2009 Suzuki XL7

2009 Suzuki XL7

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Photos by -Autonet.ca
Joe Duarte
Published: 20 02 2009

Big man on the compact SUV campus

Long ago regarded as a supplier of cheap and cheerful little vehicles, Suzuki took the plunge into the large vehicle market in 2006 with the introduction of the XL7 sport utility vehicle.

Search for a used Suzuki XL-7

Now, there had been a model available since 2001, but it was basically a stretched Grand Vitara, badged XL-7. That vehicle was the smallest vehicle at the time to have three rows of seats, pacing the way for many of today’s small seven seaters like the Mitsubishi Outlander and Toyota Rav4. It wasn’t a great feature then in that small of vehicle, and it isn’t a great one today.

However, the vehicle that replaced it was a much better alternative. Based on the Chevrolet Equinox compact SUV, and built alongside Equinox and its Pontiac Torrent sibling in Ingersoll, Ontario, the XL7 (no hyphen) made good use of the larger platform by continuing its seven-seat arrangement (the only one of the trio to boast that achievement).

And though the rearmost seats are by no means easy to access or use, it does give the Suzuki an edge over its factory-mates and make it competitive with rivals from its Japanese compatriots (Honda Pilot, Mazda CX-9, and Toyota Highlander). And though its chunky exterior proportions make it look smaller than it really is, XL7 easily surpasses its rivals overall (with the exception of the Ford Flex and the CX-9) and matches or exceeds them all in headroom at all three seating positions as well as in overall legroom.

It’s a comfortable beast, with the biggest complaint being the general slab cushioning of all the seats. Still, those flat expanses make it easy to slide in between seating positions if you have to rearrange seats mid-trip to accommodate cargo. It’s also pretty easy to climb up into, thanks to a lower floor than that found on its competitors (which may not be a selling point in these days of 20 cm snowfalls and 700 cm snowplough ridges.

All the seats go down on a flat decline to the rear bumper, making it easy to slide in any oversized stuff. With the rear seats stowed, the cargo area provides some 50 cubic feet of space and even with the rear seats in use, you’re looking at roughly the same capacity of the average home fridge (which naturally makes it easy to gauge how many groceries to bring home).

A stowage space beneath the cargo floor houses the third row seat headrests when the seats aren’t in use, and allows certain valuables to be hidden away. It would be nice if the lid were to prop open to allow the partitioning of grocery bags, but it doesn’t.

The XL7 is not the fastest vehicle in the segment and loading it up makes it considerably slower. Outside of the Mazda, it’s powered by the biggest engine among its competitors (at 3.6 litres of displacement) but its 252 horses fall shy of the Highlander’s 3.5 output of 270 (as well as the CX-9 3.7’s 273). What it does have going for it, though, is its 243 lb.-ft. of torque peaking at a very usable 2300 rpm, whereas all its competitors peak in the mid-4000s. And it’s one of the most economical (which may sound like a big deal, but when you’re looking at combined ratings in the 12 litres per 100km range, it’s not that impressive).

The six-speed automatic does a good job of sending power to whichever wheel(s) can handle it best, but on those bitter cold days, it takes a couple quarter miles to get all those gears and ball joints warmed up to roll efficiently (kinda like my ankles and quads on those early morning 5k jaunts, really).

You can shift the automatic yourself (sequentially) and true to its manual mode, if you’re inching along in third and forget to shift down as you come to a stop, it will stall out on you. Left to its own devices, it’s seamless as any GM automatic is want to be, and the addition of a sixth gear helps keep economy in check, if you can get to the point where you’re using sixth consistently (it seems to be in the 65-70 km/h range, or else it automatically kicks down to fifth if speed gets lower).

For 2009, the rumour was that the XL7 would be turfed from the Suzuki stable, but the company has chosen to rather simplify the line into one model (JLX). A new Equinox is due in 2010, so rather than redo a new XL7, that may prove to be the finish line for Suzuki’s largest vehicle to date (although the new Nissan-derived Equator pickup will surpass it).

All things considered, the Suzuki XL7 seems an ideal vehicle for those who aren’t quite ready to take the giant step to a full-sized SUV but still need the occasional room for seven (with little room for their stuff). It’s small enough to climb into and small enough to park in tight parking spaces, but large enough to satisfy your need for vehicular space.

Summary:

Year/Make/Model
2009 Suzuki XL7
Price as tested
$36,995
Trim level
Limited
Price range
$36,995
Freight
$1,550
Options
none
EnerGuide fuel economy ratings
13.5 L/100km city; 8.6 L/100km hwy
Observed fuel economy
11.5 L/100 km combined over 816 km
Warranty (basic)
3 years/60,000 km
Warranty (powertrain)
5 years/100,000 km
Competitors
Ford Flex; Honda Pilot; Mazda CX-9; Toyota Highlander

Strong Points

Weak Points

  • - least expensive of a pricey bunch
  • - comfortable seating
  • - efficient powertrain
  • - economy

Editors Rating:

Fuel consumption
Not good, but comparable to its peers.
Value for price
A little pricey but well worth what you get versus what you pay.
Styling
Nice sprucing up of an otherwise boring bodystyle.
Comfort
Comfortable seating and relatively roomy at all positions.
Performance
It does what it's supposed to, but not quickly.
overall
Neat package is cheaper than its competitors.

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