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2002
Suzuki XL7

Starts at:
$19,599
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New 2002 Suzuki XL7
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Available trims

See the differences side-by-side to compare trims.
  • 4dr Standard Manual 2WD
    Starts at
    $19,599
    18 City / 20 Hwy
    MPG
    5
    Seat capacity
    Gas V6
    Engine
    Rear Wheel Drive
    Drivetrain
    See all specs
  • 4dr Standard Auto 2WD
    Starts at
    $20,599
    17 City / 20 Hwy
    MPG
    5
    Seat capacity
    Gas V6
    Engine
    Rear Wheel Drive
    Drivetrain
    See all specs
  • 4dr Standard Manual 4WD
    Starts at
    $20,799
    17 City / 20 Hwy
    MPG
    5
    Seat capacity
    Gas V6
    Engine
    Four Wheel Drive
    Drivetrain
    See all specs
  • 4dr Plus Manual 2WD
    Starts at
    $21,099
    18 City / 20 Hwy
    MPG
    7
    Seat capacity
    Gas V6
    Engine
    Rear Wheel Drive
    Drivetrain
    See all specs
  • 4dr Standard Auto 4WD
    Starts at
    $21,799
    17 City / 20 Hwy
    MPG
    5
    Seat capacity
    Gas V6
    Engine
    Four Wheel Drive
    Drivetrain
    See all specs
  • 4dr Plus Auto 2WD
    Starts at
    $22,099
    17 City / 20 Hwy
    MPG
    7
    Seat capacity
    Gas V6
    Engine
    Rear Wheel Drive
    Drivetrain
    See all specs
  • 4dr Plus Manual 4WD
    Starts at
    $22,299
    17 City / 20 Hwy
    MPG
    7
    Seat capacity
    Gas V6
    Engine
    Four Wheel Drive
    Drivetrain
    See all specs
  • 4dr Plus Auto 4WD
    Starts at
    $23,299
    17 City / 20 Hwy
    MPG
    7
    Seat capacity
    Gas V6
    Engine
    Four Wheel Drive
    Drivetrain
    See all specs
  • 4dr Touring Auto 2WD
    Starts at
    $23,599
    17 City / 20 Hwy
    MPG
    7
    Seat capacity
    Gas V6
    Engine
    Rear Wheel Drive
    Drivetrain
    See all specs
  • 4dr Touring Manual 4WD
    Starts at
    $23,799
    17 City / 20 Hwy
    MPG
    7
    Seat capacity
    Gas V6
    Engine
    Four Wheel Drive
    Drivetrain
    See all specs
  • 4dr Touring Auto 4WD
    Starts at
    $24,799
    17 City / 20 Hwy
    MPG
    7
    Seat capacity
    Gas V6
    Engine
    Four Wheel Drive
    Drivetrain
    See all specs
  • 4dr Limited Auto 2WD
    Starts at
    $25,099
    17 City / 20 Hwy
    MPG
    7
    Seat capacity
    Gas V6
    Engine
    Rear Wheel Drive
    Drivetrain
    See all specs
  • 4dr Limited Auto 4WD
    Starts at
    $25,999
    17 City / 20 Hwy
    MPG
    7
    Seat capacity
    Gas V6
    Engine
    Four Wheel Drive
    Drivetrain
    See all specs

The good & the bad

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Expert 2002 Suzuki XL7 review

our expert's take
Our expert's take
By
Full article
our expert's take

Only a teen-ager could name all the sport-utility vehicles that are lurking, morel-like, in the vehicular forest, and I’m pretty far beyond that point, at least chronologically . . . but there’s a bunch of ’em.

Inevitably, fragmentation and segmentation are taking place as each maker tries to put the hook in a specific audience with a claim of uniqueness.

There are no statutory classifications – the arbiter of sticker nomenclature, the Environmental Protection Agency, tends to call them all “special purpose vehicles” – but taxonomically, they can fairly well be lumped into size categories.

