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Introduction
Suzuki XL7 – Review: Suzuki’s motorcycle heritage is something to be proud of, and the company wants you to think that its various non-motorcycle vehicles have the same DNA. In the case of the 2007 Suzuki XL7 crossover, don’t believe the hype. The product of an ultimately failed relationship between Suzuki and General Motors, the XL7 is a reskinned and stretched Chevrolet Equinox. The result is a mixed bag of old and new GM thinking and Suzuki’s best efforts to make a silk purse out of, well, you know. For example, the strong engine is too noisy, and the comfortable interior suffers from numerous quality issues. At more than $30,000 it’s also ridiculously overpriced, even with a class-leading warranty.
What We Drove
This Suzuki had a sticker price over $30,000, a price at which many superior vehicles are available. Our XL7 Limited test vehicle boasted three seating rows and front-wheel drive, giving it a base price of $27,949. Included in that price was a 3.6-liter V6 engine and five-speed automatic transmission, anti-lock brakes, stability control and traction control, automatic front climate control, leather interior, and fog lights. The $2,200 Platinum Touring package added a touch-screen navigation system, a sunroof which eliminates the rear-seat DVD entertainment system, and chrome 17-inch wheels. The XM satellite radio was $300 with a $300 credit, so the out the door price was $30,149.
Performance
The XL7’s engine is strong. With 252 horsepower and 242 lb.-ft. of torque, it is smooth and responsive, and the automatic reacts quickly whether you’re doing the shifting in manual mode or if you let the computer do the work. We’d wax poetic if the powertrain wasn’t so damn noisy. There’s constant – and we mean constant – noise at every engine speed except idle, with the engine droning or wailing or grumbling or growling. Enough already! There’s also some annoying torque steer. It’s a shame because it’s a good powerplant, but General Mo…rather, Suzuki…really needs to work on its aural tuning for this engine. Improving on our test car’s 16.5 mpg fuel economy would also help.
Handling
The XL7 won’t let you slide into a ditch, but neither will it wow you with its handling. Our front-drive test car was marred by torque steer and a serious understeering habit; the all-wheel drive version would surely eliminate the former and mitigate the latter. On the road the XL7 is a decent companion. The ride quality is good, the body motions are well damped, and overall it’s pretty comfortable in the daily grind. The steering ratio is quick, but it’s completely numb and the turning circle is large. We were surprised to hear the occasional thunk from the suspension over rougher surfaces, and hope it’s indicative of a test car abused by others rather than a quality issue.
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