2007 Suzuki XL7 Preview

Since 2000, when the current Grand Vitara-based XL-7 debuted, Suzuki sold one of the most affordable seven-passenger SUVs on the market, one that could really go off-roading if necessary. But squeezing so many seats into such a small and narrow vehicle with traditional ladder-frame construction meant significant packaging compromises, and while the XL-7 drew a small fan base to its biggest sport-ute, the vast majority of consumers ignored the uncomfortable, underpowered, and unloved model. That might change in 2007. Suzuki debuted a new XL7 (now, hyphen-free!) at the 2006 New York Auto Show, and it’s bigger inside, more powerful under the hood, and available with more of the features today’s SUV buyer wants. It’s also a crossover SUV, but one that Suzuki insists will retain a modicum of off-roading capability. However, given the specifications, you’ll see that it’s hard to believe such a claim. Based on the same platform as the Chevrolet Equinox and Pontiac Torrent, the 2007 Suzuki XL7 is exclusive to North America, and built in Canada. Longer than the current Ford Explorer and Toyota 4Runner, the Suzuki XL7 is offered in five- or seven-passenger configuration, with big gains made in terms of interior shoulder room and second-row leg room over the old XL-7. But, in a strange twist, third-row space for legs is actually down, and there wasn’t much in the original model. Nevertheless, Suzuki says the new XL7 is expected to compete against such vehicles as the Ford Freestyle, Nissan Murano, and Subaru B9 Tribeca when it goes on sale later this year.

Why it matters

According to Suzuki, the key goal for the redesigned 2007 XL7 was to create an affordable, durable, high quality crossover SUV. The company determined that people who need real off-road capability would select the Grand Vitara, leaving the flexibility to make the new XL7 an agile, stable crossover model designed for use primarily on pavement, but with some off-roading capability. This is a good move, a way to address emerging consumer preferences for such vehicles, and the way the 2007 Suzuki XL7 is packaged puts it smack into the middle of the crossover market. But that’s a market already populated with several compelling models, and we’re not sure that the new XL7 has what it takes to serve as a legitimate alternative much less unseat the class leaders.

What’s under the hood

To help make sure the new 2007 Suzuki XL7 is as strong a competitor as possible, a new 3.6-liter V6 based on a General Motors design but manufactured by Suzuki in Japan is installed under the hood. This engine is estimated to make 250 horsepower and 243 lb.-ft. torque – 65 more horses and 59 more pound-feet of twist than the old model. Fuel economy actually goes up by 1 mpg in the city and on the highway, with initial estimates of 18/23 mpg with 4WD and the standard five-speed automatic transmission. Suzuki will sell the 2007 XL7 with front-wheel drive or all-wheel drive, and unlike with the old XL-7, the new one has no low range transfer case for serious rock hopping. Other standard features include four-wheel-disc antilock brakes, stability control, and Class 2 towing capacity of 3,500 pounds.

What’s inside

Major upgrades have gone into the 2007 Suzuki XL7’s interior. There’s more space in just about every dimension, with huge gains in shoulder room and second-row legroom. To make sure the new XL7 holds wide appeal, three key optional packages are available as long as the customer selects the seven-passenger model. The Navigation Package includes a navigation system, the DVD Package includes a rear seat entertainment system, and the Luxury Package adds leather upholstery and a host of other niceties. In terms of safety, Suzuki provides dual front, front side impact, and side curtain airbags with rollover protection.

What we think

Americans buy vehicles for numerous reasons: style, prestige, durability, and value are several key selling points for most people. The 2007 Suzuki XL7 offers little along these lines. It’s got a terrific seven-year/100,000-mile powertrain warranty and, according to Suzuki, won’t top $29,000 with every option checked off, so value is likely this SUVs strongest trait. Aside from several odd trapezoidal design cues, the XL7 is stylish enough when stacked up against the competition but nothing special. And while the old XL-7 proved to be a durable if unrefined little ‘ute, the new XL7 is using GM running gear and technology, which translates to a big, fat question mark when it comes to longevity. Prestige? Zero. Since we’re not huge fans of the Chevy Equinox and Pontiac Torrent, two models that haven’t exactly set the sales charts afire, we hope for Suzuki’s sake that this exclusive 3.6-liter V6, coupled with whatever changes have been made to the chassis, are enough to differentiate the new XL7 from its GM cousins, if not the pack.

Photos by Ron Perry and courtesy of Suzuki