For simplicity’s sake, I denominate them small, medium, large and dreadnought.

The small ones – like Toyota’s RAV4, Ford’s Escape, Jeep’s Liberty – are sometimes referred to as “cute utes,” although the manufacturers avoid that term as demeaning.

This week’s guest, the Suzuki XL-7, straddles the ground between small and medium. The name derives from its alleged ability to transport seven humans, a claim we can immediately dismiss as hyperbolic. Seven sets of seat belts are no substitute for legroom. The Acura MDX is half a foot longer than the XL-7, and its claim of accommodating seven should be taken with an almost equal lump of salt.

The XL-7’s real claim to fame is that it’s cheap, compared to only slightly larger, true midsized vehicles like the Jeep Grand Cherokee, and, for its length, offers a surprising amount of interior volume.

The XL-7’s 127 cubic feet of space easily eclipses that of vehicles which one might think comparable – the Hyundai Santa Fe with 100 c.f., the Escape, ditto, or even the Toyota Highlander (105 c.f.).

Only the base series of XL-7 comes with what to me makes the most sense – seating for five, plus 37 c.f. aft for cargo. As you move up the fanciness food chain, to Plus, Touring and Limited Edition, you are saddled with that fictive third row, which leaves behind it a pitiful 6.6 c.f. It, as well as the second row, can at least be folded down for 43 c.f. and 75 c.f., respectively.

Even the base series (starts at $19,096, 2WD, 5-speed manual transmission) is well-equipped. It has the same V-6 engine as the rest of the family, AM-FM-CD stereo, air conditioning, power windows, door locks and mirrors, micron air filtration, tilt wheel, cruise control, remote keyless entry, privacy glass and rear wiper and washer. Things you might want to add include an automatic transmission ($932) and four-wheel drive ($1,156).

You might be able to add those two biggies and stay at $20K, for, as www.edmunds.com reports, XL-7s are going for $1,500 to $2,000 below sticker.

The tester they sent me was maxxed out – a Limited Edition with 4WD and 4-speed automatic.

The Limited adds the following to the base series equipment load: rear air conditioning, aluminum wheels, third-row seating, antilock brakes, power moonroof, cassette player, fog lamps, leather upholstery and running boards. The Limited also has a leather-wrapped steering wheel and shift knobs, plus some particularly tacky-looking fake wood.

The XL-7 is advertised as budget-conscious luxury, but the interior, even at the Limited level, seems more meretricious than refined. But even as described, the asking price on a Limited is only $25,604, sans freight. And as noted above, you might be able to dicker 2 Gs off that number.

The XL-7 is Suzuki’s largest vehicle, essentially a stretched version of the Grand Vitara, itself a Vitara on steroids. The XL-7 has a 12.6-inch increase in wheelbase and 19 inches on overall length versus the G.V. In addition to the obviously greater carrying capacity, this endows it with better ride and stability, too.

It still looks quite tidy, owing perhaps to its smooth, well-integrated styling. Fit and finish were of a high order, and the paint was rich-looking.

Standing 5 feet, 8 inches, the XL-7 is easy to mount – in my view the Limited’s running boards are more bother than boon.

I did not want for headroom or legroom behind the wheel, which, unusually for a Japanese vehicle, tilted through a useful arc. The seats were handsome, hard enough for long sessions, but lacked adequate side bolstering. Ride quality was directly proportional to the quality of the road surface – fine on smooth highways, a bit harsh on rough stuff, but without undue pitching or leaning.

When the suspension was getting exercised, there were numerous buzzes and grunts and groans from the nether regions, but cruising on the freeway, the XL-7 was fairly quiet. Unlike many of its competitors, the XL-7 uses truck-style body-on-frame construction. While purportedly more durable than the unibody approach, this results in a rougher ride and a generally looser feeling. The aluminum V-6 engine is a bored-out version of the 2.5-liter used in the Grand Vitara, displacing 2.7 liters here, and enjoying a power bump this year to 183 hp (@6,000 rpm) and a slight boost in torque to 180 foot-pounds at 4,000.

