That massive body makes for a spacious interior, and a minivan-like layout helps the Acadia Denali to make the most of it.  A choice of seven- or eight-passenger interior layouts is offered.  The second-row seats have a “Smart Slide” feature to ease ingress into the rearmost seats, and there’s enough legroom for full-sized adults at all positions.  The unibody chassis layout provides a low, minivan-like step-in height as well as a high, easy-visibility seating position and a cavernous 115.9 cubic feet of interior room with the rear seats folded.  The Acadia’s interior is businesslike but reasonably stylish, with chrome-ringed square vents and a large, stuff-friendly console.  The upgrade to the Denali package adds leather and real mahogany wood trim on the dash and steering wheel, three-zone climate control, a power tailgate, heated and cooled seats up front, dual sunroofs, remote start and a head-up display for the speedometer and other functions.  A navigation system, backup camera and rear-seat entertainment system are available, naturally.  The rear-seat entertainment system also adds a household-style electrical outlet.

A 3.6 liter V6 engine provides much better fuel economy than the V8 that lies under the hood of the average full-size sport-ute.  With variable valve timing and direct injection, the Acadia Denali’s 288-horsepower engine is state of the art and provides a seemingly endless torque curve.  It’ll muster up to 24 mpg on the highway if driven gently.  Six-speed automatic transmissions with an automated grade-braking function are standard.  Front- and all-wheel drive are available.  The Acadia is not an off-roader by any stretch; its all-wheel drive is useful in poor weather and snow, but won’t take you down the Rubicon Trail.  Towing capacity is a generous 5200 pounds, enabling the Acadia to pull a boat or camper trailer with ease.

The Acadia Denali is a large vehicle, and it drives like it.  The long wheelbase ensures a stable and comfortable freeway ride, while the MacPherson strut front suspension and independent linked-H rear end keep things appropriately carlike.  The ride is almost sailing-ship stately; the Acadia is largely free of head-toss and harshness, though its five thousand-pound curb weight provides a certain gravity on the road.  GMC knows the difference between “solid” and “heavy,” though, and while the Acadia Denali has the secure heft of a minivan, the four-wheel antilock brakes ensure that bringing the big guy to a halt isn’t a nightmare.  Safety and security are enhanced by a phalanx of standard airbags and standard stability control.

As far as large family vehicles go, the Acadia Denali pushes all the right buttons without pulling the “minivan” card.  It may not be flying a skull and crossbones and be full of romantic rogues, but it will haul eight people in style and comfort, entertain them, and can tow a hefty trailer when the need arises.  GMC’s done a great job of applying its work-ready ethic to suburban life, and the Acadia Denali adds a whole bunch of extra amenities to the package.  Of course, there’s a corresponding increase in price; MSRPs start at $43,220, about a $10,000 premium over the standard Acadia.  My tester’s navigation system, rearview camera and rear-seat entertainment system brought the bottom line to $48,125.

All specs are for the 2011 GMC Acadia Denali.
Length:  201.1 in.
Width:  78.9 in.
Height:     72.8 in.
Wheelbase:  118.9 in.
Curb weight:   4925 lb.
Cargo space:   24.1 cu.ft. (all seats up); 115.9 cu.ft. (all seats folded)
Base price:  $43,220
Price as tested:  $48,125
Engine:   3.6 liter direct-injection DOHC V6
Drivetrain:  six-speed automatic transmission, all-wheel drive
Horsepower: 288 @ 6300
Torque:  270 @ 3400
Fuel capacity:  22.0 gal.
Est. mileage:   16/23

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.
Compact crossovers tend to be thought of as less durable vehicles; to combat this perception, the Terrain goes out of its way to look like a member of the GMC family.  Big, square fender flares and a massive three-element GMC grille that cuts into the bumper give the Terrain a flat face and a burly look.  The greenhouse is tall and surrounded by brightwork, and a choice of seventeen- or eighteen-inch wheels is offered.  From the rear, the Terrain takes cues from the Acadia in the form of wrapped rear glass and beltline-level taillamps.  It’s a relatively simple design that gives the Terrain a purposeful, tool-like look without the cartoonish aspect of a Hummer or Jeep Compass.

