Automotive Reviews
Posts tagged 4×4
2004 GMC Envoy XUV
0992 days
With the number of Chevrolet TrailBlazer/GMC Envoy variants out there—seven at last count, not counting powertrain options–you’d be forgiven for stifling a yawn when we tell you there’s another one. But pay attention; those big chrome hockey sticks on the D-pillar of this SUV mean that this is a very special Envoy indeed.
The 2004 Envoy XUV is a sport-ute with a retractable rear roof section for carrying pickup truck-sized loads. It’s not fair to call it the first vehicle of its kind; Studebaker got there first with its Wagonaire in 1963. There’s certainly nothing else like the Envoy XUV on the market now, though. For carrying passengers or groceries, it’s just like an SUV. Touch a button on the overhead console, and the rear window lowers into the tailgate. Touch another, and a 32″ x 32″ section of the roof over the cargo area slides forward, allowing the Envoy XUV to haul stuff that won’t fit in the back of a normal sport-ute, like washing machines or small trees. Why would you want to haul a tree in your SUV? We don’t know; ask GMC.
A second innovation/blast from the past is the Envoy XUV’s dual-purpose tailgate. Just like full-size station wagons of the ’60s and ’70s, this tailgate can fold downward for carrying long items, or swing to the side for easier loading. To further extend cargo capacity, the Envoy XUV has a Midgate, similar to that found on the Chevrolet Avalanche. There’s actually a window separating the cargo area from the second row of seats, to keep the elements out when the roof section is open. Lower the glass and fold the rear seats, and the XUV becomes a two-seater with a 76-inch cargo bed. The cargo area is lined with plastic, has drain holes to let rainwater out, and four pickup-style cargo tiedowns to help secure whatever you’re carrying. Close the Midgate, and the XUV seats five.
GMC has done a good job integrating the hardware necessary for the sliding roof into the existing design. Rather than cutting into rear-seat headroom, the Envoy XUV is taller at the rear, with what appear to be a second set of roof rails cradling the slider. The rest of the body is familiar; the XUV shares the Envoy’s good-looking oval-look jeweled headlamps and bold GMC grille. It’s arguably the best-looking of GM’s various mid-size SUVs.
Inside, it looks just like any other Envoy, except for the window behind the rear seats. The XUV’s roof doesn’t encroach on sunroof space. Unlike the Midgate in the Chevrolet Avalanche however, the Envoy XUV’s center glass is power-operated. The front seats are wide and comfortable, with a business-like instrument panel and driver compartment. In practice, the XUV is equal parts fancy and fussy. The roof works very slowly; to open it, press the button and hold, and wait…and wait…and wait. Eventually the XUV is open to the sky. We found that when driving with the top open on a dusty road, the Midgate’s window tends to get dirty very quickly too, and it lacks a windshield wiper.
Straight-six and V8 engines are offered. The 275-horsepower 4.2 liter Vortec 4200 I-6 is a smooth, torquey motor in the standard Envoy, but we’d opt for the optional 5.3 liter V8. Although it’s about 200 pounds heavier than an Envoy XL, the Envoy XUV doesn’t have any problems in the get-up-and-go department when equipped with the 290-horse V8. It does feel somewhat clumsy in tight situations, because of its longer wheelbase. A four-speed automatic transmission is standard equipment, and the XUV will tow up to 6400 pounds in four-wheel drive trim. Two-wheel drive XUVs add a hundred pounds to that rating.
Suspension-wise, the XUV is identical to the standard Envoy, with double A-arms up front and a five-link rear. The ride is more trucky than some of the competition, but smooth and quiet nonetheless, and we didn’t hear any rattling from the sliding roof or feel any body flex. Four-wheel disc brakes and ABS are standard.
Wow! It’s pricey though. Our test truck was heavily optioned, with the 5.3 V8 engine, locking differentials, sunroof, a navigation system and more. Considering that the multi-capable XUV starts at $38,065, it’s not a surprise that the window sticker was pushed well past the $45,000 mark. The Envoy XUV is a unique beast, but prospective buyers would do well to watch the options list.
Specifications:
All specs are for the 2004 GMC Envoy XUV, which we tested.
Length: 208.4 in.
Width: 74.7 in.
Height: 77.0 in.
Wheelbase: 129.0 in.
Curb weight: 5042 lb.
Cargo space: 95.2 cu.ft. (Midgate open)
Payload: 1358 lb.
Towing capacity: 6400 lb.
Base price: $38,065
Price as tested: $45,390
Engine: 5.3 liter V8
Drivetrain: four-speed automatic, four-wheel drive
Horsepower: 290 @ 5200
Torque: 325 @ 4000
Fuel capacity: 25 gal.
Est. mileage: 15/19
2004 Toyota Tundra Double Cab
0997 days
Amid the recent fanfare of new trucks from Ford and Nissan, it’s been easy to overlook another all-new player coming into the segment; the 2004 Toyota Tundra Double Cab. It may look like the familiar old Tundra, but significant improvements under the skin set the new Toyota apart.