The XL-7 turned out to be a bit thirsty, and I was surprised at how lackadaisical it felt, until I checked the spec sheet. This not-so-little guy weighs in at 3,748 pounds as tested.

The automatic transmission was not a paradigm, but did its job well enough. Overdrive lockout is effected with a switch on the shifter, and a bright indicator light serves as a reminder.

EPA estimates for this configuration are 17 mpg city, 20 highway. Somehow I managed 16.8, but that did include some light-duty off-roading. The XL-7 is one of the most capable mini-utes when the roads ends, because unlike most of them, which have full-time, light-duty AWD, it has part-time, mechanically locking 4WD plus a low range for very serious work.

Four-wheel-drive high is supposed to be shift-on-the-fly, but every time I tried it, the transfer case graunched rather irritably.

Language in the owner’s manual suggests stopping to engage it if it’s balky, as you must with the low range. I think for most folks a full-time system would prove more practical.

The XL-7 has only front air bags, with none available for the sides.

The government has not crash-tested the XL-7 yet, but the Insurance Institute for Highway Safety has.

In the IIHS 40-mph offset frontal barrier crash, the XL-7 earned top marks (a “good” rating) in almost every category. The dummy driver’s left foot showed the possibility of injury, and his knees and shins hit the bolster under the dash. IIHS did not do side-impact tests. In 5-mph barrier tests, the XL-7’s bumpers were in the middle of the damage range, with a still-shocking average $1,488 in damage in the four impacts.

The brakes, ventilated discs front, drums rear on all series, were okay, if not impressive. The antilock wasn’t overly fussy and was, as usual, welcome.

The Clarion stereo had good sound q uality, with about-average tuner sensitivity, although in areas of marginal FM sensitivity, it distorted unpleasantly.

The power moonroof is rather small and, as on others, the overhead controls for the tilt and slide functions are separated, hard to find, shaped the same and don’t talk to each other – i.e., pushing the tilt button does nothing when slide has been activated. To close from the slid-open position, you must hold down an interlock button, an inconvenient arrangement.

The XL-7 is assembled in Japan.

The tester came with heated front seats ($300) and floor mats ($95) and thus bore a final price of $26,914 with freight. Payments at that price would come to $546, assuming 20 percent down, 10 percent interest and 48 installments.

“The Gannett News Service”

2002 Suzuki XL7 review: Our expert's take
By

Only a teen-ager could name all the sport-utility vehicles that are lurking, morel-like, in the vehicular forest, and I’m pretty far beyond that point, at least chronologically . . . but there’s a bunch of ’em.

Inevitably, fragmentation and segmentation are taking place as each maker tries to put the hook in a specific audience with a claim of uniqueness.

There are no statutory classifications – the arbiter of sticker nomenclature, the Environmental Protection Agency, tends to call them all “special purpose vehicles” – but taxonomically, they can fairly well be lumped into size categories.

For simplicity’s sake, I denominate them small, medium, large and dreadnought.

The small ones – like Toyota’s RAV4, Ford’s Escape, Jeep’s Liberty – are sometimes referred to as “cute utes,” although the manufacturers avoid that term as demeaning.

This week’s guest, the Suzuki XL-7, straddles the ground between small and medium. The name derives from its alleged ability to transport seven humans, a claim we can immediately dismiss as hyperbolic. Seven sets of seat belts are no substitute for legroom. The Acura MDX is half a foot longer than the XL-7, and its claim of accommodating seven should be taken with an almost equal lump of salt.

The XL-7’s real claim to fame is that it’s cheap, compared to only slightly larger, true midsized vehicles like the Jeep Grand Cherokee, and, for its length, offers a surprising amount of interior volume.