The interior is angular and resembles that of GMC’s futuristic concept vehicles thanks to a “floating” center stack accented by amber LED lights and indirect ambient lighting.  The high roof and a tall seating position prevent the view out from being claustrophobic, like in other brick-shaped vehicles, and seating front and rear is comfortable.  Still, how do you say “Professional Grade” when the destination is the mall?  With standard equipment and convenience features, of course.  The Terrain has a long list, including a rear-vision camera that displays in the rearview mirror, Bluetooth phone connectivity, OnStar, XM satellite radio and a “MultiFlex” sliding rear seat that slides eight inches fore and aft to improve cargo-hauling capability or rear-seat legroom, depending on need.   An oversized glove box and laptop-sized console provide ample room for stowing small necessaries.  Other available equipment includes a remote start, USB-capable sound system for MP3 players, a navigation system with a seven-inch touch screen and a rear-seat entertainment system with dual screens.  Underneath the skin, the Terrain is the first production vehicle to benefit from GM’s Active Noise Cancellation technology, which uses microphones to detect certain types of road noise and counteracts them with subtle sound waves, providing a quiet ride at all speeds.   Considering my tester’s sub-$25,000 sticker price, the equipment offered was impressive.

Under the hood, the Terrain features a choice of four- or six-cylinder power.  Both engines feature fuel-saving direct-injection fuel systems and variable valve timing.   A new 2.4 liter four-cylinder engine is in the base model, with 182 horsepower.  The four-cylinder, which is also a member of GM’s Ecotec family of engines, offers a switchable “ECO” mode that lowers the torque converter’s lockup speed to improve fuel economy.  With the ECO mode engaged, the Terrain can get up to 32 mpg on the freeway according to GMC; in both modes, the frugal four-cylinder offers adequate power.   The engine’s kind of whiny under power, like many large fours are, and acceleration is modest, but the Terrain gets the job done.   I never found myself wishing for more power; this is a suburb-prowling do-all, after all, not a drag racer.  For a more work-oriented Terrain, go for the optional 3.0 liter dual overhead cam V6, which gives up some mileage but will tow up to 3500 pounds thanks to the 264-horsepower engine.  Six-speed automatic transmissions are standard across the board, and a choice of front- or all-wheel drive is available.

A four-wheel independent suspension and unibody construction provide a carlike ride.  The Terrain goes and stops nicely, and it’s easy to pilot in spite of the boxy body.  Road manners are excellent, and though it feels more like a car than a truck most of the time, the Terrain’s not afraid to climb over curbs or bounce down rough roads when necessary, either.   GM’s StabiliTrak stability control and a tire pressure monitoring system are standard equipment.

It’s easy to dismiss the Terrain as another five-passenger crossover from GM that’s too closely related to the Chevrolet Equinox and Cadillac SRX.  In fact, GMC’s done a great job of giving this vehicle its own personality and strengths, and accusations of badge-engineering are probably somewhat misguided.  Platform sharing does offer the benefit of economies of scale, however:  Terrain pricing starts at just $24,250 for a two-wheel drive, four-cylinder model like the one I drove.

All specs are for the 2010 GMC Terrain.
Length:  185.3 in.
Width:  72.8 in.
Height:      66.3 in.
Wheelbase:  112.5 in.
Curb weight:   3798 lb.
Cargo space:   31.6 cu.ft. (seats up); 63.9 cu.ft. (seats folded)
Base price:  $24,250
Price as tested:  $24,995
Engine:   2.4 liter DOHC sixteen-valve four-cylinder
Drivetrain:  six-speed automatic transmission, front-wheel drive
Horsepower:  182 @ 6700
Torque:  172 @ 4900
Fuel capacity:  18.8 gal.
Est. mileage:   22/32

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

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.

Wait, don’t leave yet.  It really is one heck of a pickup truck.  Last year it was called the C3, but the name has been changed to reflect kinship with GMC’s flagship SUV, not to mention another infusion of high technology.  With this vehicle, GMC has erased any doubt as to its position as the builder of “premier” trucks in General Motors’ lineup.   The Sierra Denali combines the best elements of light- and heavy-duty pickup trucks with the spacious luxury of the Yukon Denali premium SUV into a single, distinctive package.  It’s also the first full-size pickup truck to feature four-wheel steering; more on that in a moment.

The Sierra Denali shares the Yukon Denali’s cool front-end sheetmetal, with projector-style headlamps, an aluminum grille and a body-color front bumper with big round foglamps.  It’s available only as an extended cab short-bed, and the bed is slightly widened at the rear, dually-style, because the rear track is wider thanks to the standard four-wheel steering system.  The powerful stance conveys at a glance the Denali’s more-than-average status.  17″ polished aluminum wheels are shared with the Denali SUV.  Tubular step rails and smooth clearance lights on the roof further identify the top dog in GMC’s pickup heap.

