XL7 blends all best of East, West

East meets West in Suzuki’s new XL7 crossover-utility vehicle.

Best known in the States for its motorcycles, Suzuki is one of GM’s global partners.

It builds the 3.6-liter V-6 that powers two GM CUVs — Chevrolet’s Equinox and Pontiac’s Torrent — and the XL7, the Equinox and the Torrent are built at the same Canadian plant.

All three use GM’s “theta” unibody platform.

If that seems a little confusing (not to mention incestuous), it gets worse: the XL7 is an all-new vehicle and has nothing in common with last year’s XL-7, the vehicle it replaces.

Which goes to show you the power of a hyphen.

Suzuki has a reputation for building quality vehicles, but because the XL7 steps up into a new level of play, the company backs it with a 100,000-mile/7-year, zero-deductible and fully transferable powertrain limited warranty.

That should turn some heads.

Affordable, Well-Equipped

A base, two-wheel drive XL7 is priced from $23,534, including destination, while all-wheel drive models start at $25,134. All trims are reasonably well equipped and the standard-features list includes power windows, mirrors and locks; remote keyless entry; tilt steering; cruise control; and 16-inch alloy wheels.

Interior design is clean and contemporary, although the wood-grain dash trim might be upgraded a notch or two. Suzuki fills the instrument panel with large, easy-to-use buttons and knobs and provides a deep storage bin in the center console.

Incidental storage is at a premium, though.

Safety gear includes anti-lock brakes with electronic brake-force distribution, electronic stability control, traction control and rollover sensing. A full set of airbags includes curtain-style bags.

Provisioned with high-quality leather, entertainment system and seven-speaker audio system, with subwoofer, a loaded XL7 rolls off the showroom floor at around $32,000.

A platinum package adds navigation and chromed wheels.

Could Change Minds

The way I see it, the touch-screen nav system is the only real misstep here; it makes the fatal error of burying some key functions (such as changing the radio station) behind a frustrating sequence of commands.

This is completely out of place on an unpretentious rig such as the XL7; if I want a confusing navigation system, darn it, I expect to pay at least $50,000 for the privilege.

Otherwise, all is well in Suzuki World; the XL7 has the potential to change the market’s view of a company that traditionally has been a bit player here.

The vehicle it replaces was an oversized, rough-and-ready version of Suzuki’s Grand Vitara, which is a small, truck-based SUV. Because it utilizes unibody construction, the XL7 has more in common with a car than it does a traditional SUV like the Grand Vitara.

Moreover, it distinguishes itself from its GM cousins with an extra 9 inches of overall length, which allows for optional third-row seating. And, surprise of surprises, it’s a third row that actual (if diminutive) adults can use, assuming they’re limber enough to climb back there.

The third-row seat folds easily into the floor when not in use, and the reclining and folding second-row seats are split 60/40 for added seating/cargo flexibility.

The front-passenger seatback folds flat, too, making room for longer items.

A little narrower than most midsize CUVs, the XL7 is a good bet for a narrow garage.

A Fine Ride

The computer-tuned body structure is stiff enough to support a well-designed, fully independent suspension. The XL7 is smooth and compliant over potholes and broken pavement; body lean in sweeping turns is acceptable.

Order the seven-passenger version and Suzuki throws in a pair of load-leveling rear shocks to handle the extra weight.

The AWD system is available on all trim levels. It operates normally in front-drive mode, but sends as much as 50 percent of torque rearward to counter wheel-slip. It coordinates with the stability control and braking systems to shift power to the wheels experiencing slip, helping to keep the front from plowing and the rear from slipping sideways.

Power for the XL7 comes from the same 252-horsepower, 3.6-liter V-6 Suzuki builds for GM. Variable valve timing produces a broad, flat torque curve, with peak torque of 243 foot-pounds. Engine noise is a little raw at low rpm, but smoothes out under acceleration.

The engine is matched with a five-speed automatic with manual-shift mode. Towing capacity is 3,500 pounds and Suzuki says the XL7 will scoot from 0-60 mph in under 8 seconds.

Showing a New Face

Suzuki didn’t shoot for the moon with the XL7’s new look; it’s an attractive-enough midsize CUV in a category splashed with competitors. Mild fender flares and a touch of lower body cladding lend a hint of muscularity, and a rounded window line falls dramatically into a fat C-pillar. I’m not hot on the triangular headlights — they’re meant to echo Suzuki’s diamond-shaped logo — but otherwise the front-end is appropriately rounded and slippery.

The XL7 is the largest and most sophisticated vehicle Suzuki has ever built. If it gets the attention it deserves, this canny blend of East and West could give tiny Suzuki a new lease on life.