It’s no secret that the Tundra has been regarded as the “small” full-size pickup. With the competition getting tougher and bigger every year, it was time to field a response to the Tundra’s detractors. To this end, the new crew-cab version isn’t just a Tundra with two more doors. The frame, wheelbase and body have all been up-sized, for a truck that’s in many ways the biggest Toyota pickup yet.
The secret to the Tundra’s sudden super-sizing is evident in the turn signals and front sheetmetal, which are actually borrowed from the Sequoia full-size SUV. The Tundra Double Cab shares headlights, doors, and front fenders with the Sequoia. The reasoning behind this wasn’t cosmetic; the Sequoia’s body is bigger than that of the regular cab Tundra, so by using it the Double Cab can be both longer and wider. The Tundra Double Cab’s 19′ body is draped in familiar sheetmetal, and thanks to a standard full-length bed it’s longer than the crew cabs from Ford and Nissan, though it doesn’t look it. Toyota’s truck styling has a slimming effect and it’s not until you see it parked next to another truck that you realize the Tundra Double Cab is a full-size beast with a 140″ wheelbase.
That length translates into a large, comfortable interior. Here again, the Sequoia has contributed its more comfortable seats and a friendly instrument panel. Special attention has been paid to the back seat; there’s plenty of leg room, and the rear seats come from the Sequoia as well. They can be tumbled forward for additional cargo space. One of Toyota’s SUV trademarks has made its way onto this truck in the form of its power-retractable rear window. The Sequoia’s center console is here as well; it’s smaller than the filing cabinets you get in other trucks because the top is rounded instead of squared off. That makes it pleasing to the eye but a bit less useful. Then again, the Tundra Double Cab is more likely to be going to Home Depot than to a jobsite, so many owners won’t care much. For the town truck set, the Tundra Double Cab can be had with an impressive array of amenities, from a moonroof to a rear-seat DVD entertainment system. We liked it best in SR5 form, without quite so many bells and whistles. We preferred the mouse-fur cloth to the leather as well, but that’s a matter of taste.
On the road, this big truck is surprisingly easy to deal with. We expected the Tundra Double Cab to be cumbersome because of its long wheelbase, but its rack and pinion steering and very precise handling meant that it was only noticeable in very tight spaces. The Sequoia parts contribute to a smoother ride, and the Tundra comes close to the class-leading Ford F-150 in terms of interior quiet. Keeping the tires on the ground is a long-travel independent front suspension, used in both two- and four-wheel drive Tundras. The Tundra Double Cab’s rear end has been re-geared for better torque delivery.
This truck is strong, too. The all-new frame is 12.2″ longer than that of the Tundra Access Cab, with boxed and rolled C-channel sections. The Tundra Double Cab we drove withstood a fair amount of off-road jouncing without feeling flexy or loose. We expect the average pickup buyer to continue thinking of the Tundra as a town truck, because it goes about its work so quietly, but this truck can handle more abuse than you’d expect. For even more abuse, a TRD Off-Road package adds progressive-rate springs, Bilstein shocks and a suspension tuned for dirt duty.
Power is provided by Toyota’s i-Force 4.7 liter V8. This smooth, 240-horsepower engine is shared with the rest of Toyota’s big trucks, and features an electronic throttle control which simplifies the engine bay by replacing the vacuum-activated idle speed control and cruise control systems. It coped well with this big truck’s 5020-pound weight without feeling overworked. We noticed that it held gears longer under acceleration than the regular-cab Tundra tends to. Five-speed manual and four-speed automatic transmissions are offered; the automatic is standard equipment. Compared to the competition unfortunately, the big new Toyota is still a bit of a lightweight, with a towing capacity of 6800 pounds, compared to 9300 from Ford and 9400 for Nissan. Thanks in part to its full-size bed however, the Tundra Double Cab beats the standard F-150 SuperCrew and Nissan Titan for payload–1875 pounds, to be specific.
Our test truck was a top-of-the-line Limited 4×4, with all-weather, towing, and leather packages and heated seats keeping things very comfortable indeed inside. Its sticker price of $35,660 seems a bit steep for a pickup, but bear in mind that this one had all the bells and whistles. Pricing for lesser Tundra Double Cabs is actually reasonable, with a starting price of $25,645 for the two-wheel drive SR5 model. Drivers who look beyond the current 800-pound gorillas of the pickup truck scene to find the Tundra Double Cab will very likely be quite pleased.
Specifications:
All specs are for the 2004 Toyota Tundra Double Cab Limited 4×4, which we tested.
Length: 230.1 in.
Width: 79.7 in.
Height: 75.0 in
Wheelbase: 140.5 in.
Curb weight: 5020 lb.
Payload: 1875 lb.
