2003 GMC Envoy XL. Click image to enlarge

Related articles on CanadianDriver First Drive: 2006 Chevrolet Trailblazer Test Drive: 2002 Chevrolet Trailblazer Test Drive: 2005 GMC Envoy XL Test Drive: 2004 GMC Envoy XUV Test Drive: 2003 GMC Envoy Test Drive: 2002 GMC Envoy First Drive: 2006 Saab 9-7X   Manufacturer’s web site General Motors Canada

By Chris Chase

The 2002 Chevrolet Trailblazer and GMC Envoy were the trucks designed to replace the aging Chevy Blazer and GMC Jimmy as GM’s entries in the mid-sized SUV segment. Not only were the new trucks significantly larger, but they were also more mechanically sophisticated.

The Trailblazer and Envoy are the most common variants of this platform, but Buick and Oldsmobile also got their own versions, called the Rainier and Bravada, respectively. The Chevy, GMC and Oldsmobile models debuted in 2001 and 2002 models; the Rainier appeared in 2003 as a 2004, and a Saab version called the 9-7X arrived in 2005.

All versions were powered by 4.2-litre inline six cylinder engine that was notable for its use of double overhead cam (DOHC) technology, a rarity in domestic trucks up to that point. This motor made 275 horsepower and 275 lb-ft of torque. A 5.3-litre V8 borrowed from GM’s full-size pickup and SUV lines was also available; the 25-horsepower boost it offered seemed minimal, but the V8’s 330 lb-ft of torque was what made this the better choice for heavy towing duty.

2002 Chevrolet TrailBlazer. Click image to enlarge

In 2003, long-wheelbase versions of the Trailblazer and Envoy arrived. Chevy versions were denoted by their EXT suffix, while the extended Envoy got an XL designation. From 2003 through 2005, the Envoy XL was also offered in an XUV trim that added an all-weather pickup-like cargo area with a sliding roof and the nifty midgate first seen in the Chevrolet Avalanche.

The Buick, Oldsmobile and Saab variants were never offered in long-wheelbase form, and the Olds Bravada disappeared along with the rest of the brand after 2004.

In 2006, Chevrolet added a model: the performance-oriented SS used GM’s gutsy 6.0-litre V8, good for almost 400 horsepower. Other add-ons included big 20-inch wheels and a lowered suspension. The SS could be had with either two- or four-wheel drive.

2006 Saab 9-7X. Click image to enlarge

In 2007, the long-wheelbase Envoy was dropped, and the Buick Rainier was cut after 2007, to make room for its Enclave replacement. In 2008, the rear-wheel drive option was dropped from the Trailblazer and Envoy, making all of these trucks four-wheel drive.

In 2009, the 5.3-litre V8 was dropped from the Trailblazer’s option sheet, though it remained available in the Envoy.

Fuel consumption isn’t one of these trucks’ strong points. In six-cylinder, four-wheel drive form, EnerGuide’s figures are 15.6 L/100 km (city) and 10.6 L/100 km (highway). Adding four-wheel drive doesn’t actually affect those numbers significantly, but a two-wheel drive V8-powered version uses about an extra litre per hundred clicks on the highway while retaining the six-cylinder’s city rating. It isn’t until you move way up to a long-wheelbase, four-wheel drive, V8 model that you’ll see lump-in-the-throat fuel consumption ratings like 17 L/100 km (city) and 12.4 L/100 km (highway). The SS was rated at a surprisingly reasonable 15.6 L/100 km (city) and 11 L/100 km (highway) in rear-drive form, though choosing four-wheel drive here increased consumption by about a litre per 100 km in each driving cycle.

2004 GMC Envoy XUV. Click image to enlarge

Consumer Reports suggests that the biggest problems with these trucks aren’t with the basic mechanicals (engine and transmission), but with many of the ancillary components, like the four-wheel drive, electrical, fuel delivery and climate control systems, as well as lots of squeaks and rattles probably caused by iffy interior assembly quality.

Most of the mechanical problems these trucks are prone to are related to the four-wheel drive system. The most common four-wheel drive-related threads on TrailVoy.com tend to deal with the four-wheel drive system not engaging. Many of these can be seen here. The question, of course, is whether the bulk of the problems are mechanical – as in, bad gears and such – or electronic, being that the four-wheel drive system on these trucks is engaged via a dash mounted electronic selector.

Some early (2002) trucks with the six-cylinder engine had faulty cylinder sleeves. At best, affected engines will tick or knock until fully warmed up; at worst, the problem causes severe internal engine damage.

Watch out for a bad radiator fan clutch. This is the device that allows the fan to freewheel when it’s not needed, thereby reducing drag on the engine and saving fuel. The problem when the clutches is that the bearings appear to be prone to failure. You’ll see many mentions of fan clutches in the “OEM Issues” section at TrailVoy.com.

