XL Wheelbase Delivers Extra-Length Comfort

Since their introduction to the domestic SUV market in 2002, I have been a fan of GM's mid-size SUV cousins the GMC Envoy, the

I have been a big fan of GM's mid-size SUV lineup, which includes the GMC Envoy, the Chevrolet Trailblazer, the Buick Rainier and the discontinued Oldsmobile Bravada. (Photo: Rob Rothwell, Canadian Auto Press)

Chevrolet Trailblazer, the Buick Rainier and the discontinued Oldsmobile Bravada. Each variant rides on the same GMT360 platform but distinguishes itself through brand-oriented styling, various trim levels and slightly different ride characteristics.

Add the U.S.-only Isuzu Ascender and Saab's upcoming 9-7X off-roader to the list and it's safe to say that GM is making the greatest use of this hydroformed fully-boxed frame as possible. But wait! This dexterous architecture can also be found beneath Chevrolet's phenomenally cool SSR pickup, although for this application it was shortened by 15 centimeters (6 inches).

Although little has changed design-wise since its introduction, the Envoy

Considering the Envoy is a body-on-frame truck, its outer assembly quality is very good. (Photo: Rob Rothwell, Canadian Auto Press)

exterior remains as clean and fresh looking as it did in 2002. Its overall proportionate body shape is softened by large windows, which provide unimpeded all-around visibility.

Considering the Envoy is a body-on-frame truck, its outer assembly quality is very good. Body panel gapping appears minimal and accurate, reflective more of passenger car tolerances than those of truck-based, four-wheel drive SUVs. The doors on my test unit opened and closed with ease, resonating a solid "whump" when sealing shut.

The nicely-equipped test unit was the XL edition, providing an extra 407 millimeters (16 inches) of length over the basic

A third row seat comes standard with the XL, boosting the maximum human content by two, to a total of seven occupants. (Photo: Rob Rothwell, Canadian Auto Press)

Envoy, which darkens 4,866 millimeters (191.6 inches) of pavement. The extra sheet metal adds additional passenger and cargo hauling capability. A third row seat comes standard with the XL, boosting the maximum human content by two, to a total of seven occupants, six of whom can be seated in comfort; the unlucky seventh to be squeezed into the middle of the second row.

Both second- and third-row seating is reasonably comfortable. Legroom at both intervals is very good, but headroom in the third-row suffers due to the raised floor underneath it. Along with the extra bench, the XL adds 773 additional liters (27.3 cubic feet) of valuable cargo space to the already commodious

Surprisingly, the XL is actually shorter than the Ford Crown Victoria. (Photo: Rob Rothwell, Canadian Auto Press)

Envoy interior, for a total of 3,041 liters (107.4 cubic feet) of hauling capacity.

Although the XL looks and plays the "big part," in reality it is shorter than the Ford Crown Victoria piloted through city traffic by police officers and taxi drivers throughout North America. While an apples and oranges comparison, it's interesting to size it up to a vehicle most of us consider to be full-size. Ford's big sedan measures 5,385 millimeters (212.0 inches) in length, which significantly eclipses the stretched Envoy's of 5,273-millimeter (207.6-inch) length. It's amazing how the mind can deceive. Probably a comparison that makes greater sense is measuring the Envoy XL to the full-size Ford Expedition, which pulls the tape to only 5,227 millimeters (205.7 inches). OK, the super-sized Envoy is long, I'll admit it.

But that gives occupants plenty of space to move around in and simultaneously gave GM opportunity to engineer in useful

A number of seating combinations allow numerous cargo versus passenger configurations. (Photo: Rob Rothwell, Canadian Auto Press)

functionality. The tailgate door includes an opening glass hatch to enable the easy placement or retrieval of smaller items, and after lifting the entire 5th door open the payload floor isn't quite as flat as I had hoped for.

What increases versatility, however, are its 50/50 split third row bench and a 60/40 split second row bench, the combination of which allows numerous cargo versus passenger configurations. From the rear passenger doors the third row is easily accessible after folding and tumbling the corresponding segment of the second row bench forward. With roof-mounted air conditioning ducts and huge side glass, no longer is riding in the elevated third row just for kids or unlucky adults.

Although it doesn't equal some of the higher-end sport-utes, such as the Acura MDX and BMW X5, for interior build quality, GMC has done a noteworthy job of assembling a cabin

GMC has done a noteworthy job of assembling a cabin that successfully mixes premium luxury with real-world functionality. (Photo: Rob Rothwell, Canadian Auto Press)

that successfully mixes premium luxury with real-world functionality. The Envoy's living quarters are indeed comfortable, especially when fully decked-out, but nonetheless, some design aspects of my up-market tester could use improvement.

For starters, I'd rather see a smoother-moving gearshift lever housed in a gated shifter, in place of the straight-line layout currently used. At present, the only way to be sure of the selected gear is to examine a small LCD display incorporated into the bottom of the speedometer. When driving off-road or pulling a trailer, a gated shift plate would provide a far more intuitive and precise shifting pattern.