The XL-7’s 127 cubic feet of space easily eclipses that of vehicles which one might think comparable – the Hyundai Santa Fe with 100 c.f., the Escape, ditto, or even the Toyota Highlander (105 c.f.).

Only the base series of XL-7 comes with what to me makes the most sense – seating for five, plus 37 c.f. aft for cargo. As you move up the fanciness food chain, to Plus, Touring and Limited Edition, you are saddled with that fictive third row, which leaves behind it a pitiful 6.6 c.f. It, as well as the second row, can at least be folded down for 43 c.f. and 75 c.f., respectively.

Even the base series (starts at $19,096, 2WD, 5-speed manual transmission) is well-equipped. It has the same V-6 engine as the rest of the family, AM-FM-CD stereo, air conditioning, power windows, door locks and mirrors, micron air filtration, tilt wheel, cruise control, remote keyless entry, privacy glass and rear wiper and washer. Things you might want to add include an automatic transmission ($932) and four-wheel drive ($1,156).

You might be able to add those two biggies and stay at $20K, for, as www.edmunds.com reports, XL-7s are going for $1,500 to $2,000 below sticker.

The tester they sent me was maxxed out – a Limited Edition with 4WD and 4-speed automatic.

The Limited adds the following to the base series equipment load: rear air conditioning, aluminum wheels, third-row seating, antilock brakes, power moonroof, cassette player, fog lamps, leather upholstery and running boards. The Limited also has a leather-wrapped steering wheel and shift knobs, plus some particularly tacky-looking fake wood.

The XL-7 is advertised as budget-conscious luxury, but the interior, even at the Limited level, seems more meretricious than refined. But even as described, the asking price on a Limited is only $25,604, sans freight. And as noted above, you might be able to dicker 2 Gs off that number.

The XL-7 is Suzuki’s largest vehicle, essentially a stretched version of the Grand Vitara, itself a Vitara on steroids. The XL-7 has a 12.6-inch increase in wheelbase and 19 inches on overall length versus the G.V. In addition to the obviously greater carrying capacity, this endows it with better ride and stability, too.

It still looks quite tidy, owing perhaps to its smooth, well-integrated styling. Fit and finish were of a high order, and the paint was rich-looking.

Standing 5 feet, 8 inches, the XL-7 is easy to mount – in my view the Limited’s running boards are more bother than boon.

I did not want for headroom or legroom behind the wheel, which, unusually for a Japanese vehicle, tilted through a useful arc. The seats were handsome, hard enough for long sessions, but lacked adequate side bolstering. Ride quality was directly proportional to the quality of the road surface – fine on smooth highways, a bit harsh on rough stuff, but without undue pitching or leaning.

When the suspension was getting exercised, there were numerous buzzes and grunts and groans from the nether regions, but cruising on the freeway, the XL-7 was fairly quiet. Unlike many of its competitors, the XL-7 uses truck-style body-on-frame construction. While purportedly more durable than the unibody approach, this results in a rougher ride and a generally looser feeling. The aluminum V-6 engine is a bored-out version of the 2.5-liter used in the Grand Vitara, displacing 2.7 liters here, and enjoying a power bump this year to 183 hp (@6,000 rpm) and a slight boost in torque to 180 foot-pounds at 4,000.

The XL-7 turned out to be a bit thirsty, and I was surprised at how lackadaisical it felt, until I checked the spec sheet. This not-so-little guy weighs in at 3,748 pounds as tested.

The automatic transmission was not a paradigm, but did its job well enough. Overdrive lockout is effected with a switch on the shifter, and a bright indicator light serves as a reminder.

EPA estimates for this configuration are 17 mpg city, 20 highway. Somehow I managed 16.8, but that did include some light-duty off-roading. The XL-7 is one of the most capable mini-utes when the roads ends, because unlike most of them, which have full-time, light-duty AWD, it has part-time, mechanically locking 4WD plus a low range for very serious work.

Four-wheel-drive high is supposed to be shift-on-the-fly, but every time I tried it, the transfer case graunched rather irritably.

