ESP system to provide maximum responsiveness, control and enhanced accident avoidance capabilities, although ESP is not a substitute for safe driving practices.
The TCS uses brake and engine torque intervention to enhance traction during launch and acceleration on all road surfaces. If the ABS system detects impending wheel slip, it signals the powertrain Engine Control Unit (ECU) to adjust engine torque output accordingly. TCS also senses when one or more wheels spin faster than the vehicle speed and applies the brakes at that wheel or wheels. Working together, the two systems limit wheel spin and help maintain control and forward progress quickly and efficiently.
Additional safety features include three-point seatbelts in all five- or seven-passenger seating positions, seatbelt pretensioners, seatbelt load limiters in front-seat retractors, child latching system that meets Federal Motor Vehicle Safety Standard 225 requirements, five-mph bumpers and low front bumpers for optimum safety in the event of a collision with an automobile.
Packages and Pricing
Currently, Premium and Luxury trim levels are planned. Both will be offered with front-wheel drive or available all-wheel drive. Two Premium models will be available in five-passenger seating configuration and a third Premium model will be in seven-passenger configuration. Premium models can be outfitted with leather seating surfaces and sunroof.
Two Luxury trim level models will be offered. Both will offer seven-passenger seating and a rear-seat DVD entertainment system. One will offer standard front-wheel drive while the other will come with all-wheel drive. Additionally, a navigation system and sunroof will be offered. The navigation system and the DVD system cannot be packaged together, so Luxury models equipped with the navigation system will omit the DVD System.
The Premium models feature 16-inch alloy wheels with P235/65R16 tires, while Luxury models are fitted with 17-inch alloy wheels and P235/60R17 tires. The 16-inch spare tire is carried in an outside-the-cabin underfloor area equipped with a hoist system.
Current projections call for 50 percent sales of front-wheel-drive and 50 percent sales of all-wheel-drive models. While prices will not be set until the vehicle goes on sale in the fourth quarter of 2006, the manufacturer’s suggested retail price is expected to range from $23,000 to $29,000
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12-09-2006, 07:33 PM
#8
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2007 Suzuki XL7 review
The new Suzuki XL7 feels like a rolling identity crisis. Before you interpret that as my condemning this SUV right off the bat, rest assured, we're not. But it does seem that Suzuki had its work cut out for it when it began designing the second-generation version of its seven-seat people hauler.
The original XL-7 (with a hyphen) was a stretched version of the last-generation Grand Vitara, while this new truck is built on the same platform that underpins the solid-but-ordinary Chevrolet Equinox. We think Suzuki should have taken more time to distinguish its latest truck from the American model on which it's based.
2007 Suzuki XL7
2007 Suzuki XL7
2007 Suzuki XL7. Click image to enlarge
From the outside, the new XL7 strikes us as looking decidedly Japanese. We can't put a finger on exactly what it is about it that makes us feel that way, but there's just something there. Maybe it's the angular, off-kilter shape of the headlights, the rear-end styling or the black bumper caps that remind us of the new Honda CR-V.
However, when you get in, you might as well be in middle America behind the wheel of a patriotic, home-grown Equinox (the fact that the Equinox, Pontiac Torrent and XL7 are all built in Ingersoll, Ontario notwithstanding). Nothing wrong with that overall; the Equinox is a comfortable SUV, and as such, so is the XL7. The Suzuki looks bigger than the Equinox from the outside, and indeed, it is longer by 213 millimetres, or almost eight-and-a-half inches. That and a less steeply-raked rear hatch allowed Suzuki to cram in a third row of seats into the cargo area, where the Equinox hasn't got space for those two extra chairs.
2007 Suzuki XL7
2007 Suzuki XL7
2007 Suzuki XL7. Click image to enlarge
Like many mid-size SUVs and crossovers with seven seats, the rearmost ones are best suited to small people. The XL7 gives up some second-row legroom to the Equinox, mostly because it sacrifices the Chevrolet's sliding rear seat, again, to make room for the third row.
