Ah, Suzuki. The automaker was form of the Japanese Hyundai of the late 1990’s and the early 2000’s. It bought low-cost however effectively geared up automobiles with an incredible guarantee; the standard might not have been as much as snuff in comparison with the likes of Toyota and Honda, nevertheless it wasn’t horrible. And there have been some distinctive choices too, from the wannabe sport sedan Kizashi to the Verona and its Porsche-designed I6 engine. Another distinctive providing was the Suzuki XL-7.
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Taking a compact SUV and making it seat seven won’t sound bizarre now, however again within the late Nineties when the XL-7 was launched, it was distinctive. The XL-7 initially began as an offshoot of the Grand Vitara SUV, which is to say that it was just about a stretched model of it. This meant it might seat seven, nevertheless it additionally had some off-road chops. It had body-on-frame development and is also geared up with a four-wheel drive system that got here with a low vary.
To get the third row, Suzuki stretched the Grand Vitara’s wheelbase 12.6 inches and elevated the general size 19.1 inches. While that sounds spectacular, the XL-7 was nonetheless small even with the elevated dimensions; it measured in at 183.7 inches lengthy. To put that dimension in perspective, think about Honda dropping a 3rd row into the present CR-V.
That elevated size and weight got here with extra energy as effectively. Suzuki elevated the Grand Vitara’s V6 by 0.2 liters to 2.7. That was sufficient to provide the engine 170 horsepower and 178 lb-ft of torque. You had the selection between a four-speed automated or a five-speed handbook. When all of it got here collectively, you had the most cost effective SUV on the market within the U.S. that had normal seating for seven.
And it was low-cost. Starting costs for the XL-7 in fundamental trims with 4 wheel drive was $21,499 in 2001. If you needed to splurge a bit and add issues like a sunroof, leather-based seats, a CD participant and ABS you’d nonetheless solely be at $25,074. Today’s automakers would by no means make one thing with so many options for thus low-cost.
While the XL-7 appeared like a strong worth, not every thing was nice. Like most SUVs with a 3rd row, cargo capability was compromised. With the third row up, there was simply over six cubic ft of cargo house between the third row and rear hatch; that house grew to 37 cubic ft with the second and third rows folded. The rear suspension was softly dampened, which made for a barely wallowy journey with simply the driving force within the XL-7.
But because the years went on, gross sales began to dwindle, most certainly attributable to higher SUVs and crossovers the identical dimension because the XL-7 coming to market. So a brand new XL-7 was launched for the 2007 mannequin yr.
This new XL-7 was developed together with GM, so you realize what that meant: GM working gear by and thru. Aside from a reputation change to XL7 — the hyphen was dropped — this new XL7 rode on GM’s Theta platform which additionally underpinned the Chevy Equinox, Pontiac Torrent and Saturn Vue. The XL7 was the one model of the Theta-platformed crossovers that got here with seating for seven.
This new XL7 grew in each method in contrast the outdated body-on-frame model. It gained 10 inches, simply over two inches in width, and an inch of top. Power elevated as effectively. One of the positives of the Suzuki/GM relationship was Suzuki having access to GM’s engine expertise. Under the hood of the XL7 was GM’s 3.6 liter High Feature V6. It made 252 hp and got here paired with a five-speed automated. But the XL7’s newfound crossover underpinnings meant dropping its off-road goodies. Its four-wheel drive system gave technique to a front-wheel biased all wheel drive system, as an illustration.
It was nonetheless a fairly good worth, although. Loaded out, you’d get options like side-impact airbags, leather-based seats, wooden trim, navigation, sunroof and a rear DVD leisure system for simply over $32,000; fundamental XL7s began at $24,884. But that partnership with GM got here with negatives, primarily a step down in high quality.
Some shops talked about that the standard of some supplies have been really worse than the Grand Vitara-based XL-7 it changed. The Theta platform additionally made a 3rd row that was oddly packaged and onerous to get into.
Ultimately none of this mattered, as not sufficient consumers confirmed up at Suzuki sellers to purchase these items. From 1998 t0 2009, 170,588 XL7s discovered homeowners. Sales by no means reached 30,000 yearly; 2002 was its finest yr with 27,295 gross sales. The XL7’s demise coincided with Suzuki America’s downfall within the late 2000s and its eventual pullout of the American market. With the XL7 ending manufacturing in 2009, it was the final automobile collectively developed between GM and Suzuki.
While the XL7 was by no means a foul automobile, it form of sucks to see the way it began as one thing distinctive solely to evolve into simply one other automobile that blends into the gang to chase gross sales. We’ll by no means see something like the unique XL7 within the U.S. ever once more. An inexpensive body-on-frame SUV with four-wheel drive, low vary and seating for seven that’s accessible with a handbook. That’s the stuff of goals.
Source: jalopnik.com