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Full Test: 2002 GMC Envoy 2WD
GMC's Newest SUV: "Handle" with Care
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By Liz Kim
Date posted: 09-12-2001
Rumors of the demise of the SUV have been greatly exaggerated. While a general downturn in the economy has driven the speculation that the end of the reign of the sport-ute is forthcoming, truck production numbers in North America have actually risen over last year's (as of August 2001), and light truck sales still comprise a healthy 49 percent of all new vehicle purchases.
Trucks (pickups, SUVs and vans) have historically provided the highest profit margins in an automaker's stable; relatively low manufacturing costs teamed with the perceived "lifestyle" cachet of SUVs have induced manufacturers to scramble to add their version of the ultimate do-anything, go-anywhere vehicle to your extensive menu of vehicle choices. However, with so much competition in the midsize SUV arena, and with so many consumers using their trucks for urban commutes, it is no longer enough to have an SUV that happens to seat five people; on-road driving dynamics and occupant comfort are huge considerations, as well.
GM took a rather long time in figuring this out. Buyers had to contend with antiquated structures, subpar on-road handling and abhorrent build quality. The Chevy Blazer ignominiously placed next to last in our mid-size SUV comparison test. Its mechanical twin, the GMC Jimmy, was roundly criticized as the worst of the Chevy Blazer/Olds Bravada/GMC Jimmy trio (the Envoy being a Jimmy wearing the automotive equivalent of a gold lamé jogging suit), and the butt of many an automotive journalist's rapier-like wit.
GM has finally given the underwhelming triumvirate a complete overhaul in hopes that they can, once again, be players in this lucrative field. Along with a brand-new engine, chassis and image, engineers have added enough electrical componentry to power a small town in the Everglades.
We took the "professional grade" version, the GMC Envoy, for a drive. Right away, we noticed the distinctive, handsome exterior design. With crisp character lines, bulging wheelwells and an aggressive front fascia, the GMC no longer has the forlorn foster-child look of the previous iteration.
At the heart of the beast is GM's new inline six-cylinder engine, the Vortec 4200, a 4.2-liter powerplant capable of stirring 1,080 hooves (that's 270 horses to you and me, Russ). That number is the largest of any midsize SUV. And 275 pound-feet of twist is available from a broad torque band, 90 percent ready and willing from 1,500 to 6,500 rpm. The Envoy zoomed from 0 to 60 mph in 8.3 seconds, quite good for an SUV of this class. Smooth, willing power was plentiful, if raucous above 4,000 rpm. It also allows for a towing capacity of 6,300 pounds with the 2WD (6,100-lbs for the 4WD version).
What's an inline-six engine doing in a "professional grade" SUV? Its advantages are manifold. First, it costs less to make, driving up profits. Second, it supposedly has the fuel efficiency of a six-cylinder engine (although our test vehicle provided a less-than-stellar 15 miles to the gallon in mostly highway driving) combined with the power of a V8. It also possesses an inherent smoothness over a V-configured powerplant. This is the first new engine in GM's truck lineup in 30 years, and the first with dual overhead camshafts (DOHC). Teamed with a well-behaved four-speed automatic transmission that shifted at the proper points and held third gear when hill-climbing, despite the lack of an overdrive button, the gutsy engine pulled this heavy 4,443-pound vehicle along with determination.
Great for smooth line acceleration, that is. Get it out on any type of curvy road and you'll immediately experience massive body roll, sway and generally subpar maneuvering. Such was the level of sway that through the cones of our 600-foot slalom course it managed a mere 54.8 mph, a disappointing number, even for an SUV. By comparison, Acura's MDX threaded these same cones at 57.9 mph while Toyota's Highlander managed 57.5 mph. Not only was there an excessive amount of side-to-side lean, the front end felt loose and unstable.
"Couldn't be right," we stated in reference to our tester's handling; we've driven larger, heavier GM vehicles that handled better than this. We returned our test vehicle and gave GM a buzz. The Envoy was shipped out to GM's test facility, where it was determined that a ball joint was loose (there was also an April recall of the vehicle; according to NHTSA, "UNDER CERTAIN CIRCUMSTANCES THE FRONT LOWER CONTROL ARM BRACKETS MAY FRACTURE. THIS FRACTURE COULD RESULT IN SEPARATION OF THE FRONT LOWER CONTROL ARM FROM THE FRAME." See NHTSA's Web site for details).
The vehicle was returned to us after its stint in rehab. While its front end did feel more planted, we're sorry to say that there was no improvement in handling. Of course, we don't expect SUVs to behave as well as cars, but the amount of body roll exhibited by the Envoy was above and beyond what is acceptable in any passenger vehicle, especially one with a brand-new suspension design and body structure that has been strengthened to the tune of 270 percent?