The XL7's front seats - leather-covered in our range-topping JLX AWD Navi tester (JX models get cloth) - are very comfortable. There's no lumbar adjustment, even for the driver, but we didn't miss it. The seat cushions are a little flat, however, and the combination of slippery leather and a lack of lateral support made for a bit of sliding around behind the wheel. At least there's a well-placed left-foot dead pedal to brace against. Our tester had heated front seats; the heaters are offered only with the leather upholstery whereas the Equinox can be had with heated cloth seats.
The XL7 JLX gets a number of extras that the base JX model doesn't starting with the aforementioned leather-covered seats and leather-wrapped steering wheel. The stereo gets a subwoofer, and there are steering-wheel mounted audio controls and an XM-ready sound system. There are also fog lights, an auto-dimming rearview mirror and a height-adjustable driver's seat. All XL7s get self-levelling headlights, and a self-levelling rear suspension - a rarity in this class of SUV.
A JLX model with all-wheel drive starts at $35,995; our tester was the top-dog "Navi" model, which adds a navigation system for $37,995. Pile on $1,295 for freight and the $100 air conditioning excise tax and the total becomes $39,390. For the record, XL7 pricing starts at $30,995 for a front-wheel drive JX model; a JX AWD is worth $32,995 and a front-wheel drive JLX starts at $33,995. All XL7s are equipped with seven seats.
\
2007 Suzuki XL7
2007 Chevrolet Equinox
2007 Suzuki XL7 (top) and 2007 Chevrolet Equinox; top photo by Jim Kerr, bottom photo by Grant Yoxon. Click image to enlarge
The XL7's dashboard gauges and controls will be familiar to anyone who's driven an Equinox (or its Pontiac Torrent twin), as they're lifted almost untouched from the GM trucks. They work just fine, save for the radio's tiny volume and tuning controls, which get shoved out of the way to make space for the navigation system. The XL7 also gets console-located power window switches which we griped about in a recent test drive of the 2007 Equinox. While the XL7's interior fit and finish was generally good, we were disappointed by the uneven gaps between many of the pieces that make up the centre stack.
The XL7's high roofline means the standard sunroof in our tester doesn't cut into headroom noticeably. The switch for the sunroof, however, is conspicuous for its lack of any labelling. Figuring out tilt versus slide is a matter of fiddling with the switch (the owner's manual would help, but our tester didn't have one) until you get glass panel to do what you want. Likewise, the control for the instrument panel brightness is a lonely, unlabelled wheel left of the steering column. Neither control is hard to figure out, but a little guidance is always nice.
2007 Suzuki XL7
2007 Suzuki XL7. Click image to enlarge
It's really easy to forget the XL7 bears the name of a Japanese automaker once you get on your way, because the XL7 also drives much like the Equinox and nothing at all like other SUVs and CUVs that hail from the land of the rising sun. Granted, the ride is noticeably firmer than it is in the Equinox, but everything else about how the Suzuki behaves on the road is very similar to its Chevrolet cousin.
The big difference is what's under your right foot: the XL7 gets a General Motors DOHC 3.6-litre V6 in place of the Equinox's underpowered, old-school pushrod 3.4-litre (another gripe we had with the Equinox). Despite the XL7 weighing in about 125 kilos heavier than the Equinox (at 1,837 kg), it's much quicker on its feet, thanks to the 3.6-litre's 252 horsepower; the Chevy's 3.4 makes just 185 horses. The XL7 uses the same Aisin five-speed automatic transmission found in the Equinox and Torrent. If the XL7 feels adequately powered, then the Toyota RAV4, for example, must be over-powered: it can be had with seven seats as well, weighs just 1,667 kg so-equipped and has a 269-horsepower V6 that feels more like a V8 in straight-line acceleration. To boot, its rated fuel consumption is far better, and it's cheaper (but has fewer niceties, like the Suzuki's navigation system, for example).
2007 Suzuki XL7
2007 Suzuki XL7
2007 Suzuki XL7. Click image to enlarge
The XL7's heft is evident on the road. The firmer suspension helps make it feel better planted over uneven surfaces, but you're reminded that you're piloting a rather large SUV every time you take a highway on-ramp a little too quickly. That said, handling feels safe, if not nimble, and GM's Stabilitrak stability control system is there to bail you out if something goes wrong. While we never called on the stability control system to save us from certain doom, it did display some overzealousness here and there. Occasionally, when exiting a parking lot, for example, the judicious stab of the throttle needed to zip into a gap in traffic caused the Stabilitrak system to cut power drastically at the slightest hint of wheelspin. We don't need to tell you how nerve-wracking that can be when you're trying to squirt (in as much as a two-ton SUV can squirt) into moving traffic.
