With the engine's broad and bountiful torque, the transmission does dramatically less downshifting. And when the full-throttle upshift comes at about 6000 rpm the engine is only striding, not screaming. The smooth-shifting four-speed automatic transmission is the proven Hydramatic 4L60-E, used in GM applications from Corvettes to Cadillac Escalades. A 3.73:1 rear-end ratio is standard, but a 4.10 is available for better towing and a 3.42 is available for better gas mileage. With the strong torque available, we couldn't discern a significant improvement in acceleration performance with the 4.10. Towing was a high engineering priority, and the six-cylinder, standard-wheelbase Envoy is rated at 6200 pounds for 4WD, 6300 pounds with 2WD.

Envoy feels smooth and stable at high speeds. It rides smooth and car-like at lower speeds without being overly soft in corners. On a high-speed washboard surface, the rear end stayed impressively planted. Envoy is designed to roll (lean) exactly 5 degrees in the corners, and then stop leaning. Envoy's track is among the widest in the class (2.2 inches wider than the Ford Explorer between the front tires and 0.9 inch wider between the rear tires). This, coupled with a lowered mass from the engine position, lowers the center of gravity. Envoy has a relatively low ground clearance of 8 inches under the engine.

The optional load-leveling air suspension ($375) is intended to provide a more luxurious ride. It uses a silent air compressor, which yields one additional benefit: a 22-foot air hose for filling everything from tires to toys that attaches to a small valve in a compartment in the cargo area. Off-road, we found that the load-leveling suspension bottomed easily, signaling a need for the optional skid plates ($200). Our test model had the skid plates, of course, which we also dragged in soft sand, chugging easily along at 5 mph in Auto4WD. On low-speed whoop-de-doos, the front end bobbed up and down more than we would have liked.

Envoy XL lacks the responsiveness and stable handling of the standard-length Envoy. Envoy XL feels long and narrow. That's not surprising, given that the Envoy XL is longer, narrower and taller than the GMC Yukon. Envoy XL's wheelbase is stretched dramatically, by 16 inches. It's suspension is soft. It wallows in corners. On exit ramps, when braking and turning at the same time, Envoy XL does not feel as stable as an Envoy or a Tahoe. On the highway, the XL wanders around in the lane. Stability is also affected by strong crosswinds at high speeds. Equipped with the optional V8 engine, Envoy XL feels distinctly underpowered. It weighs about 286 pounds more than the standard Envoy.

Autotrac, the four-wheel-drive system, works well. Autotrac features four settings: 2WD, Auto4WD, 4HI and 4LO. Auto4WD shifts power to all four wheels as conditions require. Switching in and out of 4WD can be done on the fly with a flip of the switch (although it must be in neutral to engage or disengage 4LO).

We tried out the Auto4WD by deliberately driving into soft sand in 2WD. The moment the Envoy bogged, we switched to Auto4WD on the fly, it clicked and began pulling us right along again. (Of course, it makes more sense to stay in Auto4WD.)

The four-wheel anti-lock disc brakes are impressive. The Envoy's nose doesn't dive under hard braking, keeping the vehicle remarkably level and stable.

Envoy fuel tanks have been increased for a greater range.