Inside, the Sierra Denali is just as luxurious as any Cadillac.  Plush two-tone leather seats coddle driver and all passenger (even those in the rear jumpseat), and a large-cubbied console features a grand total of four power points and a notepad rest.  Perhaps to show up the average minivan, the Sierra Denali has six cupholders.  The only pickup truck-ish aspect is the standard GMC dash, which features full instrumentation in easy-to-read white on black.  The front seats are heated, and have integrated armrests.  A computerized driver information center and sound system with eight speakers, a six-disc CD changer, and rear headphone jacks are standard equipment as well.  As on all of General Motors’ premium vehicles, the OnStar emergency assistance system is standard.  The Cadillac Escalade EXT and Lincoln Blackwood obviously aren’t the only players in the luxury-pickup game.

Unlike the EXT and Blackwood, however, the Sierra Denali is ready to do more than just look fancy in front of the country club.  It’s ready to work.  The Sierra Denali is offered only with the Vortec 6000 V8 engine mated to a four-speed automatic transmission.  This six-liter (that’s 364 cubic inches) motor is shared with the Yukon Denali, and cranks out 325 horspower and 370 foot-pounds of torque.  At no time does the Sierra Denali feel underpowered, with that much brute force under the hood.  Also thanks to the large motor, the big pickup feels relaxed and refined around town.  However, with a 4.10 rear end GMC’s most prestigious pickup can tow up to 10,000 pounds.  All-wheel drive is standard, and provides a form of continuous traction control by monitoring all four wheels for slippage.  Four-wheel disc brakes with ABS are also standard.

The most obvious departure from standard for the Sierra Denali is the Quadrasteer four-wheel steering system, which uses an electrical control unit to turn the rear wheels.  At low speeds, the rear wheels turn opposite the front wheels, drastically reducing the turning radius and making the pickup easy to maneuver.  At highway speeds, all four wheels turn in unison, for added stability.  When towing, the rear wheels are able to act as steering wheels for the trailer, also enhancing nimbleness.  Does it work?  It’s nothing short of amazing.  A Quadrasteering truck feels almost twitchy at first, but that’s just the feeling of a full-size truck that isn’t clumsy.  The Sierra Denali has a 37.4-foot turning radius, close to that of a subcompact Saturn.  Crowded parking lots or job sites are dispatched with ease. Quadrasteer can also be switched off with a button on the dash.  GMC plans to offer Quadrasteer on other trucks in the Sierra lineup later in the year.

Quadrasteer requires a higher-capacity rear axle, so trucks thus equipped enjoy a higher GVWR.  The Sierra Denali is rated at 7200 pounds, an improvement of 400 pounds over last year’s C3.  The rear track is also five inches wider–hence the unique cargo box, which flares to cover the wheels.

The Sierra Denali features a selectable suspension which allows a choice of firm or soft shock absorber settings.  Like the rest of GMC’s light-duty pickup line, the Denali has an independent front suspension and a leaf-sprung rear.  Heavy-duty shocks and a trailering package are standard on the Denali.  Contributing to the smooth ride is a frame which uses hydroforming technology and tubular crossmembers to provide a stable, strong platform.  Compared to competitive trucks, the Denali has one of the smoothest rides.  Unlike the Toyota Tundra, however, it still feels like a truck.  There’s a degree of resistance in the steering and feedback from the tires that many “truck people” have come to expect and appreciate.

Okay, so it’s an insanely expensive pickup truck, but unlike the other “ultimate pickup trucks” from Lincoln and Cadillac, the Sierra Denali actually has quite a bit to offer in the way of above-and-beyond.  With its four-wheel steering, ultra-luxurious interior and increased payload capacity, it comes close to justifying its $43,385 base price.  Everything is standard, of course.  Our test vehicle stickered for $44,105 after destination charges were added.

Specifications:
All specs are for the 2002 GMC Sierra Denali, which we tested.
Length:     227.6 in.
Width:        83.5 in.
Height:        73.9 in.
Wheelbase:    143.5 in.
Curb weight:    5478 lb
Payload:    1722 lb.
Trailer towing:    10,000 lb.
Cargo space:    56.9 cu.ft.
Base price:    $43,385
Price as tested: $44,105
Engine:     6.0 liter OHV V8
Drivetrain:     four-speed automatic, all-wheel drive
Horsepower:     325 @ 5000
Torque:     370 @ 4000
Fuel capacity:    26 gal.
Est. mileage:    12/15

GMC’s Envoy has been a hot seller since its introduction last year.  It replaced the aging Jimmy, whose time was overdue.  With its torquey straight-six engine, modern construction and handsome design, the only real edge that the Envoy gave up to the Ford Explorer was the availability of a third-row seat for additional passengers, which was new on the Explorer for 2001.  The Envoy XL addresses that issue, and then some.  The additional length makes the rear seat comfortable, which means that we were able to stuff six adults and a baby seat into the Envoy XL without trouble.  Let the erranding begin!