If our butts sensed the XL7's heft on the road, our wallets felt it at the gas pumps. Over almost a month of driving, our fuel consumption averaged about 16 L/100 km in city driving, and the best we did on the highway was about 10.5 L/100 km. Natural Resources Canada's ratings for the XL7 AWD are 13.5 L/100 (city) and 9.5 L/100 km (highway). Couple the numbers we got with the XL7's 70-litre gas tank, and you get a range of about 400 kilometres in the city and not quite 700 clicks on the highway. Fuel consumption might be where the Equinox's lower-tech engine has the advantage: its Natural Resources Canada consumption ratings are 12.6 L/100 km (city) and 8.6 L/100 km (highway) in the all-wheel drive model.
While the XL7 brings a dash of Japanese character to an otherwise middling domestic mid-size SUV, we think Suzuki would have done well to make more of its own mark on the way the XL7 drives. However, if, like us, your biggest gripe against the Equinox is its underpowered engine, the new XL7 might be the SUV for you.
Second Opinion: Paul Williams
The 2007 Suzuki XL7 was a category finalist (SUV/CUV $35,000-$60,000) in this year’s AJAC Canadian Car of the Year program. This was a hotly contested category and the Suzuki was somewhat of a surprise to make the top three. The result may be explained by the XL7’s huge cargo capacity, and its powerful 3.6 litre, Cadillac-derived V6 engine. It’s also fully loaded with navigation, leather interior and comprehensive safety technology, offering a lot of truck at the low end of the category price range.
These factors doubtless contributed to its strong showing, but it’s very much the “beast of burden” in our group of long-term test vehicles. Driven on its own, you might not notice the somewhat mechanical presence of the engine, the soft suspension, and the tendency to pitch when encountering uneven road surfaces. But in direct comparison to the Hyundai Santa Fe and Toyota RAV4 Sport, these less than desirable characteristics become apparent. However, when you want to move a lot of cargo, or transport seven people, the Suzuki will be your pick of the three. Despite its comprehensive appointments, the Suzuki XL7 puts the emphasis on “utility” in the term, “sport utility vehicle.”
Second Opinion: Grant Yoxon
For a family of five, space has got to be at the top of the list when buying a new vehicle. But price, fuel consumption and safety are also concerns. Naturally, people on a budget want to get the most vehicle for the least money - up front and in day-to-day operation. With its large storage compartment and standard third row seat, the Suzuki XL-7 has a lot of room for a relatively small SUV. Yes, it is bigger than either of our other long-term testers, the Toyota RAV4 and Hyundai Santa Fe, but it is smaller and cheaper (base price $32,995 with all-wheel-drive; $30,995 with front-wheel-drive) than any other SUV that could match its interior room.
Its Cadillac-derived 3.6-litre engine is not as smooth as that of the Hyundai or as powerful as the RAV4's, but load it up with people and luggage and you'll hardly notice the extra weight on board. Add in to the equation standard safety features like side impact airbags, ABS brakes, tire pressure monitoring system and electronic stability program, all-wheel-drive, standard climate control and that third row seat, and the XL-7 looks like a very good deal for a family on a budget.
Pricing
* Base price: $37,995
* Options: None
* Freight: $1,295
* A/C tax: $100
* Price as tested: $39,390 Click here for options, dealer invoice prices and factory incentives
Specifications
Type Four-door, seven-passenger sport-utility vehicle
Layout Front engine/all-wheel drive
Engine 3.6-litre V6, DOHC
Horsepower 252 @ 6,400 rpm
Torque 243 lb. ft. @ 2,300 rpm
Transmission Five-speed automatic with manual shift function
Tires 235/65R17
Curb weight 1,837 kg (4,041 lbs)
Wheelbase 2,857 mm (112.4 in.)