On the other hand, the Envoy is equipped with a console-mounted hand brake, which is considerably more practical in a recreational

All controls are at the driver's fingertips, pleasing to use and logically located. (Photo: Rob Rothwell, Canadian Auto Press)

vehicle than a foot-operated system. All controls are at the driver's fingertips, pleasing to use and logically located. Highlighting the dash and center console in my XL tester was a simulated woodgrain product, which was pleasing to the eye but obviously manmade.

Overall, I like what GMC has done with the inner space of the Envoy, especially the optional leather surfaced eight-way power bucket seats up front. These units, while shy on side bolstering, are extremely comfortable thanks in part to their expansive width and breadth. They provide excellent thigh and lumbar support without resorting to granite-hard slabs of dense foam.

Contributing immensely to the warm ambience of the Envoy's interior is a wonderfully smooth, quiet ride. In my view, this

A wonderfully smooth, quiet ride greatly adds to the Envoy's interior ambience. (Photo: Rob Rothwell, Canadian Auto Press)

is where the Envoy really shines. Truly, the big SUV rides like a limousine, making it clear that GMC favored passenger comfort over handling performance when specifying the Envoy's underpinnings. One ride over a rough road will prove that point.

It will also make apparent that the plush ride comes at a cost, that being flat cornering and anticlimactic stopping. GMC's Luxury Ride suspension includes the use of urethane jounce bumpers, front and rear stabilizer bars and Bilstein shock absorbers. Rear automatic load-leveling air suspension is also available for those expecting to pull heavy trailers or haul heavy loads.

If the purpose of owning an SUV is to accommodate up to seven passengers in comfort while maintaining light-duty off-road

If, like most SUVs, heading to the ski hill on gravel roads is the most dramatic it gets, the Envoy is tough to beat. (Photo: Rob Rothwell, Canadian Auto Press)

ability, the Envoy XL will definitely meet expectations. However if the objective is to transport up to seven adults into the most remote reaches of the continent, there may be better choices.

Frankly, for my money, I'd take the comfort of the Envoy's Luxury Ride suspension over a more rugged adversary any day. If, like most SUVs, heading to the ski hill on gravel roads is the most dramatic it gets, the Envoy is tough to beat. In spite if its cushy ride, it is competent at devouring curves and winding roads; however, it doesn't transition its weight particularly well when rapid directional changes are demanded.

These maneuvers can induce some disconcerting sway requiring a steady hand on the wheel, but of course we are talking about the upper end of the Envoy's handling threshold. That

Rapid directional changes, at the upper thresholds of the Envoy's limits, can induce some disconcerting sway requiring a steady hand on the wheel. (Photo: Rob Rothwell, Canadian Auto Press)

said such handling capability is often exactly what is needed to avoid an accident. Fortunately, all future GM SUVs will include anti-roll technology, which will help keep the Envoy right-side-up when pushed past its current limits - incidentally, anti-roll technology will also be standard on all future Chrysler Group and Ford SUVs. Speaking of Ford, unlike the competing Explorer which benefits from an independent rear suspension setup, it must contend with a solid rear axle. Although the rigid axle may at times compromise ride and handling, it can improve vehicle stability when transporting hefty loads or towing heavy trailers. With the V8 purring beneath its long hood, the XL is tow-rated at 3,175 kilograms (7,000 pounds).

Not only will the Envoy XL impress with its smooth ride and decent pulling power, it will do so while ensconcing its

The "V8" emblem on the back of my tester meant 5.3 liters (325 cubic inches) of displacement eagerly awaited a push of the throttle. (Photo: Rob Rothwell, Canadian Auto Press)

occupants in a shroud of near-silent ambience. Road noise is banished from the Envoy's cab and wind noise, although present at highway speeds, is quite acceptable for hurtling something so large down the highway.

The "V8" emblem standing proud on my tester meant that 5.3 liters (325 cubic inches) of displacement eagerly awaited a push of the throttle. Unless it is being pushed hard, the XL's heavily muffled engine is barely audible. Under full acceleration, some baritone truck sounds seep into the living space from the optional mill, especially when the tachometer needle passes 4,000 rpm.

In addition to a stout 300 horsepower, an increase of 10 horsepower over the 2004 version, the creamy smooth eight-cylinder

The Vortec 5300 V8 delivers respectable fuel economy ratings thanks to GM's Displacement-On-Demand (DoD) technology. (Photo: Rob Rothwell, Canadian Auto Press)

produces 330 pound-feet of torque at 4,000 rpm, which is up by 5 lb-ft of torque over last year's 5.3 liter. When the V8 option is passed up, powering the Envoy is a very smooth inline-six capable of 275 horsepower and 275 pounds-feet of torque, both of which are very respectable figures.

The Vortec 5300 V8 not only produces power capable of enthusiastically moving this two and a half ton sled, it also delivers respectable fuel economy ratings thanks to GM's Displacement-On-Demand (DoD) technology, which deactivates four of the eight cylinders when the need for power has diminished.