Rather than just drop an extra seat into the cargo bay, like Ford did, GMC lengthened the Envoy by almost a foot and a half.  The brick-outhouse styling remains otherwise the same.  GMC likes to differentiate its trucks from Chevy’s with boxier fender flares, a bold, horizontal grille, and a massive red “GMC” logo out front.  At the rear, the roof is raised three inches, which makes the Envoy XL look larger than the short version.  The standard roof rack raises the height yet more.  It cuts an impressive figure, and it impressed the salesman at the Pontiac dealer when we pulled in to drop off some friends who were car-shopping.

The Envoy is a comfortable step above its Chevrolet stablemate, the TrailBlazer, when it comes to interior appointments.  The SUVs have completely different interiors.  Where Chevy is more utilitarian, the Envoy gets satiny metal trim, round vents and a distinct four-spoke steering wheel.  The front belts are mounted directly on the seats, for additional safety.  They take a bit of getting used to, but are comfy.  The minivan-like rear-seat climate controls impressed our many passengers (and kept the baby cool thanks to the equally van-style overhead vents).  The rear seats flip forward for easy back-seat access, and fold flat for grocery hauling.  Note, however, that third-rowers can’t flip the seats once they’re inside, so someone has to let them out.

The 4.2 liter straight six produces copious torque, as straight sixes are known to do.  With 270 horsepower and 275 ft-lb torque on tap, it’s got no problem carrying even a full load of passengers, groceries and luggage.  In fact, it’s more powerful than some of the competition’s V8s, a fact that GMC happily touts.  Properly equipped Envoys can tow a very big-truck-like 6400 pounds.  The four-speed automatic transmission is a bit sluggish to use the power sometimes, especially on hills.  We experienced some long waits for downshifts under acceleration.  Parking garage navigation was sometimes difficult with the extra length–the Envoy XL is almost as long as the full-size Yukon.

As a bit of a tradeoff, that extra length came in handy on the freeway, where things were positively limousine-like for the ride to dinner.  In addition to an independent front suspension, the Envoy XL features Bilstein shock absorbers and an impressively stiff and silent frame.  The extra length doesn’t affect the Envoy’s rigidity.  Things were even comfortable when we drove over the speed bumps at the airport after picking up Mom.  We didn’t worry while fighting rush hour traffic through a sudden rainstorm either, because anti-lock brakes are standard equipment.

The Envoy XL does the minivan act adeptly.  Unlike minivans, however, sport-utilities can be had with a variety of cool accessories:  rooftop carriers for bikes or skis, a folding ladder for roof access, a rear-seat DVD player and even a cooler that plugs into the rear power outlet.  The Envoy XL is available in SLE and SLT trim levels, with two- and four-wheel drive.  The pricier SLT gets luxury-car touches like body-colored door handles and satiny silver side trim.  Our test truck was a two-wheel drive SLE model, with a rather minivan-like base price:  $30,995.  With an enhanced sound system and power passenger seat added, the total came to $32,140.

Specifications:
All specs are for the 2002 GMC Envoy XL SLE, which we tested.
Length:         207.6 in.
Width:            74.7 in.
Height:            74.9 in.
Wheelbase:        129.0 in.
Curb weight:        4836 lb.
Cargo space:        100.2 cu.ft.
Base price:        $30,995
Price as tested:     $32,140
Engine:         4.2 liter inline six-cylinder
Drivetrain:         four-speed automatic, rear-wheel drive
Horsepower:         270 @ 6000
Torque:         275 @ 3600
Fuel capacity:        28 gal. (est.)
Est. mileage:        15/20

There are two pieces of big news for full-size van customers.  The new big boxes from General Motors offer left-hand doors and four-wheel drive, two segment firsts.