Length 5,008 mm (197.2 in.)
Width 1,836 mm (72.3 in.)
Height 1,726 mm (68 in.)
Cargo capacity 2,696 litres (95.2 cu. ft.), second and third-row seats folded; 1,399 litres (49.4 cu. ft.), third-row seats folded; 396 litres ( 14 cu. ft.) behind third-row seat
Fuel consumption, CVT Fuel consumption: 13.5 L/100 km city; 9.5 L/100 km highway (21 mpg city; 30 mpg highway)
Fuel type Regular unleaded
Warranty Basic - 3 yrs/60,000 km; Powertrain - 5 yrs/100,000 km
Side airbags Standard
Curtain airbags Standard
Anti-lock brakes Standard
Traction control Standard
Stability control Standard
The original XL-7 (with a hyphen) was a stretched version of the last-generation Grand Vitara, while this new truck is built on the same platform that underpins the solid-but-ordinary Chevrolet Equinox. We think Suzuki should have taken more time to distinguish its latest truck from the American model on which it's based.
2007 Suzuki XL7
2007 Suzuki XL7
2007 Suzuki XL7. Click image to enlarge
From the outside, the new XL7 strikes us as looking decidedly Japanese. We can't put a finger on exactly what it is about it that makes us feel that way, but there's just something there. Maybe it's the angular, off-kilter shape of the headlights, the rear-end styling or the black bumper caps that remind us of the new Honda CR-V.
However, when you get in, you might as well be in middle America behind the wheel of a patriotic, home-grown Equinox (the fact that the Equinox, Pontiac Torrent and XL7 are all built in Ingersoll, Ontario notwithstanding). Nothing wrong with that overall; the Equinox is a comfortable SUV, and as such, so is the XL7. The Suzuki looks bigger than the Equinox from the outside, and indeed, it is longer by 213 millimetres, or almost eight-and-a-half inches. That and a less steeply-raked rear hatch allowed Suzuki to cram in a third row of seats into the cargo area, where the Equinox hasn't got space for those two extra chairs.
2007 Suzuki XL7
2007 Suzuki XL7
2007 Suzuki XL7. Click image to enlarge
Like many mid-size SUVs and crossovers with seven seats, the rearmost ones are best suited to small people. The XL7 gives up some second-row legroom to the Equinox, mostly because it sacrifices the Chevrolet's sliding rear seat, again, to make room for the third row.
The XL7's front seats - leather-covered in our range-topping JLX AWD Navi tester (JX models get cloth) - are very comfortable. There's no lumbar adjustment, even for the driver, but we didn't miss it. The seat cushions are a little flat, however, and the combination of slippery leather and a lack of lateral support made for a bit of sliding around behind the wheel. At least there's a well-placed left-foot dead pedal to brace against. Our tester had heated front seats; the heaters are offered only with the leather upholstery whereas the Equinox can be had with heated cloth seats.
The XL7 JLX gets a number of extras that the base JX model doesn't starting with the aforementioned leather-covered seats and leather-wrapped steering wheel. The stereo gets a subwoofer, and there are steering-wheel mounted audio controls and an XM-ready sound system. There are also fog lights, an auto-dimming rearview mirror and a height-adjustable driver's seat. All XL7s get self-levelling headlights, and a self-levelling rear suspension - a rarity in this class of SUV.
A JLX model with all-wheel drive starts at $35,995; our tester was the top-dog "Navi" model, which adds a navigation system for $37,995. Pile on $1,295 for freight and the $100 air conditioning excise tax and the total becomes $39,390. For the record, XL7 pricing starts at $30,995 for a front-wheel drive JX model; a JX AWD is worth $32,995 and a front-wheel drive JLX starts at $33,995. All XL7s are equipped with seven seats.
\
2007 Suzuki XL7
2007 Chevrolet Equinox
2007 Suzuki XL7 (top) and 2007 Chevrolet Equinox; top photo by Jim Kerr, bottom photo by Grant Yoxon. Click image to enlarge
The XL7's dashboard gauges and controls will be familiar to anyone who's driven an Equinox (or its Pontiac Torrent twin), as they're lifted almost untouched from the GM trucks. They work just fine, save for the radio's tiny volume and tuning controls, which get shoved out of the way to make space for the navigation system. The XL7 also gets console-located power window switches which we griped about in a recent test drive of the 2007 Equinox. While the XL7's interior fit and finish was generally good, we were disappointed by the uneven gaps between many of the pieces that make up the centre stack.
