The XL7 takes Suzuki’s MPV line to a more premium level

While the XL7, which was launched mid-March 2020, still feels like an MPV (multi-purpose vehicle), Suzuki has reclassified it as a crossover based in part on how the Japanese automaker has packed it with creature comforts and safety features to put it just a notch above the Ertiga.

If the XL7 may seem like a familiar nameplate to a few, let me give you a brief background. The XL7 shares its nameplate with a seven-seater, mid-size SUV (sport utility vehicle) that Suzuki offers in North American markets and very select Asian countries. The name XL7 stands for “Xtra Large 7-seater,” but looking at our own XL7, it seems like the name is the extent of their similarities.

Our XL7 is more related to the seven-seater Ertiga MPV as it shares the same Heartect platform, engine, and transmission, though Suzuki says there are about 200 components that differ between the two models.

In the Philippines, the XL7 is only offered in the GLX trim (that’s Suzuki’s highest trim designation in the country) and is priced at P1.068 million.

The Ertiga, on the other hand, has eight trims ranging from P738,000 to P993,000.

The first time I saw the XL7, it obviously reminded me of the Ertiga, but there was something about it that made it appear more pleasing to the eye. It could be the abundance of body lines from the hood to the sides for shape and texture, plus it has roof rails and cladding on the wheel wells and rocker panel. Whatever it was, it brought the X-factor that give the XL7 an edge in looks.

It also comes with a chrome trim that stretches across the black grille and connects to the headlamps with LED daytime running lamps, silver front and rear undercovers, a tailgate with LED taillights, a wide glossy black panel just below the rear glass and a chrome tailgate garnish.

Suzuki provides it with a key fob you need to click to unlock but a push-to-start system so you don’t have to key in to start the engine.

I liked the contrast between the cabin’s black bottom half versus the beige headliner and pillars. It sports a D-shaped multi-function steering wheel with audio controls on the spoke while the Bluetooth and call buttons are located right behind it.

Two things immediately stand out in the cabin, the 10-inch touchscreen system with large fonts and symbols that are easy to make out even if you’re driving at night and the second is the instrument cluster with a combination of analog gauges and a multi-information color LCD (shows G-force data, acceleration braking, engine output, and torque). I know that’s a lot of information to take in all at once but if you take the data individually and monitor it regularly, it could help make you a better driver over time.

It comes with fabric seats only but these are bolstered well enough for comfort and stability, plus, I like how easy they were to adjust to the right height and proper driving position. You don’t know how that’s not such a common thing among new models these days.

What sets it apart compared to the Ertiga in the cabin are two features, automatic climate control system and the faux carbon fiber trim that spans the dashboard. The latter is really just for style but it really makes the whole cabin ambiance more appealing.

It also comes with ventilated front cupholders, a USB port (in front), three 12V accessory socket (front, second row, and third row), eight bottle holders, second-row air-conditioning, pollen filter, and a rear parking camera.

I have to commend Suzuki for being able to replicate the roominess of the Ertiga in the XL7, with its high ceiling and spacious cabin, despite the addition of more equipment. It’s wide enough inside so second-row passengers aren’t elbow-to-elbow with each other, but the third row will honestly still be more comfortable for kids.

With the rear seats set in place, there isn’t much room for bags in the back but as  the XL7 seats are configurable (second row 60:40 split-folding, third row 50:50 split-folding), there’s a multitude of ways you can set it to allow carriage of a variety of cargo.

The 1.5-liter engine it has under the hood is the same K15B unit the Ertiga has, which puts out 103hp and 138Nm of torque. It sends power to the front wheels via a four-speed automatic transmission. There is no manual gearbox option for the XL7.

Power for city driving is just right. Great quick acceleration to get you that burst of speed from a standstill and steering is light (masking its 1.19-ton weight), which makes taking it around traffic and corners easy and actually fun. Just don’t go crazy around hairpin turns as it is a relatively tall vehicle so rollover resistance isn’t pretty high. Check G-force data for more info.

The delivery of power in right in the sweet spot for city driving that’s for sure. It’s snappy from zero, and will not have a problem keeping up with EDSA traffic, even if it’s fast moving.

Highway performance is commendable but I feel a five-speed AT in future updates should make the engine calmer at high speeds and also yield better fuel economy.

Insulation from noise, vibration, and harshness is very good as the cabin was pretty quiet during my 50-kilometer drive. The ride is still more MPV-like than crossover as the torsion beam with coil spring rear suspension gives off a very slight jiggle at the rear half of the body. It gets a little more pronounced every time I ride light and hit a rough patch of road.

While it does share parts and platform with the Ertiga, there is a considerable price difference between the two models. For an extra P75,000, the Suzuki XL7 will give you a smarter air-conditioning system, extra outlets that will come in handy for a big family with power-hungry devices, among other cabin features, and best of all, a more aesthetically-pleasing exterior that will set it apart from more modest looking MPVs on the road.

Photos by Eric Tipan