Towing capacity: 6800 lb.
Base price: $32,600
Price as tested: $35,660
Engine: 4.7 liter DOHC 32-valve V8
Drivetrain: four-speed automatic, four-wheel drive
Horsepower: 240 @ 4800
Torque: 315 @ 3400
Fuel capacity: 26.4 gal.
Est. mileage: 14/16
2004 GMC Canyon
0997 days
You’d be forgiven for mistaking the 2004 GMC Canyon for its larger brother the Sierra. The all-new compact pickup borrows the familiar styling of GMC’s full-size trucks. It borrows the “premium pickup” mission in life as well. The Canyon, which replaces the Sonoma in the lineup, features a more powerful engine team, a larger interior, and some features you might not expect in a relatively inexpensive truck.
Like the Chevrolet Colorado, which it’s built alongside, the Canyon is new from the ground up. In the past, the GMC Sonoma played second fiddle to its twin the Chevrolet S-10, but the Canyon gains greater distinction from its Chevrolet stablemate in addition to a new-from-the-ground-up chassis and powertrain. GMC’s motto these days is “Professional Grade,” and the Canyon lives up to that function nicely.
It’s not very large, but that doesn’t stop the Canyon from looking tough. The front-end styling is distinctly GMC, with an open grille and red “GMC” badging to link it visually to the tough Sierra full-size pickup. Regular, extended and crew cab versions are available, as well as a “high stance” off-roading package that can be had for two- or four-wheel drive models. The four-door crew cab version is large enough to carry a whole work crew, if need be. Toward the rear, the Canyon loses some distinction compared to the Chevy Colorado; the trucks share taillights and beds. They also share an innovative dual-position tailgate, which allows long objects to be carried without leaving the bed open.
The Canyon’s interior goes heavy on the low-grade plastic at first blush, but the watchword here is “durable,” not “cheap.” GMC’s smallest pickup looks like it’s ready to work, with businesslike cloth seats in base models. In the extended cab, the jumpseats face forward, and there is storage underneath the floor for tools. The seats are comfortable, and crew cab versions have enough room to carry real human beings in back. GM’s OnStar emergency call service and XM satellite radio are available, as they are in nearly all GM products these days. Even when prettied up with heated leather seats, we wouldn’t be afraid to get the Canyon dirty.
The engines and transmissions are all new, and in what seems like a counterintuitive move, GMC has reduced the Canyon’s work capacity slightly. It’s not a mistake or poor planning, though; GMC is positioning the Canyon in the “sweet spot” for the compact pickup market, and being careful not to overlap abilities with the larger Sierra pickups. The new four- and five-cylinder engines in the Canyon are based on the straight six found in the GMC Envoy, and they’re perfectly suited to compact-pickup jobs. The four-banger is a 2.8 liter unit, and produces 175 horsepower. The larger 3.5 liter five-cylinder ups the ante to 220. Both engines have electronic throttles for smoother driving and variable valve timing for improved efficiency. Around town, both motors are torquey and powerful; on the freeway they get kind of noisy but don’t lack for passing power. We liked the combination of the five-speed manual transmission and 3.5 liter five-cylinder engine best. The all-new five-speed manual is smoother than the four-speed automatic. The Canyon also offers a choice of rear end gearing, and can tow up to 4000 pounds.
Suspension underpinnings are standard for compact pickups, with a ladder frame, independent front suspension and a semi-floating rear axle. The “high stance” models will scramble happily over formidable obstacles without sacrificing on-road comfort. Unusual for a small truck is the availability of a traction control system for two-wheel drive trucks, a valuable bit of safety equipment that’s usually reserved for the big luxury trucks. Four-wheel anti-lock brakes are standard. Also on the safety front, the Canyon can be had with head-curtain side airbags for front passengers.
We drove a variety of Canyons in all of the available body styles and it wasn’t hard to pronounce GMC’s new minitruck a one hundred percent improvement over the Sonoma. Better yet, dealers will offer a variety of cool accessories for the truck, from bed rails and side steps to tonneau covers. Pricing for the Canyon starts at $15,550 for a regular cab, two-wheel drive truck. A crew cab 4×4 like the one we spent most of our time in starts at $23,725, depending on trim levels. With many of the compact trucks out there pushing $30,000 when fully equipped, GMC has priced its impressive “premium grade” mini-pickup well.
Specifications:
All specs are for the 2004 GMC Canyon Crew Cab 4wd.
Length: 207 in.
Width: 67.6 in.
Height: 64.8 in.
Wheelbase: 125.9 in.
Curb weight: 4150 lb.
Payload: 1304 lb.
Towing capacity: 4000 lb.
Base price: $23,725
Engine: 3.5 liter inline five-cylinder
Drivetrain: four-speed automatic, four-wheel drive
Horsepower: 220 @ 5600
Torque: 225 @ 2800
Fuel capacity: 19.6 gal.