Buying a used Suzuki Grand Vitara (2001-08)

Suzuki’s earliest off-roaders were cheap, slow and smelly but lots of fun. As the years rolled by and expectations grew, the company’s 4WDs increased in size, performance and quality but remained affordable.

By 2001 and with the gap between its Vitara and Toyota’s dominant RAV4 widening, Suzuki embarked on a programme that would see the fun-for-your-money 4WD grow in sophistication and relevance.

The Grand Vitara arrived in 1998 with the task of upgrading a range that was seen as outdated and underpowered.
By 2000, the basic Vitara brand name was gone and 1.6 four-cylinder and 2.0-litre V6 offerings were being replaced by a three-tier range with three or five doors, 2.0-litre four-cylinder or a 2.5-litre V6 engines. The 1.6-litre Cabriolet remained on sale until 2002 when it was replaced by a 2.0-litre, two-door Sports Hardtop.

Prices began below $25,000 and topped out at $35,000 for the automatic Limited with V6, ABS and leather trim. Included in the Grand Vitara package, even at its low end, were air-conditioning, dual air-bags, remote central locking and power windows.

With sales bumping along at fewer than 2000 units annually during the early 2000s, Suzuki did anything possible to generate interest in its under-performing model. From 2002-03 there was a Freestyle wagon with the V6 engine, CD player, roof racks and body-coloured bumpers. Following it was the snow-oriented Slalom with similar equipment but at slightly more money.

The JT range released for 2006 offered even more models, engine upgrades and significant improvements to packaging.

Three years after being dumped, the 1.6-litre model came back in the form of a two-door wagon at a starting price of $23,990.

Power from the 1.6 was up by 4kW but the 2.0-litre version improved its output from 94kW to 103kW. Above them came a 2.7-litre version of the V6 producing 135kW of power and 10 per cent more torque than the 2.4-litre RAV.

The four-door V6 wagon came in basic and Prestige trim levels with equipment including ABS, climate-control air-con and electronic brake force distribution. Manual V6 versions cost less than $30,000 but then came a leap of $7000 to the Prestige which provided leather seat trim, 17 inch alloy wheels, cruise control and a six-disc CD stacker. Five-speed automatic transmission was mandatory in the Prestige.

The Trekker version released in 2006 and available until 2008 was sold with all three engine types and automatic transmission was optional in those with 2.0 or 2.7-litre engines. Among the Trekker inclusions, which Suzuki claimed would add $3500 in value, were floor mats, fog lights, a luggage pod, CD stacker and tow bar. 2.7-litre versions were also fitted with cruise control. A Prestige Trekker costing $40,000 was sold during 2008.

From 2001 the Grand Vitara range was supplemented by a long-wheelbase station wagon designated the XL-7. This Suzuki could accommodate seven passengers and also offered, when not laden with people, the luggage space lacking in standard versions.

In five-speed manual form, the XL-7 weighed 1680kg so only the 2.7-litre V6 was available. Automatic versions sold from mid-2003 used a five-speed transmission and all models were fitted with ABS.

Perhaps this section should be headed ‘Off The Road’ because the fun that can be had in a Grand Vitara with sand or clay under its tyres is the primary reason for owning one.

For a vehicle of its size and price the Suzuki offers surprising ability in difficult terrain, although drivers need to be aware of its limitations. On deeply rutted tracks, limited wheel travel can see the car marooned with a wheel spinning wildly and needing to be winched over the obstacle.

The full-time 4WD system distributes engine torque equally through the front and rear differentials and can be locked in low range via a dash-mounted selector.

Beaches are a favourite playground and even small-engined versions will slog through all but the softest sand without effort. Short rear overhangs allow it to climb sizeable banks but grounding on sharp crests may produce some underbody damage.

The attributes that make the Grand Vitara a useful off-roader conspire at times to leave drivers feeling a little nervous on wet bitumen or loose gravel.

Standard rubber with an aggressive tread pattern biased towards off-road use doesn’t help and if you are buying a Vitara primarily for sealed-road use, have a chat to a tyre specialist about replacements that might deliver better grip.

Ride quality was an issue with Suzuki 4WDs from their earliest days and even recent versions still bounce and twitch on anything short of a perfectly smooth surface. The power steering doesn’t communicate very well and entering bends where grip is marginal it can give the impression that the car doesn’t want to turn. This can lead to drivers panicking a little, adding unnecessary steering input or even braking which can lead to an untidy wobble or even oversteer.

With the rear seats in use, luggage space is measly when compared with other models in the Grand Vitara’s category. Although down on overall space against a RAV-4, the Suzuki does suffer less from wheel-arch intrusion than the Toyota.

Despite its tough appearance, the Grand Vitara doesn’t match the RAV-4 or Honda CR-V in crash tests. Pre-2006 European-spec models quoted in Australian ANCAP ratings scored only three stars, while the later version with side air-bags (not generally fitted to Australian models) managed a four-star ranking. Dual air-bags are fitted to all versions from 2001 and ABS braking became generally available from 2006.

Performance and fuel consumption raise the hackles of some owners. Grand Vitaras with their hefty steel frame are tough enough to cop off-road abuse but typically weigh around 1600kg. Even the 135kW version needs plenty of throttle when climbing hills or towing its permitted 1850kg.

Times for the 0-100km/h sprint from the 2.7-litre get below 11 seconds but pushing hard on rural roads or chugging through sand can send consumption into the 16-20L/100km range. Urban commuters with automatic versions may find them chewing through 15 litres/100km in stop-start traffic.

>>These cars are pretty competent sand-pluggers so corrosion and damage are likely. Look for dented sills, underbody scrapes that are hosts for rust, or a crushed exhaust. Also check the seams inside doors for staining that indicates internal rust. Inspect the transmission cradle which is vulnerable to damage and can sag. Heavy-duty replacements are available.

>> Avoid automatics that thump or shudder when down-changing or take more than a second to respond after reverse is selected.

>> Engine rattles when cold are often caused by timing chain adjustment. Timing chain tensioners should last at least 120,000km but cars showing 50-70,000km can suffer tensioner failure. If it ticks, get it checked.

>> Sand and grit gets past rubber seals and into a variety of transmission and suspension components. Look for grease leaking from split rubbers and listen for low-speed transmission or wheel bearing noise.

>> Standard 225/70 tyres for 16-inch rims are an unusual size and finding a replacement in isolated regions might be difficult. Acquiring some rims from a wrecker and keeping a couple of extra tyres on hand is sensible if you intend off-roading frequently.

>> Inspect the rear door for signs that the spare-wheel carrier has worked loose at some point and damaged the paint or door skin itself. While there, whip the cover off to check that the tyre which should be inside has sufficient tread and is properly inflated.

ALSO CONSIDER: Toyota RAV-4, Nissan X-Trail, Hyundai Tucson

This article was first published December 6, 2012.