Language in the owner’s manual suggests stopping to engage it if it’s balky, as you must with the low range. I think for most folks a full-time system would prove more practical.

The XL-7 has only front air bags, with none available for the sides.

The government has not crash-tested the XL-7 yet, but the Insurance Institute for Highway Safety has.

In the IIHS 40-mph offset frontal barrier crash, the XL-7 earned top marks (a “good” rating) in almost every category. The dummy driver’s left foot showed the possibility of injury, and his knees and shins hit the bolster under the dash. IIHS did not do side-impact tests. In 5-mph barrier tests, the XL-7’s bumpers were in the middle of the damage range, with a still-shocking average $1,488 in damage in the four impacts.

The brakes, ventilated discs front, drums rear on all series, were okay, if not impressive. The antilock wasn’t overly fussy and was, as usual, welcome.

The Clarion stereo had good sound q uality, with about-average tuner sensitivity, although in areas of marginal FM sensitivity, it distorted unpleasantly.

The power moonroof is rather small and, as on others, the overhead controls for the tilt and slide functions are separated, hard to find, shaped the same and don’t talk to each other – i.e., pushing the tilt button does nothing when slide has been activated. To close from the slid-open position, you must hold down an interlock button, an inconvenient arrangement.

The XL-7 is assembled in Japan.

The tester came with heated front seats ($300) and floor mats ($95) and thus bore a final price of $26,914 with freight. Payments at that price would come to $546, assuming 20 percent down, 10 percent interest and 48 installments.

“The Gannett News Service”

Factory warranties

Basic
3 years / 36,000 miles
Corrosion
3 years
Powertrain
3 years / 36,000 miles
Roadside Assistance
3 years / 36,000 miles

Consumer reviews

4.4 / 5
Based on 14 reviews
Write a review
Comfort 4.1
Interior 3.9
Performance 4.1
Value 4.6
Exterior 4.2
Reliability 4.5

Most recent

  • Too bad they don"t build them anymore!!

    I had owned this vehicle for the las 21 years and besides the basic maintenance, all I had to replace is the a/c compressor. Great SUV!!
    • Purchased a New car
    • Used for Commuting
    • Does recommend this car
    Comfort 4.0
    Interior 3.0
    Performance 4.0
    Value 5.0
    Exterior 4.0
    Reliability 5.0
    7 people out of 7 found this review helpful. Did you?
    Yes No
  • Everything you could ask for

    I had a 2001 Chevy Tracker that wouldn't quit. This 2002 XL7 is all that plus a better ride, more room and even a few more amenities. Reliability is of upmost importance to me. I prefer a vehicle that only requires maintenance and not breakdown repairs. Suzuki had been doing it right, right up until they stopped selling in North America. Built here in Canada, for Canadian roads, and Bush. Built to last.
    • Purchased a Used car
    • Used for Commuting
    • Does recommend this car
    Comfort 5.0
    Interior 4.0
    Performance 3.0
    Value 5.0
    Exterior 5.0
    Reliability 5.0
    5 people out of 5 found this review helpful. Did you?
    Yes No
  • the best reliable car i ever owned.

    grate car plenty of seating up to 7 passenger great for a family o 7 good height level for tall guys. got over 300.000 miles on it and still running only problem need to add motor oil every 1000 miles justified for the miles that it has. would buy another like this one. only had basic maintenance and repairs nice and strong vehicle very happy with it
    • Purchased a Used car
    • Used for Transporting family
    • Does recommend this car
    Comfort 4.0
    Interior 3.0
    Performance 5.0
    Value 5.0
    Exterior 4.0
    Reliability 5.0
    1 person out of 1 found this review helpful. Did you?
    Yes No
  • 16 years and going strong

    I bought this car new in 2002, I needed four wheel drive in the mountains of VT AND room for 4 kids. While the SUV does nothing wonderfully is does everything well. I can drive it for 8 hours and mostly be able to walk afterwards. Can carry and/or tow just about anything I need. Camping gear, canoe on the roof, trailer with tents coolers etc. It just keeps going. Soon to be passed down to my 16 year old son and probably good for another 180,000 miles.
    • Purchased a New car
    • Used for Transporting family
    • Does recommend this car
    Comfort 3.0
    Interior 4.0
    Performance 3.0
    Value 5.0
    Exterior 5.0
    Reliability 4.0
    1 person out of 1 found this review helpful. Did you?
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  • Very reliable and comfortable vehicle...