The XL7's high roofline means the standard sunroof in our tester doesn't cut into headroom noticeably. The switch for the sunroof, however, is conspicuous for its lack of any labelling. Figuring out tilt versus slide is a matter of fiddling with the switch (the owner's manual would help, but our tester didn't have one) until you get glass panel to do what you want. Likewise, the control for the instrument panel brightness is a lonely, unlabelled wheel left of the steering column. Neither control is hard to figure out, but a little guidance is always nice.
2007 Suzuki XL7
2007 Suzuki XL7. Click image to enlarge
It's really easy to forget the XL7 bears the name of a Japanese automaker once you get on your way, because the XL7 also drives much like the Equinox and nothing at all like other SUVs and CUVs that hail from the land of the rising sun. Granted, the ride is noticeably firmer than it is in the Equinox, but everything else about how the Suzuki behaves on the road is very similar to its Chevrolet cousin.
The big difference is what's under your right foot: the XL7 gets a General Motors DOHC 3.6-litre V6 in place of the Equinox's underpowered, old-school pushrod 3.4-litre (another gripe we had with the Equinox). Despite the XL7 weighing in about 125 kilos heavier than the Equinox (at 1,837 kg), it's much quicker on its feet, thanks to the 3.6-litre's 252 horsepower; the Chevy's 3.4 makes just 185 horses. The XL7 uses the same Aisin five-speed automatic transmission found in the Equinox and Torrent. If the XL7 feels adequately powered, then the Toyota RAV4, for example, must be over-powered: it can be had with seven seats as well, weighs just 1,667 kg so-equipped and has a 269-horsepower V6 that feels more like a V8 in straight-line acceleration. To boot, its rated fuel consumption is far better, and it's cheaper (but has fewer niceties, like the Suzuki's navigation system, for example).
2007 Suzuki XL7
2007 Suzuki XL7
2007 Suzuki XL7. Click image to enlarge
The XL7's heft is evident on the road. The firmer suspension helps make it feel better planted over uneven surfaces, but you're reminded that you're piloting a rather large SUV every time you take a highway on-ramp a little too quickly. That said, handling feels safe, if not nimble, and GM's Stabilitrak stability control system is there to bail you out if something goes wrong. While we never called on the stability control system to save us from certain doom, it did display some overzealousness here and there. Occasionally, when exiting a parking lot, for example, the judicious stab of the throttle needed to zip into a gap in traffic caused the Stabilitrak system to cut power drastically at the slightest hint of wheelspin. We don't need to tell you how nerve-wracking that can be when you're trying to squirt (in as much as a two-ton SUV can squirt) into moving traffic.
If our butts sensed the XL7's heft on the road, our wallets felt it at the gas pumps. Over almost a month of driving, our fuel consumption averaged about 16 L/100 km in city driving, and the best we did on the highway was about 10.5 L/100 km. Natural Resources Canada's ratings for the XL7 AWD are 13.5 L/100 (city) and 9.5 L/100 km (highway). Couple the numbers we got with the XL7's 70-litre gas tank, and you get a range of about 400 kilometres in the city and not quite 700 clicks on the highway. Fuel consumption might be where the Equinox's lower-tech engine has the advantage: its Natural Resources Canada consumption ratings are 12.6 L/100 km (city) and 8.6 L/100 km (highway) in the all-wheel drive model.
While the XL7 brings a dash of Japanese character to an otherwise middling domestic mid-size SUV, we think Suzuki would have done well to make more of its own mark on the way the XL7 drives. However, if, like us, your biggest gripe against the Equinox is its underpowered engine, the new XL7 might be the SUV for you.
