Tuesday, June 17, 2008
The Captiva has immense cabin space, offers huge practicality, and is cheap to buy. It’s also well kitted-out. The next big competition to the Honda CRV and the Suzuki Grand Vitara, will this sweet-looking muscle SUV belt it out against the competition, read the review, see the specs and find out. Rs 18 - 20 Lac Mumbai Ex-showroom price. Chevrolet Captiva Mileage / Fuel Effeciency / Consumption is said to be around 6-10 kmpl in the city
Technical Specifications
Overall Length
4660mm
Overall Height
1755mm
Ground Clearance
197mm
Capacity
Seating Capacity
7person
Fuel Efficiency
Performance
Engine
Engine Type/Model
VCDi Diesel
Power
150PS @4000 rpm
Valve Mechanism
SOHC
No of Cylinders
4cylinder
Valves per Cylender
4valve
Fuel Type
Diesel
Transmission
Transmission Type
Manual
Suspensions
Front Suspension
McPherson strut with Twin tube gas pressure strut
Steering
Steering Type
Rack & Pinion, Power-assisted
Minimum Turning Radius
5.8meter
Brakes
Rear Brakes
Ventilated disc
Wheels & Tyres
Wheel Type
Alloy
Tyres
235/60 R17 (tubeless)
Pursuing typical Yank trend of bigger is better, the new XL7 is longer, wider, and has extended wheelbase. Besides a GM-sourced 3.6-litre V6 to go the America way. Is it coming India’s way? When? Harmaan R A J Madon puts the XL7 under scope. “
Suzuki have witnessed a sea change in their product portfolio lately, and are bullish about their prospects globally. Having gone from being an established player in the small car market, Suzuki turned their attention to the other end of the spectrum – the SUV. The first of this new breed of Suzuki was the XL-7, or Grand Vitara as it’s known to us in India, and was launched in 2001.It was a good for a first attempt, but over time Suzuki learnt from the criticism they faced with the original concept, which was labelled as “under powered” and “cramped” in the America context, of course, and the new Grand Vitara was launched subsequently. Suzuki decided to drop the XL-7 moniker this time round, marketing the car as a five-seater go-anywhere lifestyle vehicle instead. But the lure of the American SUV market was something that was too hard for Suzuki to ignore, and so this year the new XL7 was launched amid much fanfare at the New York International Auto Show, or NYIAS. Following the typical yank trend of bigger is better, the new car is 230mm longer, 55mm wider, and has a wheelbase which has grown by 60mm. It looks more substantial too, with chunky, edgy styling and a yawning front grille.
Suzuki have witnessed a sea change in their product portfolio lately, and are bullish about their prospects globally. Having gone from being an established player in the small car market, Suzuki turned their attention to the other end of the spectrum – the SUV. The first of this new breed of Suzuki was the XL-7, or Grand Vitara as it’s known to us in India, and was launched in 2001.It was a good for a first attempt, but over time Suzuki learnt from the criticism they faced with the original concept, which was labelled as “under powered” and “cramped” in the America context, of course, and the new Grand Vitara was launched subsequently. Suzuki decided to drop the XL-7 moniker this time round, marketing the car as a five-seater go-anywhere lifestyle vehicle instead. But the lure of the American SUV market was something that was too hard for Suzuki to ignore, and so this year the new XL7 was launched amid much fanfare at the New York International Auto Show, or NYIAS. Following the typical yank trend of bigger is better, the new car is 230mm longer, 55mm wider, and has a wheelbase which has grown by 60mm. It looks more substantial too, with chunky, edgy styling and a yawning front grille.
“under powered” slander, the Suzuki engineers decided once again to go the America way, and a GM-sourced 3.6-litre V6 finds its way into the XL7’s engine bay. The engine puts out 250PS and 330Nm of torque, so important for towing, that most essential of American requirements for bragging rights. And the XL7 delivers; with a 1.5-ton towing capacity, one should never feel stranded. The gearbox is a five-speed automatic tranny, again sourced from GM, and the drivetrain is a standard front wheel drive, with on-demand four-wheel drive transmission as an option. The ’box does have a manual override, manumatic in Suzuki parlance. Suspension both front and rear are independent, MacPherson struts with a 26mm anti-roll bar up front, and a four-link set-up with a 20mm anti-roll bar at the rear. Another first for the XL7 is its unibody construction, monocoque to you and me, which is a major change compared to its earlier body-on-frame construction. The independent suspension and monocoque construction are strong hints that Suzuki sees this vehicle being pressed into service in a more urbane environment. Crucially, the biggest hint are the approach and departure angles, so important for mud-plugging, which have reduced by 11 degrees to 17.5 degrees up front, and by 3.4 degrees to 20 degrees at the rear.
But then this car does come with all the necessary accoutrements on the inside, which is sure to appeal to the luxury demanding American buyers. Flexible seating is a given, and you can fold, stow, remove the seats in myriad combinations. There are a/c vents for the rear passengers, with mood lighting and individual map reading lamps. The monocoque construction and multi-link rear suspension also liberates more room on the inside, ensuring that third row passengers don’t have to sit with their knees drawn up to their chest. Headroom is certainly generous, but is a given on any SUV.
But then this car does come with all the necessary accoutrements on the inside, which is sure to appeal to the luxury demanding American buyers. Flexible seating is a given, and you can fold, stow, remove the seats in myriad combinations. There are a/c vents for the rear passengers, with mood lighting and individual map reading lamps. The monocoque construction and multi-link rear suspension also liberates more room on the inside, ensuring that third row passengers don’t have to sit with their knees drawn up to their chest. Headroom is certainly generous, but is a given on any SUV.
What is particularly intriguing though, is that Suzuki plan to launch the XL7 in the North American market only, and said as much at the official unveiling at the New York show, but the car has generated a substantial buzz in markets elsewhere. “Of course we would like to have the vehicle but the CAMI factory in Ontario is the only plant where the XL7 will be built and it is not geared to assemble right hand drive vehicles,” said Tom Peck, general manager of Marketing for Suzuki New Zealand Ltd. The plans for the XL7’s production call for the engine and drivetrain to be manufactured in Japan by Suzuki, under license from GM. But final assembly will take place at Suzuki’s plant in Canada, from where it will be shipped to dealers across the States and Canada. Japan and India are just two more countries where the XL7 is certain to appeal, in addition to the countries in Oceania, New Zealand and Australia.
Whether Suzuki decides to go ahead and manufacture the XL7 in right hand drive remains to be seen, but for those in the market for a quality SUV to run about town and on long hauls, the XL7 does hold a lot of appeal. Whether you could traverse the outback is another matter, though I doubt it. Will Maruti bring it to India? Time will tell.
Whether Suzuki decides to go ahead and manufacture the XL7 in right hand drive remains to be seen, but for those in the market for a quality SUV to run about town and on long hauls, the XL7 does hold a lot of appeal. Whether you could traverse the outback is another matter, though I doubt it. Will Maruti bring it to India? Time will tell.
Subscribe to:
Comments (Atom)