    This SUV has plenty of space, great gas mileage and a very smooth ride. Also very reliable and stable on the road, especially when on long trips....
    • Purchased a Used car
    • Used for Commuting
    • Does recommend this car
    Comfort 5.0
    Interior 5.0
    Performance 5.0
    Value 5.0
    Exterior 5.0
    Reliability 5.0
    2 people out of 2 found this review helpful. Did you?
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  • Most reliable vehicle I have ever owned.

    Bought this new in 2002, still driving 16 years later. Over 135,000. Never broke down on me, only repairs besides maintenance have been the A/C compressor & computer. I always feel safe & secure in any weather driving, I plan on driving it until it finally dies. May not be pretty, but if you want a reliable inexpensive used SUV, you can't go wrong.
    • Purchased a New car
    • Used for Transporting family
    • Does recommend this car
    Comfort 4.0
    Interior 4.0
    Performance 4.0
    Value 5.0
    Exterior 4.0
    Reliability 5.0
    1 person out of 1 found this review helpful. Did you?
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  • 100k miles still going strong

    this is an exceptionally reliable car. my wife and I have put over 100k miles on it and it is still going strong. our maintenance has been minimal. I am hoping for another 100k miles!
    • Purchased a Used car
    • Used for Transporting family
    • Does recommend this car
    Comfort 4.0
    Interior 3.0
    Performance 5.0
    Value 5.0
    Exterior 4.0
    Reliability 5.0
    2 people out of 2 found this review helpful. Did you?
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  • Thoroughly Impressed

    I have abused my 2002 XL7 in the 10 years I have owed it so far. I was/am the second owner and we just hit 215k miles. I drive this rig daily, adding an average 100 miles a day during the week days. Including weekends, I would say I put an average of 2300 miles every month on this vehicle as of right now. That hasn't always been the case, but the vast majority of those miles are freeway miles. To my knowledge it is been in a handful (5 to 7) of minor fender-benders and 1 side impact (more of a side scrape) accident. And it still runs like a champ. The only issues I've had since purchased at 91k miles, have been brakes, tires, and battery. But those are to be expected as each has a life expectancy. To be fair, I do not have a good maintenance records either for this rig. At this point, my XL7 sucks up oil quickly (so I have to routinely keep an eye on the oil level) and I'd say the fuel economy has dropped to an average of 13-15 mpg. My biggest complaint about his vehicle is that a rear-facing child seat is a pain to have in this rig as they simply do not fit well. I have to have my rear-facing infant carrier on the passenger side and only a very small adult is able to sit in the front seat because I have to pull the front passenger seat up so far. Once kids have graduated to forward facing seats, you'll be fine.... Just be prepared for not being able to have a front passenger for a while... I have pulled drift boats and trailers with my XL7 and it handles great, even on sand and pebbly river bends. You might need sandbags if ice/snow is a common occurrence though.
    • Purchased a Used car
    • Does recommend this car
    Comfort 3.0
    Interior 3.0
    Performance 4.0
    Value 4.0
    Exterior 3.0
    Reliability 4.0
    1 person out of 1 found this review helpful. Did you?
    Yes No
  • Can't beat the price / performance.