Second Opinion: Paul Williams
The 2007 Suzuki XL7 was a category finalist (SUV/CUV $35,000-$60,000) in this year’s AJAC Canadian Car of the Year program. This was a hotly contested category and the Suzuki was somewhat of a surprise to make the top three. The result may be explained by the XL7’s huge cargo capacity, and its powerful 3.6 litre, Cadillac-derived V6 engine. It’s also fully loaded with navigation, leather interior and comprehensive safety technology, offering a lot of truck at the low end of the category price range.
These factors doubtless contributed to its strong showing, but it’s very much the “beast of burden” in our group of long-term test vehicles. Driven on its own, you might not notice the somewhat mechanical presence of the engine, the soft suspension, and the tendency to pitch when encountering uneven road surfaces. But in direct comparison to the Hyundai Santa Fe and Toyota RAV4 Sport, these less than desirable characteristics become apparent. However, when you want to move a lot of cargo, or transport seven people, the Suzuki will be your pick of the three. Despite its comprehensive appointments, the Suzuki XL7 puts the emphasis on “utility” in the term, “sport utility vehicle.”
Second Opinion: Grant Yoxon
For a family of five, space has got to be at the top of the list when buying a new vehicle. But price, fuel consumption and safety are also concerns. Naturally, people on a budget want to get the most vehicle for the least money - up front and in day-to-day operation. With its large storage compartment and standard third row seat, the Suzuki XL-7 has a lot of room for a relatively small SUV. Yes, it is bigger than either of our other long-term testers, the Toyota RAV4 and Hyundai Santa Fe, but it is smaller and cheaper (base price $32,995 with all-wheel-drive; $30,995 with front-wheel-drive) than any other SUV that could match its interior room.
Its Cadillac-derived 3.6-litre engine is not as smooth as that of the Hyundai or as powerful as the RAV4's, but load it up with people and luggage and you'll hardly notice the extra weight on board. Add in to the equation standard safety features like side impact airbags, ABS brakes, tire pressure monitoring system and electronic stability program, all-wheel-drive, standard climate control and that third row seat, and the XL-7 looks like a very good deal for a family on a budget.
Pricing
* Base price: $37,995
* Options: None
* Freight: $1,295
* A/C tax: $100
* Price as tested: $39,390 Click here for options, dealer invoice prices and factory incentives
Specifications
Type Four-door, seven-passenger sport-utility vehicle
Layout Front engine/all-wheel drive
Engine 3.6-litre V6, DOHC
Horsepower 252 @ 6,400 rpm
Torque 243 lb. ft. @ 2,300 rpm
Transmission Five-speed automatic with manual shift function
Tires 235/65R17
Curb weight 1,837 kg (4,041 lbs)
Wheelbase 2,857 mm (112.4 in.)
Length 5,008 mm (197.2 in.)
Width 1,836 mm (72.3 in.)
Height 1,726 mm (68 in.)
Cargo capacity 2,696 litres (95.2 cu. ft.), second and third-row seats folded; 1,399 litres (49.4 cu. ft.), third-row seats folded; 396 litres ( 14 cu. ft.) behind third-row seat
Fuel consumption, CVT Fuel consumption: 13.5 L/100 km city; 9.5 L/100 km highway (21 mpg city; 30 mpg highway)
Fuel type Regular unleaded
Warranty Basic - 3 yrs/60,000 km; Powertrain - 5 yrs/100,000 km
Side airbags Standard
Curtain airbags Standard
Anti-lock brakes Standard
Traction control Standard
Stability control Standard
12-09-2006, 07:35 PM
#9
Safety Car
Join Date: Sep 2002
Location: philly
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It always amazes me how small auto companies come out with designs inside and out that rival those many classes up. This vehicle has a sharp looking interior and exterior. No wonder sales are up so much.
12-09-2006, 09:23 PM
#10
Fahrvergnügen'd
My first reaction was "WTF? $40k for a Suzuki!?!" but then I realized it was Canadian $s.
Then I did the math ... $35k US? For a Suzuki? WTF??????
I'm sorry, that is insane. It's just as insane as a $45k GMC Arcadia that will be worth $22k in 3 years.
Holy jeezus ... At that kind of MSRP and depreciation, people should keep their cars for at least 7-10 years ... But that kinda flies in the face of what GM needs no? I'm sure they try to balance it so that their vehicles are really good for a couple of years but not TOO good or people will be driving around with 300k miles on their cars like Honda/Toyota.
