Fuel Infection
Automotive Reviews
2001 Suzuki Grand Vitara XL-7
01057 days
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
2002 Toyota Highlander Limited
01057 days
What? Another sport-utility? Don’t we have enough of those already?
But wait. The all-new Toyota Highlander is actually exploring new ground (pun not intended). It’s the latest entry in a growing field of car-based sport-utes geared toward life on-pavement, rather than off.
Excuse me? An off-road vehicle that’s not designed to go off-road?
Bear with us. The idea is nothing new. The Lexus RX300 and Oldsmobile Bravada have never pretended to be serious off-road performers. For the record, neither did the late1950s Willys Jeep Surrey, if anyone remembers those candy-striped country club Jeeps. If anything, the Highlander will make a more efficient vehicle than the average SUV, which is carrying around several hundred pounds of unnecessary equipment. A lot of urban SUV drivers like their trucks because of the chairlike seating and high vantage point, not because of the brush bars and mud tires (although plenty of urban SUVers enjoy those as well, obviously).
Overall the Highlander leans toward the mild end of Toyota’s design spectrum. Projector-style headlights under glass give the Highlander a high-tech look, although we’re a bit less forgiving of the body colored, horizontal-slat grille, which makes the front end much blander as a whole. The rear is more distinctive, with squared-off flares over the rear fenders leading into squared-off taillights. The Highlander’s rear aspect is wide and low. 16″ six-spoke aluminum wheels are not particularly distinctive. An optional roof spoiler gives it a bit more curbside presence, but compared to SUVs like the Isuzu Axiom and Mercury Mountaineer the Highlander is a bit dowdy.
Inside, a distinctive, modern interior makes up for the dull face. A tall console houses the shifter, and features large storage cubbies with bomb-bay type doors. The dash has shades of sports sedans, with three attractive, deep-dish binnacles for the gauges. Like that of Toyota’s other new SUV, the Sequoia, the Highlander’s interior is a very handsome place to be while driving or riding. There’s seating for five, and the rear seats split or fold flat to carry up to 81.4 cubic feet of cargo. The uprated Highlander Limited package spruces up the standard Highlander interior with a JBL sound system, cargo cover, and handsome woodgrain trim.
Two- and four-wheel-drive are available, and there’s a choice of four or six-cylinder engines. The 3.0 liter V6 puts out 220 horsepower, and the 2.4 liter inline four makes 155. Both should be adequate to move the 3800-pound truck along at freeway speeds, and in keeping with Toyota’s commitment to high technology, both engines are Low Emission Vehicle (LEV) rated. The smaller engine features Toyota’s VVT-i variable valve timing system, allowing it to make the most of its power. Our V6-equipped test truck impressed us with its ability to drive like a normal car, rather than a big, heavy sport-ute. All Highlanders are equipped with a four-speed automatic transmission, which includes a “snow” mode for inclement weather. The Highlander may be the first sport-utility vehicle that’s really just a station wagon at heart.
The biggest surprise is the way the Highlander actually improves upon the idea of a pavement-only SUV. The biggest problem with sport-utes that never go off-road is the inherent unstable handling and bulky proportions that make them SUVs in the first place. The Highlander does an amazing job of smoothing out these ticklish elements. It’s about as close to a tall car as you’re going to find these days. The carlike ride is due to an independent front and dual-link rear suspension with MacPherson struts at all corners. It’s similar to the average Camry’s suspension. The all-wheel drive version’s got 7.3 inches of ground clearance for mild off-road excursions, but the thrust is much more toward on-road stability in nasty weather than all-out mudding. It absolutely excels around town compared to most other SUVs. It’s nimble for its size, and feels strong and safe without the bulky, heavy feel of ’round-towners like the Oldsmobile Bravada and Ford Explorer. The Isuzu Axiom comes close to matching the Highlander’s combination of road manners and SUV-ness, but Toyota’s build quality blows Isuzu’s out of the water.
Want to haul precious cargo, like family members? The Highlander is ready to oblige. Front disc and rear drum brakes feature standard ABS, electronic brake-force distribution (EBD) and brake assist (BS). Stopping the Highlander is drama-free even in panic situations, as a result of all these little electronic helpers. Skid control and traction control are also available options. Side airbags are optional equipment, as is a limited-slip differential on four-wheel drive models. Child safety seat anchors are, of course, included.
The Highlander seems to answer many of the questions that urban SUVs have been trying to answer, without as much additional bulk and off-road equipment that will never get used. It’s priced right in the heart of the market, too, starting at $30,795. The accessories list includes heated side mirrors, a full-size spare tire, a rear spoiler, and color-keyed mudguards. Well-optioned Highlanders will go out the door around $34,000, which is comparable to Ford Explorer and Chevrolet TrailBlazer
Specifications:
All specs are for the 2002 Toyota Highlander Limited
Length: 184.4 in.
Width: 71.5
Height: 66.1 in.
Wheelbase: 106.9 in.
Curb weight: 3880 (V6 4wd)
Cargo space: 38.5 cu.ft (seat up); 81.4 cu.ft (seat folded)
Towing capacity: 3500 lb.
Base price: $30,795
Price as tested: $33,743
Engine: 3.0 liter DOHC 24-valve V6
Drivetrain: four-speed automatic, front-wheel drive
Horsepower: 220 @ 5800
Torque: 222 @ 4400
Fuel capacity: 19.8 gal.