The redesign is subtle, but significant.  The new vans are longer and wider. Both Chevy and GMC vans gain a closer resemblance to the pickups. Chevrolet’s distinctive chrome crossbar bisects the grille of the Express, and the hood gets some Avalanche-like angular sculpting.  On the GMC side, the Savana has the familiar horizontal-bar chrome grille, softer lines, and a big red “GMC” logo out front.  The noses are longer as well, for easier engine access and crash protection.  Out back, both vans feature high-mounted taillights and full-width doors that open to 165 degrees for easy loading.  Work vans also have a black plastic “halo” around the rear doors to reduce the chance of damage when loading objects onto the roof.  An industry first is a left-side passenger door.  They’ve been commonplace on minivans for several years, but General Motors is the first to offer doors on both sides of its full-size vans.  The 60/40 split side doors on both sides are a bonus for work vans and passenger vans alike.

Underneath the skin, GM has beefed up its vans to make them as tough as the pickup trucks.   In fact, parts such as fully boxed frames and independent short/long arm front suspension are basically the same.  A solid rear axle uses leaf springs and gas shocks for a high payload, whether it’s cargo or the heavy equipment that goes with conversion vans.  Four-wheel disc brakes are borrowed from the pickups and four-wheel anti-lock brakes are standard. Additionally, all vans feature GM’s Dynamic Rear Proportioning (DRP) system which modulates rear brake pressure depending on wheel speed and load.  This system lessens the tail-wagging tendency that many full-size vans show when braking hard, and keeps the vehicle pointed straight.

Thanks to V8 engines borrowed from the pickup trucks, the Express and Savana offer best-in-class power and acceleration.  A 200-horsepower 4.3 liter V6 is standard; 4.8, 5.3 and 6.0 liter V8s round out the engine selections.  GM says a Duramax diesel will be available in the future.  Power ratings on the V8 engines range from 270 to over 300 horsepower.  We drove 4.8 liter and 5.3 liter vans, and both were just as quiet and powerful as GM’s great pickup trucks.  Four-speed automatic transmissions are standard across the board.  A “Tow/Haul” mode which adjust the shift points to compensate for a load is standard on GM’s truck transmissions.  The Savana and Express have a base payload of 2430 pounds (1500 in V6 models) and can tow up to 10,000 pounds.

The four-wheel drive options enables vans to be as flexible as pickup trucks when it comes to work.  The Savana and Express use a full-time four-wheel drive system which engages more power to the front wheels when traction is required.  It’s just as handy on snow and ice as it is on muddy job sites.

>From the driver’s seat, the Savana and Express are surprisingly friendly on the road.  The cargo-van versions we drove were also surprisingly quiet, despite having industrial, carpet-less interiors.  Like many other aspects, the dash is similar to that found in GM’s pickup trucks, with large, easy-to-use controls and full instrumentation.  This is good news for RV customers as well, because they’ll have to live with Express and Savana cutaway models that are used as the basis for some campers.  Large families who choose a Savana or Express over a minivan will find that these vans are large and comfortable on the freeway.  Two different wheelbase choices are available, providing seating (and appropriate cupholders) for eight, twelve, or fifteen passengers.  GM’s OnStar system is available for passenger and conversion vans (commercial and cargo vans are wired for OnStar as well). For contractors, the Chevy Express Access and GMC Savana Pro offer electrically opening side panels that allow access to cargo without climbing inside the van.  And for convenience sake, a sophisticated electronic engine monitoring system keeps an eye on oil life, battery power, and other vital functions.

Will GM’s new full-size vans bring back the heyday of the cruisin’ van? Well, probably not.  But for contractors looking for an alternative to a pickup truck or Suburban, and for families who’ve outgrown their minivans, the Chevrolet Express and GMC Savana offer a strong and convenient alternative to the featureless Giant Boxes of the past.  The new vans go on sale this fall.

Specifications:
All specs are for the 2003 Chevrolet Express and GMC Savanna, which we
tested.
Length:     224.1 in.
Width:        79.4 in.
Height:        81.6 in.
Wheelbase:    135.0 in.
Curb weight:    5100 lb. (est.)
Payload:    2430 lb.
Towing capacity:    4000-10,000 lb.
Engine:     4.3 liter V6 or 4.8, 5.3, 6.0 liter V8
Drivetrain:     four-speed automatic, rear- or four-wheel drive
Horsepower:     200-300
Torque:     250-360
Fuel capacity:    31 gal.

I was reminded of this daydream when the GMC Yukon Denali XL arrived in my driveway.  The sixteen-foot long, all-wheel drive truck with a high-zoot leather interior couldn’t fail to make me draw parallels.  It was even painted a very hearse-like black.