DoD worked remarkably well during my test period. In fact, without the accompanying literature, I wouldn't have known it

A transfer case enables a selection between two-wheel drive, all-wheel drive, four-wheel drive high range and four-wheel drive low range. (Photo: Rob Rothwell, Canadian Auto Press)

was in operation. Look for fuel economy ratings in the realm of 16.8 liters per 100 kilometers in the city and 12.3 liters per 100 kilometers on the highway using regular octane juice. While not cute 'ute efficient, the V8-powered Envoy measured very close to that of the inline-six, which churns out significantly less grunt.

The power of both engines is fed through a four-speed automatic transmission equipped with overdrive. The autobox shifted imperceptibly, and downshifts were invoked with little hesitation.

Although the Envoy is available in a two-wheel drive format, the majority of units finding new homes will be furnished with a transfer case, enabling a selection between two-wheel drive, all-wheel drive, four-wheel drive high range and four-wheel drive low range.

A dash-mounted rotary switch allows the driver to engage whichever GM AutoTrac setting is appropriate given the road and weather conditions, without departing from the comfort of the Envoy's cozy cabin. The low range four-wheel

The Envoy has plenty of stopping power thanks to antilock disc brakes fitted to each wheel. (Photo: Rob Rothwell, Canadian Auto Press)

drive capability combined with a skid plate package certainly gives the bountiful Envoy an element of ruggedness, although a moderate ground clearance of 203 millimeters (8.0 inches) undermines its true off-road potential.

On or off road, the Envoy has plenty of stopping power thanks to antilock disc brakes fitted to each wheel. These binders effortlessly brought the husky SUV to sure stops on wet and dry surfaces. I did, however, find pedal actuation somewhat on the spongy side. Nonetheless, braking effort was linear and well-modulated. Emergency anchor tosses were easily controlled and trouble-free despite some nosedive.

Along with strong braking, the Envoy is fitted with dual-stage driver and front passenger airbags as standard equipment. A

In either SLE or SLT trim level, the Envoy XL comes with a lot of standard features. (Photo: Rob Rothwell, Canadian Auto Press)

side-impact curtain airbag is available to protect the front and second row outboard passengers. This feature is standard equipment on the upscale SLT trim level. Unfortunately, an audible warning system to detect objects, potentially children, behind the Envoy when reversing it is not available. On the other hand, should the need for roadside assistance or emergency aid arise, OnStar telecommunications is standard equipment.

The Envoy XL is available in either the SLE trim level or the uptown SLT configuration. Either way, purchasers receive a lot of standard features. The SLE content list includes air conditioning with dual-zone manual controls, rear climate controls, power steering, tilt leather-wrapped steering wheel, cloth upholstery, front bucket seats with driver-side lumbar adjustment, center console, cupholders, second- and third-row split folding seats, heated power mirrors, power windows, power door locks, remote keyless entry, AM/FM/CD player, digital clock, tachometer, variable-intermittent wipers, map lights, cargo cover, rear defogger, intermittent rear wiper/washer, automatic headlights, floor mats, theft-deterrent system, rear privacy glass, roof rails, fog lights,

The Envoy XL SLT is a very functional, comfortable, relaxing vehicle. (Photo: Rob Rothwell, Canadian Auto Press)

cornering lights, trailer hitch, seven-wire trailer harness, full-size spare tire, and 245/65R17 tires on alloy wheels.

Claiming SLT status will add leather upholstery, eight-way power front seats, driver-seat and mirror memory, dual-zone automatic climate controls, steering wheel-mounted radio and climate controls, rear radio controls, rear headphone jacks, mirror-mounted turn-signal lights, trip computer, illuminated visor mirrors, universal garage-door opener, outside-temperature indicator, and automatic day/night rearview mirror with compass. If this list of goodies still leaves one salivating for more, a number of option packages exist to ensure the Envoy not only rides like a limo, but has the luxury accoutrements to go with it.

The Envoy XL SLT is a very functional, comfortable, relaxing vehicle. Families requiring a multitude of seats and lots of cargo space in a luxurious four-wheel drive format would be well advised to check out the Envoy. I was impressed.

Specifications (XL):

• Price Range (MSRP): $39,390 - est. $58,000 ($32,010 - $44,070 USD)
• Body Type: 5-door SUV, steel side-rail frame
• Layout: front engine, RWD (optional AWD / 4WD)
• Base Engine: 275-hp, 275 lb-ft of torque, 4.2-liter, SOHC I-6
• Optional Engine: 300-hp, 330 lb-ft of torque, 5.3-liter, OHV V8
• Transmission: 4-speed auto, O/D
• Brakes (front/rear): disc/disc, ABS
• Curb Weight: 2,243 kg (4,945 lbs)
• Seating Capacity: 7
• Cargo Cap (max): 3,041 L (107.4 cu ft)
• Ground Clearance: 203 mm (8.0 in)
• Towing Capacity (max): 3,175 kg (7,000 lbs)
• Fuel Economy (I-6 4WD city/hwy): 15.6 / 11.7 L/100 km
• Fuel Economy (V8 4WD city/hwy): 16.8 / 12.3 L/100 km
• Warranty (mo/km): 36/60,000