Fuel economy: 18/22
2001 Toyota MR2 Spyder
21057 days
If you’ve been anywhere near an elementary school or a shopping mall this year, you’ve seen the Powerpuff Girls–bright-colored, big-eyed preadolescent superhero stars of their own action-packed series on the Cartoon Network. The car you see here today might well be the number-one candidate for Official Car of the Powerpuff Girls.
The name may be familiar. Toyota built MR2s from 1985 to 1995. The MR2 Spyder has come back for one reason and one reason only; to to battle with the current king of the affordable roadsters, the Mazda Miata. Retaining its mid-engined layout and losing its roof, the resurrected MR2 Spyder hopes to succeed on a playground where many others have failed. Toyota had automotive play in mind when the MR2 Spyder was designed, too. The console is easily removable to lighten the car for track use. Body panels are also easily removable, for easy customization. And, of course, the mid-engined layout is favored by amateur and professional racers alike for its superior handling characteristics.
It certainly looks like a perky superhero’s car. Big round headlight and taillight pods give the MR2 Spyder a pleasantly cartoonish look, reminiscent of a mid-Fifties Porsche, to those who’ve met one. Still, it’s no creampuff–the car’s curves are hard-edged, giving it a more aggressive look than the curvy Miata. Side vents allow the mid-mounted engine to breathe. Of course, it’s available in seven bright, cheerful colors. The standard 15″ wheels are a nice design, but the MR2 Spyder high, vertical sides make them look small. It’s definitely not boring. During our test drive, we pulled into a Texaco to fuel up and were told, “You’ve got a beautiful car,” by the cashier–who had just watched the customer before us leave in a Porsche Boxster.
It’s a good thing the Powerpuff Girls don’t have any accessories or equipment to take into battle, because they won’t be carrying much of anything in the MR2 Spyder. A stylish, characterful interior is pleasing to the eye and hands, but nearly devoid of cargo cubbies or useful storage space. Toyota has gone for style over substance in a big way. That’s not a completely bad thing. The MR2 Spyder’s interior is a riot of silver on black, with the same comfortable three-spoke steering wheel found in the Toyota Celica. Silver roll-bar style accents adorn the doors. Although there isn’t much space for their stuff, room for two passengers is ample thanks to a mostly flat floor. The seats are comfortable, and the door sills are higher than a Miata’s for increased side-impact protection. Elbow space is generous–a ride in a Miata’s narrow cabin will illustrate the need for it amply. The MR2 Spyder’s is roomy enough to leap into, should a superhero-type emergency preclude opening the doors.
The top is a Z-folding design which collapses into a shallow well behind the seatsIt’s easy enough to drop and raise the top without a power assist, but it lacks the Miata’s “pop-it-and-throw-it-back” ability. On the other hand, it latches itself down, so there’s no need for a tonneau cover, a much neater design than the Miata’s.
Backing up that Marvel Comics face are road manners that would do any faithful sidekick proud. With 138 horsepower propelling a 2195-lb car, the MR2 Spyder doesn’t lack in the get-up-and-go department. Like its big brother the Celica, with whom it shares its 1.8 liter engine, the MR2 Spyder is an aggressive car on the road. It’s eager to shoot through gaps in traffic and turn every commute into an adventure. A Miata has the same playful feel, but is happier to play at lower speeds. Luckily, superheroes don’t need to worry about speeding tickets, either.
Handling is as impressive as the mid-engine layout promises. Mid-engined cars enjoy a substantial handling advantage over cars with front or rear engine placements, thanks to phenomenal balance. MacPherson struts at all four corners of a fully independent suspension don’t hurt either. The MR2 Spyder’s turn-in response is excellent, and the tail stays planted through the tightest, fastest turns. On uneven pavement, the MR2 Spyder bobs and weaves like a boxer, but doesn’t lose stability the way that many sports cars do. With four wheel disc brakes and standard ABS, it’s also easy to stop. The MR2 Spyder’s small size makes it seem like a distilled car, with no extra additives or calories.
The “fat-free” approach applies to sales as well. The MR2 Spyder comes in only one trim level, and the only factory option is a leather interior. The base price of just over $23,000 includes a cassette/CD audio system, air conditioning, antilock brakes, and a folding wind deflector as standard equipment.
Has Toyota built a Miata-killer? Depends on what you want to do with it. The MR2 Spyder enjoys a performance and arguable appearance advantage, but the Miata is much more people-friendly, with space for doodads and a simpler top. On the the other hand, you can’t run up to a Miata and jump over the doorsill to get in, which is half the fun of owning a convertible. In the end, we think that an MR2 Spyder would be great to have along if you had to save the world before bedtime, like the Powerpuff Girls, but a Miata would be easier to live with.
Specifications:
All specs are for the 2001 Toyota MR2 Spyder, which we tested.
Length: 153.0 in.
Height: 48.2 in.
Wheelbase: 96.5 in.
Curb weight: 2195 lb.
Cargo space: 1.9 cu. ft.
Base price: $23,098
Price as tested: $23,583
Engine: 1.8 liter DOHC 16-valve four cylinder
Drivetrain: five-speed manual, rear wheel drive
Horsepower: 138 @ 6400 rpm
Torque: 125 @ 4400 rpm
Est. mileage: 25/30
10/2010 update: The MR2 Spyder started off good and evolved into an excellent little sportster. See the comments for a list of upgrades to the later-generation models kindly provided by a knowledgeable MR2 Spyder owner.