Of course, the Denali is a heck of a lot more than a 4×4 hearse. The Chevrolet Tahoe and Suburban and GMC Yukon and Yukon XL were all-new for 2000, and set new standard for refinement and power.  The Tahoe and Yukon are twins under the skin; the same goes for the longer-wheelbase, larger Suburban and Yukon XL.  For 2001 the completely revised Denali package adds to the Yukon XL an enhanced 320-hp V8, a unique exterior design, and a list of luxury items as long as your arm.  Perched alongside the C3 pickup at the top of GMC’s lineup, the Yukon Denali is GMC’s most powerful and most luxurious offering for 2001, and its presence helps to cement GMC’s image as a purveyor of serious premium trucks.

The chromy front end is distinctive, with a custom-truck look that makes passerby notice.  Several onlookers actually asked where the work had been done; most were surprised to hear that our test truck was as-delivered stock, and at least one man vowed to trade his Lincoln Navigator in for a Denali that very weekend (our apologies to Lincoln).  Projector-style headlamps and round fog lights in a heavy, tall fascia give the Denali a big, imposing look.  Not a surprise, since it’s a big, imposing truck.  The body shell is of course shared with the Chevrolet Suburban.  Although it’s no longer the biggest SUV wandering the earth (that honor goes to the Gigantosaurus Ford Excursion), it’s still a massive vehicle.

Inside, the Denali features an impressive helm, worthy of such a considerable flagship.  Full instrumentation is enhanced by a massive console and the familiar deep-dish GMC steering wheel, this time wrapped in leather.  The seats are like Barcaloungers with seatbelts attached, front and rear, and there’s plenty of leg room in all three rows.  The Denali features a unique and huge center console with a driver information center and a deep storage cubby.  A six-CD changer lives in the console as well.  Rear-seat passengers are treated to auxiliary climate controls and headphone jacks, just like in a minivan.  Thanks to extensive sound damping, the Denali is as quiet as a Cadillac inside.

If there’s a rush, the Denali will have no trouble keeping ahead of the pack.  A 5.9 liter, 320-horsepower V8 provides motivation, and standard full-time all-wheel drive ensures that the Denali can put that power to the ground.  The heavy-duty transmission is geared for good initial acceleration; a healthy tromp on the gas pedal yields acceleration that belies the Denali’s size.  That powertrain also allows the Denali to tow up to 8400 pounds.  A locking rear differential is standard.

The Denali features a self-leveling rear suspension and computer-controlled damping to keep the ride smooth.  It handles well, but the Denali still scales out at almost three tons.  You can feel all of that mass shifting whenever the Denali changes direction.  Long curves introduce a sense of progressive lean that would be downright disconcerting if not for the full-time all-wheel drive’s stability.  It’s still unsettling, to say the least.  Emergency stops are a similarly toe-curling experience.  The Denali’s standard antilock brakes stop it adequately, but any time you try to haul that much weight to a stop, there’s a long moment where the outcome is in doubt.  The four-wheel discs are big units, to match the big truck, but we’d still advise Denali pilots to keep plenty of space between themselves and the car in front.

With all of the leather and wood trim, I began to worry that the United States might actually run out of natural resources if GMC sells too many of these beasts.  Denali standard equipment includes the all-wheel drive and self-leveling suspension, a BOSE sound system, leather interior, heated front and second row seats, and special aluminum wheels.  There aren’t many options; a sunroof and second-row bucket seats for the Denali XL are about it.  The basic cost of entry is $47,450.  Our test truck included both options, and stickered for $49,559.

Impressive as it was, after a week, I was happy to see the Denali off in favor of a smaller vehicle, to be honest.  Denali buyers won’t be unhappy with the GMC’s power and luxury, but dealing with its bulk day after day takes a special kind of customer–it makes a better tow and travel vehicle than a daily driver.  And yes, it made me kind of glad that that I never got that 4×4 hearse.