2003 GMC Envoy XL (top); 2006 Saab 9-7X (bottom). Click image to enlarge

A technical service bulletin (TSB) was issued in the U.S. to address “poor A/C cooling efficiency” in low-speed driving or while the engine is idling at a stop, especially in very hot weather. Discussion in the TrailVoy.com forums is divided; many members feel this is a common occurrence in many automotive air conditioning systems, while others think the Trailblazer/Envoy and relatives are particularly bad in this regard.

Consumer Reports also notes complaints of interior squeaks and rattles, and problems with electrical accessories in these trucks.

Check out the lengthy list of recalls affecting these trucks. Note that the majority apply to just about all variants of this platform.

Crash safety in early models was questionable, at least according to the Insurance Institute for Highway Safety (IIHS). They gave the Trailblazer/Envoy/Rainier/Bravada “marginal” ratings in both frontal offset and side impact tests (the latter of which was conducted on a truck with the optional side airbags installed).

Changes to the trucks’ structure, seat belts and front airbags helped improve frontal offset results to “acceptable” for 2005 and newer models.

The National Highway Traffic Safety Administration (NHTSA) had a somewhat different opinion of this SUV’s crash safety performance. That organization gave the trucks a middling rating of three stars apiece for driver and front passenger protection in frontal impact tests, but handed out stellar five-star ratings for front and rear seat occupant protection in side impact testing.

2003 GMC Envoy XL. Click image to enlarge

Pricing is a complicated matter simply because there are so many models to talk about. As a baseline, Canadian Black Book values for the Trailblazer range from $10,125 for a 2002 LS 4WD model to $32,000 for a loaded 2009 LT 4WD model. The Envoy, being a more upscale model, will be more expensive than a comparable Trailblazer.

The Buick Rainier is worth anywhere from $12,900 for a 2004 to $24,175 for a loaded 2007. Olds Bravada values range from $8,700 for a 2002 to $11,800 for a loaded 2004, while the Saab 9-7X carries values of $16,350 for a 2005 base Linear model, to $38,325 for a 2009 Aero version.

Mechanically-speaking, the Toyota 4Runner and Nissan Pathfinder are the closest import competitors to the GM trucks, while the Ford Explorer, Dodge Durango and Jeep Grand Cherokee are domestic alternatives.

None of the GM SUVs domestic competitors have done much better in terms of long-term reliability, so if that’s your primary criteria, I’d look at a Toyota 4Runner first, followed by the Nissan Pathfinder. Be advised that to find either of these trucks for the same price as a comparable Trailblazer/Envoy/etcetera, you’ll have to shop for an older model, particular in the 4Runner’s case.

Still, on paper, the GM trucks certainly look like great candidates for towing duty, particularly with the optional V8. Shop carefully, and have any truck you like checked over by a trusted mechanic before buying.

Justin Couture » Canadian Auto Press

A nice truck, through and through. (Photo: Justin Couture, Canadian Auto Press)

Chances are, if you're in the market for a pickup truck at this particular moment you genuinely need one. The gradual hike in the price of gasoline has meant that the market for half-ton haulers has softened up a lot - so much so that dealers are struggling to get them off their lots, even with discounts and incentives that include free gasoline. This is the case not just for General Motors, but for Ford, Dodge, Toyota and Nissan too.

That said, if you're planning to drive home a new truck anytime soon there's never been a better time to buy. Over the past decade, the demand for half-ton trucks shot through the roof. Sure, there was that spike in the housing industry that saw tradesmen snap them up for work purposes, but a lot of pickups were bought by regular people who wanted something practical and capable - something with attitude. Trucks not only got bigger and sturdier (to tow bigger boats and haul bigger loads), but they become more civilized, luxurious and more comfort oriented. Look at a Sierra 1500 today against one from five years ago, and you'll see the difference that the ordinary consumer, the buyer of SUVs and minivans, has had on such a vehicle.

You'll find the same dash and layout in a Yukon. (Photo: Justin Couture, Canadian Auto Press)

No one can deny that, for a pickup truck, the Sierra 1500 SLT is anything less than extremely nice. You've got to hoist yourself into it just like any other half-ton, but it's unlike any GMC pickup before it. One benefit of basing the Sierra and its twin, the Chevrolet Silverado off the GMT900 series of SUVs is that they ended up sharing a lot of things in common, including interiors. The dashboard on this vehicle is the “Luxury” style, not the “Pure Pickup”, and so it has a wide, large armrest and a floor console like the Yukon. The power-adjusted buckets of this truck came trimmed in supple leather, and, the dash and doors were fitted with a high-sheen wood that seemed to glow and sparkle in the sunlight. With the sunroof open, and the Bose stereo cranked, you could, for a moment, forget that you're driving something that can tow over 10,000 lbs, and could haul pallets of sheetrock and 2x4s. I could imagine foremen at construction sites all over North America having this as a dream vehicle, not a Mercedes-Benz or BMW. Okay, maybe not. That honour probably goes to the even more luxurious, chromed-loaded Sierra Denali, currently the world's most powerful pickup.