    This is actually the 2nd Suzuki XL7 I've bought. My first one was bought brand new from the then Suzuki dealer in Ft Lauderdale. 3 days after I bought it, I drove from Orlando, FL to Anchorage, Alaska. Not a hiccup on the way. That vehicle lasted for 550,000 miles; and I have to say I'm not always the best when it comes to standard preventative maintenance, either. That includes one accident (which did far more damage to the Dodge Stratus than it did to the XL7... ...and the XL7 went strong for about 200,000 miles afterwards... This latest one I bought is also a 2002; with 129,000 miles on it, so I'm expecting to have many years before it reaches the same point as the original.
    • Purchased a Used car
    • Does recommend this car
    Comfort 3.0
    Interior 4.0
    Performance 4.0
    Value 5.0
    Exterior 5.0
    Reliability 5.0
    1 person out of 1 found this review helpful. Did you?
    Yes No
  • AMAZING CAR

    it the best car that anyone can ever have. Its my firsty car but its so good have been driving it for acouple of years and still drives great and no mechine problems and great for going a long ways. Amazing car get it
    • Purchased a New car
    • Does recommend this car
    Comfort 5.0
    Interior 5.0
    Performance 5.0
    Value 5.0
    Exterior 5.0
    Reliability 5.0
    2 people out of 2 found this review helpful. Did you?
    Yes No
  • Bad listing

    I saw this vehicle in person. The dealer did not state all that is wrong with this vehicle, including what they did not even know, a bad head gasket on this vehicle. This vehicle is a mechanic's special, especially if you have the time to invest in rebuilding the engine from scratch to replace the head gasket. So, if you want to do the work, don't pay what the dealer is asking and offer a firm amount around $2,700. Otherwise, walk away from this vehicle.
    • Purchased a Used car
    • Does not recommend this car
    Comfort 5.0
    Interior 2.0
    Performance 1.0
    Value 1.0
    Exterior 2.0
    Reliability 1.0
    0 people out of 1 found this review helpful. Did you?
    Yes No
  • The bigger SUV

    "I have and still drive a Honda Cr-V, but I needed more storage space. My son is growing and I need space for all his "stuff". He is only in Pre-school and we had to upsize, plus I have a couple of moped/scooters that I need a trailer for and the V6 will do that. *I would like to relate to the "bigger" people out there that this vehicle is Japanese and the driver?s seat is tight. if you are over 5'10" and 200ilbs you are not going to be comfortable in the driver?s seat. the passenger seats and seat belts are better suited for you. Overall a very good buy, up to this point."
    • Purchased a Used car
    • Used for Transporting family
    • Does recommend this car
    Comfort 3.0
    Interior 4.0
    Performance 4.0
    Value 4.0
    Exterior 4.0
    Reliability 4.0
    0 people out of 0 found this review helpful. Did you?
    Yes No

Latest news from cars.com

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FAQ

What trim levels are available for the 2002 Suzuki XL7?

The 2002 Suzuki XL7 is available in 4 trim levels:

  • Limited (2 styles)
  • Plus (4 styles)
  • Standard (4 styles)
  • Touring (3 styles)

What is the MPG of the 2002 Suzuki XL7?

The 2002 Suzuki XL7 offers up to 18 MPG in city driving and 20 MPG on the highway. These figures are based on EPA mileage ratings and are for comparison purposes only. The actual mileage will vary depending on vehicle options, trim level, driving conditions, driving habits, vehicle maintenance, and other factors.

Is the 2002 Suzuki XL7 reliable?

The 2002 Suzuki XL7 has an average reliability rating of 4.5 out of 5 according to cars.com consumers. Find real-world reliability insights within consumer reviews from 2002 Suzuki XL7 owners.

Is the 2002 Suzuki XL7 a good SUV?

Below are the cars.com consumers ratings for the 2002 Suzuki XL7. 92.9% of drivers recommend this vehicle.

4.4 / 5
Based on 14 reviews
  • Comfort: 4.1
  • Interior: 3.9
  • Performance: 4.1
  • Value: 4.6
  • Exterior: 4.2
  • Reliability: 4.5
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