Automotive Reviews
Posts tagged GMC
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.
2002 GMC Sierra Denali
Jul 21st
There’s a price threshold at which a vehicle is forced to almost automatically defend its cost before any argument about its merits can be heard. The new GMC Sierra Denali is such a vehicle. Yes, it’s a $45,000 pickup truck.
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
2002 GMC Envoy XL
Jul 21st
We figured that if GMC wanted to outfit its Envoy sport-utility like a minivan, we’d treat it like one. The new seven-passenger SUV’s time with us was spent running errands that would’ve made any soccer mom proud.
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