Specifications:
All specs are for the 2001 GMC Yukon Denali XL, which we tested.
Length:     .
Width:        78.9 in.
Height:        76.5 in.
Wheelbase:    116.0 in.
Curb weight:    5425 lb.
Cargo space:    16.3 cu.ft. (all seats up); 63.6 cu.ft. (third row removed); 104.6 cu.ft.         (second and third rows removed)
Towing capacity:    8400 lb.
Base price:    $47,450
Price as tested: $49,559
Engine:     5.9 liter V8
Drivetrain:     four-speed automatic, all wheel drive
Horsepower:     320 @ 5000
Torque:     365 @ 4000
Fuel capacity:    26.0 gal.
Est. mileage:    12/16

The Envoy is 8.3 inches longer and 6.9 wider than the outgoing Jimmy, and its angular design is more muscular.  A deep, squared-off grille carries the GMC logo large and proudly.  Flat planes and crisply curved fender flares give the new SUV a muscular, mechanical-thing look similar to that of GMC’s recent show trucks, the Terradyne and Terracross.  Stacked headlamps have luxury-car style washers for muddy conditions, and the units themselves are oval, an unusual design quirk.  Turn signals mounted in the side mirrors are reminiscent of Mercedes.  A brushed aluminum stripe runs the length of the truck, to emphasize the length of the profile.  The Envoy is arguably better looking than the heavily-plasticked TrailBlazer.

The Envoy’s wide-consoled, finely-finished interior is a complete departure from the cheap-feeling plastics of the old Jimmy, and the nasty-feeling switchgear of old is a thing of the past.  A handsome wood and brushed aluminum console with round vents and a leather shifter boot make it one of the handsomest SUV interiors around.  Every touchable surface inside the Envoy (except maybe the windshield) has been rethought.  The wheelbase has been lengthened by half a foot over the old design as well; rear-seat passengers will be grateful.  Dual-zone climate control is standard equipment; a six-disc in-dash CD changer and rear audio controls are available.  The overhead console is spacious and well thought-out.  There’s even a Mercedes-like dipping outside mirror, that automatically changes position to give the driver a view of the curb when backing up.  Want more?  An optional DVD player and folding screen keep the kids and back-seat drivers occupied on long trips.

It may be civilized inside, but under the skin the rugged Envoy is ready to leave those wimpy car-based SUVs in the dust and go to work.  The all-new, 270-horsepower Vortec 4200 inline six-cylinder engine is a throwback to the early days of the pickup, before the development of the V8.  At the same time, it’s a technological breakthrough.  The 24-valve six-cylinder outpowers even the V8s that it competes with, and gets better fuel economy to boot.  It’s the first GM truck engine to feature dual overhead camshafts, and in-line configuration ensures that the all-aluminum engine is eerily quiet at idle.  Straight sixes are known for producing prodigious torque, and the Vortec 4200 is no exception; the Envoy can tow up to 6400 pounds with the standard integrated towing package.  The straight six is also an incredibly smooth motor; the Envoy is almost always relaxed on the road.  The four-speed automatic rarely hunts for gears.

The Envoy’s all-wheel drive is standard.  The chassis and suspension are all-new as well, and designed for toughness and stability.  But any SUV can say that.  GMC backs up the claim with a fully boxed, hydroformed frame.  Hydroforming is a process in which high-pressure liquid is used to mold the steel, rather than the usual weld-and-bend method.  The result is reduced weight and much greater quality control.  As a result, the Envoy is built like a bank vault without weighing as much as one, and it’s evident from the driver’s seat.  The Envoy feels solid, but it’s not clumsy and ponderous like some large SUVs are.  An independent front suspension and a five-link rear with a solid axle provide a strong, smooth ride without sacrificing strength.

Four-wheel ventilated disc brakes with ABS are standard equipment, as are front and side airbags and traction control.  And if disaster strikes, GM’s OnStar emergency assist and concierge system is also standard equipment.  Like many luxury car manufacturers, GMC provides roadside assistance during the Envoy’s warranty period.

It all adds up to much-needed injection of prestige into GMC’s midsize SUV.  Familiar nameplate or not, the Envoy is definitely a standout.  Pricing is competitive with the Mercury Mountaineer and Jeep Grand Cherokee.  Envoys start at $33,820, and our test vehicle stickered for $34,420.

Specifications:
All specs are for the 2002 GMC Envoy, which we tested.

Length:     191.6 in.
Width:        74.7 in.
Height:        71.9 in.
Wheelbase:    113.0 in.
Cargo space:    80.1 cu.ft.
Engine:     4.2 liter DOHC inline six-cylinder
Drivetrain:     four-speed automatic, all wheel drive
Horsepower:     270 @ 6000
Torque:     275 @ 3600
Base price:    $33,820
Price as tested:    $34,420
Fuel capacity:    18.7 gal.
Est. mileage:    15/21

GMC’s Jimmy, along with its twin the Chevrolet Blazer, is one of the original sport-utility vehicles.  The nameplate was affixed to the first compact GMC sport-utes in the early 1980s.  Unlike many car-based sport-utes, the Jimmy’s basic architecture is shared with the S-10 pickup truck.  It’s more “truck” than most SUVs are these days, and GMC is proud of this fact.  The “Diamond Edition” is a special model for 2000, celebrating the Jimmy nameplate, which turned thirty in 1999.