I don't know what I'm saying, I'm just flabbergasted by the Arcadia and no this XL7s MSRP.
Then I did the math ... $35k US? For a Suzuki? WTF??????
I'm sorry, that is insane. It's just as insane as a $45k GMC Arcadia that will be worth $22k in 3 years.
Holy jeezus ... At that kind of MSRP and depreciation, people should keep their cars for at least 7-10 years ... But that kinda flies in the face of what GM needs no? I'm sure they try to balance it so that their vehicles are really good for a couple of years but not TOO good or people will be driving around with 300k miles on their cars like Honda/Toyota.
I don't know what I'm saying, I'm just flabbergasted by the Arcadia and no this XL7s MSRP.
12-09-2006, 11:05 PM
#11
Safety Car
Join Date: Sep 2002
Location: philly
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Originally Posted by charliemike
My first reaction was "WTF? $40k for a Suzuki!?!" but then I realized it was Canadian $s.
Then I did the math ... $35k US? For a Suzuki? WTF??????
I'm sorry, that is insane. It's just as insane as a $45k GMC Arcadia that will be worth $22k in 3 years.
Holy jeezus ... At that kind of MSRP and depreciation, people should keep their cars for at least 7-10 years ... But that kinda flies in the face of what GM needs no? I'm sure they try to balance it so that their vehicles are really good for a couple of years but not TOO good or people will be driving around with 300k miles on their cars like Honda/Toyota.
I don't know what I'm saying, I'm just flabbergasted by the Arcadia and no this XL7s MSRP.
Then I did the math ... $35k US? For a Suzuki? WTF??????
I'm sorry, that is insane. It's just as insane as a $45k GMC Arcadia that will be worth $22k in 3 years.
Holy jeezus ... At that kind of MSRP and depreciation, people should keep their cars for at least 7-10 years ... But that kinda flies in the face of what GM needs no? I'm sure they try to balance it so that their vehicles are really good for a couple of years but not TOO good or people will be driving around with 300k miles on their cars like Honda/Toyota.
I don't know what I'm saying, I'm just flabbergasted by the Arcadia and no this XL7s MSRP.
This vehicle starts at low 20's.
12-10-2006, 12:54 AM
#12
That was uncalled for...
Originally Posted by heyitsme
You and Math don't work.
This vehicle starts at low 20's.
This vehicle starts at low 20's.
Originally Posted by Article
* Base price: $37,995
Last edited by S A CHO; 12-10-2006 at 12:56 AM.
12-10-2006, 01:21 AM
#13
how handsome I am
Holy jesus. It's ugly on the outside, and would be devastating on the pocket. its like a fat bitch who buys herself shit off of infomercials every night
12-10-2006, 07:01 AM
#15
Senior Moderator
http://www.suzukiauto.com/sr_07/xl7/
I think even at 30k fully loaded that its a great suv. On paper at least, i love the way it looks inside and out.
I think even at 30k fully loaded that its a great suv. On paper at least, i love the way it looks inside and out.
12-10-2006, 01:17 PM
#18
woooo!!
anyone else think that 21/30 mpg is VERY good considering its an 4000-lb SUV with a 3.6 V6 AND w/ awd?
yeah 
"Layout Front engine/all-wheel drive"
Originally Posted by S A CHO
I was just going by what the article said... That base price must be for the 4WD model...
"Layout Front engine/all-wheel drive"
12-10-2006, 04:02 PM
#19
Originally Posted by subtledreamer
anyone else think that 21/30 mpg is VERY good considering its an 4000-lb SUV with a 3.6 V6 AND w/ awd?
yeah "Layout Front engine/all-wheel drive"
yeah
"Layout Front engine/all-wheel drive"
12-11-2006, 12:12 PM
#21
woooo!!
Originally Posted by phile
Those are Canadian miles. US is 18/24, which is good, but not outstanding.
12-11-2006, 07:58 PM
#22
Originally Posted by subtledreamer
Wow, how is it that miles-per-gallon between 2 countries can be so drastically different?
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