Our test vehicle was equipped with an electronically controlled load-leveling suspension that uses air pressure to maintain vehicle height under uneven loading situations. GM aroused controversy earlier this year when it decided to remove the standard rollover warnings from the visors, a fixture for all truck-based vehicles. Due to a 4-inch-wider stance and a lowered center of gravity (the engine has been lowered, with a part of the front driveshaft running through the oil pan), they figured that it wasn't really an issue any more. We would beg to differ.
The Stay-Puft ride quality did make for smooth travels on-road, however, enfolding all road irregularities in its smothering grasp. Light-duty dirt roads were also handled with cheerfulness by this rear-wheel-driver. The Kim clan used the Envoy for a camping trip in the Sierras (an anomaly within itself; they're not really the outdoorsy types, those Kims), and the floaty ride, despite their full use of the maximum payload of 1,108 pounds, allowed the squirmy little 'uns to fall into deep slumber.
The steering is vastly improved over the previous Envoy's; its turning circle of 36.4 feet is almost 6 feet slimmer than that of the 2001 model. The four-wheel disc brakes, whose pedal was unilaterally described as squishy with its long pedal travel and lack of intuitive modulation, did their job properly, allowing for 60-to-0 stops in a short 133 feet. Accompanying the halts was excessive, migraine-inducing nosedive, no thanks to the aforementioned suspension.
The Envoy proved convenient for loading the Kims' camping gear, although cargo space is not as impressive as some of its competitors'. With the rear seat in use, 39.8 cubic feet of storage space avails itself. With the seat folded, you've got 80.1 cubic feet; the Explorer offers 88 cubic feet (without a third-row seat), the same as in the Durango, while the Pathfinder gives you 85. In the Envoy, once the seat cushion's been folded, just lift up the lever on the side of the seat and the headrests ingeniously fold by themselves. In the cargo area, a 12-volt power point is provided, as well as a covered well in the floor and a side cubby. Envoys equipped with the self-leveling air suspension include a handy inflator hose that can be used to pump up low tires, beach balls or inflatable mattresses. The cargo floor, once the 60/40-split seats have been folded, is not perfectly flat, as our editor's aching back can attest (she's too snotty to sleep in a tent, so she slept in the car and, some might say, got her just deserts).
Up front, comfortable multi-adjustable power seats with lumbar support are swathed in decent-quality leather. Twin dual-zone automatic climate control keeps both front-seat riders comfortable while seat heaters provide warmth to both bottoms and backs, but front passengers can inadvertently activate the system because of the location of the switches on the door armrest. Dual 12-volt power points are provided, along with dual cupholders and a large center storage console.
Rear climate and stereo controls are available for those occupants old enough to make their own choices about body temperature and aural entertainment. The back seat is larger and more comfortable than before, with three-point seatbelts for all three seating positions. There's a lot of room back there, too, with 37.1 inches of legroom and 58.5 inches of shoulder space.
Our vehicle, equipped with the SLT package, had a locking differential, traction control, the load leveling suspension, handsome aluminum wheels, heated front seats, rain-sensitive wipers and a digital voice recorder. We especially appreciated the Bose stereo with a six-disc CD changer once we figured out the overly complicated controls — see the accompanying stereo evaluation for details.
Build quality has been vastly improved over the previous-generation Envoy, with interior components feeling securely bolted down rather than haphazardly slapped together. Still, the cabin was fraught with various rattles and squeaks from the dash and empty cargo area, gap tolerance variances abounded and the passenger-side mirror, set to dip when the vehicle is in reverse, moaned torturously and flipped up instead of down. The mirrors, by the way, are large to diminish blind spots, heated and adorned with turn signals.
A plethora of information is at your fingertips via the Driver Information Center (DIC). Controlled by buttons on the steering wheel, the DIC includes a trip computer and a bevy of features that can be customized to your preferences. Also mounted on the steering wheel are stereo and climate-control buttons. The OnStar communications button glows in the night, providing assurance that the telematics system will guide you safely on your way. Too bad that when we used it, the nice lady on the phone couldn't help us find a major highway system 2 miles away from our location. Hey, Batman, take a road atlas with you. Not included are such useful safety features as stability control or a rear parking sensor.
While the 2002 GMC Envoy represents a vast improvement over the previous-generation model, it doesn't measure up to what we consider to be the standard-bearer of midsize SUVs in the non-luxury category, the Nissan Pathfinder, or even to the newly redesigned bestseller in the segment, the 2002 Ford Explorer. While its handsome exterior looks and multitude of buttons in the interior may attract consumers, GM needs to come up with a better compromise between cushy ride quality and confident handling; specifically, they should lose some of the former to gain some of the latter. The midsize SUV class is populated with highly talented vehicles — the Envoy has yet to prove the skills to overtake the segment leaders. While the cabin lights up like the Milky Way in the dark, the Envoy's still-questionable build quality as well as its questionable handling characteristics prevent us from recommending this truck.
See all the Ratings: 2002 GMC Envoy SLT 2WD 4dr SUV (4.2L 6cyl 4A) Road Test Scoreboard
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2002 GMC Envoy Video
