Do you know why they call the little SUVs “cute-utes?”  The off-roaders and the people who are around trucks frequently complain that they don’t feel like trucks.  And they don’t.  These little four-by-fours have come a long way since the Suzuki Samurai, which was practically an industrial implement.  These days, Honda’s CR-V and Toyota’s RAV4, the acknowledged class leaders, have been engineered more for urban living than slogging through mud.

But sometimes you want your trucklet to feel like a truck; to ride a little bit firmer, and to feel like it could be worked hard, if necessary.  That’s where mini-SUVs like Suzuki’s XL-7 come in.  The Grand Vitara is a bit less refined than its competition, and that’s partly because it’s just a bit tougher than they are.  If you want to go off-roading in your Grand Vitara, you can (just don’t equip it with the ground clearance-stealing running boards).  For 2001, Suzuki has introduced the XL-7, a stretched-wheelbase version of its dependable little SUV.  Over 19 inches longer than the Grand Vitara, the XL-7 is actually larger than the Ford Escape, Mazda Tribute, and Honda CR-V.  It’s the biggest SUV ever offered by Suzuki.

At first glance, the XL-7 looks identical to its shorter counterpart, thanks to their shared styling.  The blocky Suzuki face doesn’t stand out in a crowd, but is handsome in a low-key way.  Fender flares and subtle blisters along the sides mask the XL-7’s size.  The quickest way to tell an XL-7 from a base Grand Vitara is the side window treatment; the longer XL-7 has a continuous side window, a la Mitsubishi Montero Sport, while the Grand Vitara has a clear break at the C-pillar.  Our test vehicle was equipped with Suzuki’s extremely attractive six-spoke alloy wheels, which are standard on the XL-7.

Inside, passengers are greeted by a straightforward white-on-black instrument panel shared with the Grand Vitara and–what’s this?  A third row of seats.  The XL-7’s lengthened chassis creates room for a third row of seats, making it the smallest SUV so equipped.  A dual air conditioning system is also unusual for a vehicle this size.  A variety of cubbies and storage spaces on the dash are handy and within easy reach, but the ancillary controls are a bit scattered.  We also found the front seats to be a bit too firm and short for long-drive comfort.  Is that third-row seat useful?  Heavens, no.  Don’t put any full-sized human beings back there unless you’re prepared for a call from Amnesty International.  That’s not to say that the XL-7’s additional length is a waste, however.  With the third seat folded down, a 37-cubic foot cargo area is opened up.  Fold all of the seats down and that space swells to 73 cubic feet.  There’s also a handy organizer in the floor as well.  Of the various side-opening rear doors employed by small SUVs, we like the XL-7’s the best; it opens wide, and with little effort despite the spare tire that hangs on it.

Another benefit of a 12.8-inch longer wheelbase is improved ride comfort.  With its off-road-friendly solid rear axle, the Grand Vitara has a stiffer ride than competitors, and in the short wheelbase version this translates to a choppy ride, despite Suzuki’s efforts to tame it.  The XL-7 suffers from no such roughness.  It’s still truckier than a CR-V, but it lacks the harshness and bounciness of the shorter Grand Vitara and Toyota RAV4.  It also maintains the Grand Vitara’s supreme visibility and narrow stance, which are unbeatable in tight urban congestion and in parking lots.  In spite of the inexpensive feel to the interior plastics the XL-7 is solidly built.  The XL-7 keeps an eye on families, with dual airbags, available four-wheel antilock brakes, daytime running lights, and the newly mandated child-seat anchors.

Thanks to its small, torquey V6 engine, the XL-7 makes a quiet family hauler.  The 170-hp unit is shared with the Grand Vitara, and has been bumped up slightly in displacement (from 2.5 liters to 2.7) for use in the XL-7.  In our test vehicle it was mated to a four-speed automatic transmission; a five-speed manual is also available.  The combination works well around town, with no hunting for gears even under hard acceleration.  It’s a little less happy with freeway travel; the little sport-ute doesn’t like speeds much greater than 70, and crosswinds tend to move the XL-7 around. The XL-7 is rated to tow 3000 pounds.

As the top of the line the XL-7 is well-equipped.  There are four trim levels:  Standard, Plus, Touring, and the fully-loaded Limited.  Our test vehicle was an XL-7 Touring, equipped with a first-aid kit, dual air conditioning, antilock brakes, and a sunroof.  Our test car stickered for just $25,094 plus destination and delivery.  That pricing puts the XL-7 right in the sweet spot of the mini-ute market.  With its surprisingly large size and off-road ability taken into account, it definitely merits a look.

Specifications:
All specs are for the 2001 Suzuki Grand Vitara XL-7 Touring, which we tested.
Length:     183.7 in.
Width:        70.1 in.
Height:        67.5 in.
Wheelbase:    110.2 in.
Curb weight:    3626 lb.
Cargo space:    73.0 cu.ft (all seats folded)
Base price:    $24,499
Price as tested: $25,094
Engine:     2.7 liter 24-valve DOHC V6
Drivetrain:     four-speed automatic, four wheel drive
Horsepower:     170 @ 5500
Torque:     178 @ 4000
Fuel capacity:    16.9 gal.
Est. mileage:    17/20