We think they could have found a better way to honor the Jimmy  The Diamond Edition Jimmy is clad in what appears to be the latest, most stylish SUV armor available.  Upon closer inspection, those side kick panels and the aggressive front brush bar are plastic, however.  Any truly trucklike behavior is liable to smash them to bits.  The tube-style steps running down either side aren’t much better.  All of the add-ons clutter up the Jimmy’s basic, honest design.  Trust us, there’s a good-looking truck under all of the equipment.

Inside, the Diamond Edition moniker becomes clear; black leather seats are upholstered with a quilted diamond pattern, which carries onto the doors as well.  Disco fans and drivers of “Smokey and the Bandit”-era big rigs will love it.  For the rest of us, it looks a lot better in the dark.  The good news about the Jimmy’s tacky getup is that it’s actually a very nice truck under all of the meringue.  Those ugly seats are quite comfortable, and the simple, easy-to-learn controls are logically laid out.

It’s also easy to drive.  Phenomenally easy, in fact.  Compared to other mid-sized, mid-priced sport utilities like the Mitsubishi Montero Sport and Ford Explorer Limited, the Jimmy never felt tippy or sluggish.  It hides its height and weight well.  The 190-horsepower Vortec V6 provides plenty of power, without ever sounding labored.  GMC’s Vortec backs up its reputation as a strong, smooth engine in the Jimmy.  Four-wheel-drive is available.  All Diamond Editions are equipped with a four-speed automatic transmission and heavy-duty trailer towing package which allows the truck to pull up to 5900 pounds in two-wheel drive form.

The Jimmy is less clumsy than most truck-based SUVs.  Freeway lane changes and hard stops are no reason for sweaty palms.  Visibility is also good, so true four-wheeling shouldn’t be a problem either–just make sure you’ve ordered the optional skid plates, and are prepared to lose much of the style-oriented Diamond Edition trimmings.

The Diamond Edition is equipped with GMC’s Luxury Ride Suspension, which keeps much of the jounce out of rough roads.  Our test vehicle was a two-wheel-drive model, and we never noticed any instability, even in heavy rain.  It’s happy whether it’s bouncing down rutted roads, or crawling through traffic on the way to Blockbuster Video.  All in all, the Jimmy feels strong, confident, and capable, despite the fact that it rides on ordinary old truck-style leaf and coil springs underneath.  Who needs sophistication?

In the tradition of special editions, the Diamond Edition is packed near to bursting with equipment.  The options list stretches to include a BOSE sound system, heated seats, trip computer, CD changer, high-intensity-discharge (HID) headlamps (the blue and purple lights often seen on BMW and Lexus cars), and a sunrof.  The Diamond Edition starts at 29,995, a little bit more than the $28,295 you’d pay for the base 2WD Jimmy and less than the $34,000 you’d pay for the high-zoot Envoy.  Our test vehicle was a two-wheel-drive Diamond Edition, and featured a sunroof and a locking rear differential.  It stickered for $33,150.   In the end, we think you’d be better off buying a well-equipped standard Jimmy, and using the savings to choose your own accessories.

The Fact Box:
All specs are for the 2000 GMC Jimmy Diamond Edition 2wd, which we tested.

Length:    188.8 in.
Width:        647.8 in.
Height:        64.3 in.
Wheelbase:    107.0 in.
GVWR:    5350 lb
Cargo space:    37.3 sq.ft (seat up)
74.1 sq.ft (seat folded)
Towing capacity:    5900 lb.
Base price:        $29,570
Price as tested:     $33,150
Engine:     4.3 liter Vortec 4300 V6
Drivetrain:     four-speed automatic, rear-wheel drive
Horsepower:     190@4400 rpm
Torque:     250@2800 rpm
Fuel capacity:    18 gallons
Est. mileage:    16/22

6/2009 update: The GMC Jimmy/Chevy Blazer hasn’t aged well, in my opinion.  Ten years down the road, they look old.  They rattle.  Like many older American vehicles, the mechanical bits will run forever, but everything else ends up looking pretty sorry.  The Diamond Edition was somewhat tacky to begin with, so that doesn’t bode well either, should you manage to find one.