For a long time, it wasn't easy being Suzuki. That carmaker had to deal with litigation up to its gills over the supposedly roly-poly Samurai, then had to try and sell the somewhat tepid Sidekick. The two-seater X-90 seemed the proverbial answer to the cute/ute question nobody asked. So when the company said it was dealing up an all-new, supposedly sophisticated, high-value SUV that would put it squarely back in the marketplace, we were a little skeptical. It turns out our skepticism was largely unwarranted. Though the cumbersome Grand Vitara label might sound like an attempt to horn in on Jeep's success, it adorns a pleasant, capable, compact sport/utility.
The new-for-'99 Vitara lineup ushered in an all-new chassis and body design. The base Vitara models are powered by a new 2.0L/127-hp DOHC four. The upmarket Grand Vitara's 2.5L 24-valve DOHC V-6 makes 155 hp and 160 lb-ft of torque, and is considerably smoother than the four-cylinder engines in most other small SUVs. The all-aluminum V-6 features Suzuki's innovative double roller chain technology for the cam drives. Borne out of Suzuki's motorcycle racing experience, the design is more durable than rubber timing belts, and allows faster, quieter revving.
Aside from the V-6, the four-wheel-drive Grand Vitara JLX+ (versus the 2WD JS) is further differentiated from the base Vitara by additional fender flares and body cladding, two-tone paint scheme (though ours was silver over silver), and a host of amenities. Standard JLX-level features include air conditioning with removable pollen filter, power windows/mirrors/door locks, intermittent wipers, AM/FM stereo cassette, tilt wheel, cruise control, and remote keyless entry. The top-of-the-line "+" trim level adds ABS and aluminum wheels. Finally, we opted for the four-speed overdrive automatic transmission. Our total sticker came to $21,429, and represented just about as much as you could spend on a Grand Vitara in '99.
Overall, we judged the GV to be an improvement over its predecessor, from the trucklike, torsionally rigid ladder-frame chassis to its interior design. Logbook remarks included, "New, smoother sheetmetal is much more attractive, particularly the front end...new chassis/suspension is a dramatic step up. The frame displays stiffness and stability." And "build quality, fit, and finish are below average, but better than previous Suzukis." Hey, nobody's perfect.
Dashboard controls were judged well laid out and visible, although we wished for more lumbar support in the bucket seats and for front-seat armrests. Interior seating for four adults was close, but adding a third passenger to the rear seat left no room whatsoever for personal space.
Interior cargo area is one spec where the Grand Vitara gets trounced by the competition. For example, the closest-in-size Toyota RAV4 offers 8.2 cu ft more cargo room with rear passengers. The Kia Sportage antes up 10.8 cu ft more of hauling space with the rear seats down, while the slightly larger Hyundai Santa Fe boasts 33.4 additional cu ft of cargo room over the Grand Vitara in rear-seats-down configuration. Making the Suzuki just a few inches longer would've added a lot in terms of useable space, and for '01, that's exactly what they did. The new XL-7 adds over 19 in. to its overall length, and 28 cu ft of cargo space.
There are, however, advantages to having the shortest (97.6 in.) wheelbase in its class. A turning radius of just 34.8 ft, coupled with a good greenhouse view in most directions, makes this Suzuki a snap to maneuver into tight parking places. It also helps make the Grand Vitara a very capable off-roader, the short overhangs allowing impressive approach and departure angels.