Automotive Reviews
Posts tagged GMC
2010 GMC Terrain
Jul 20th
The GMC Terrain rolled into my driveway looking like a three-fourths scale armored car, but looks are somewhat deceiving when it comes to this new crossover. Sure, the quality and toughness that keeps GMC’s customers loyal are built into it, but the Terrain is unlikely to be spending much time on jobsites.
This carlike do-all represents a new direction for General Motor’s tough-truck brand. The Terrain is the second vehicle in the GMC stable to emphasize passenger comfort and fuel economy over towing capacity and payload. With the success of the full-size Acadia crossover, GMC has proven that it can do suburb-friendly trucks just as well as it can do working vehicles. The all-new Terrain offers similar dynamics in a smaller package. More >
2004 GMC Envoy XUV
Aug 31st
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 GMC Canyon
Aug 26th
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.