The standard 4.2-liter inline-6 uses dual overhead camshafts, four valves per cylinder, and variable phasing for the exhaust cam to produce 275 horsepower and 275 pounds-feet of torque. That's more horsepower than the Ford Explorer's optional 4.6-liter sohc V8 and nearly as much torque. About 90 percent of the 4200's peak torque is available at just 1600 rpm, and it's still there at 5600 rpm.

That means quick response at any engine speed, allowing the Envoy to bound past trucks on steep uphill two-lanes with confidence. It's rated 16/22 mpg city/highway with 2WD. It's an excellent engine. With the engine's broad and bountiful torque, the transmission does much 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 3.42:1 rear-end ratio is standard for maximum economy, but ratios of 3.73 and 4.10 are offered for easier towing. 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 6100 pounds with 4WD, and 6300 pounds with 2WD.

The V8, an option for the XL and XUV, develops 290 horsepower and 325 pounds-feet of torque, which tops the Explorer. Equipped with the V8, a 2WD Envoy XL can tow 7100 pounds (6700 pounds with 4WD). All Envoys come with a trailer hitch platform and seven-wire trailer harness.

The standard 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. The Envoy is designed to roll (lean) exactly 5 degrees in corners, and then stop leaning. Envoy's track is among the widest in the class. Also, the engine is mounted relatively low, lowering the Envoy's center of gravity. A low center of gravity means better handling and stability. On the downside, the Envoy has a relatively low ground clearance of 8 inches under the engine, reducing its capability for serious off-road driving.

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 that attaches to a small valve in a compartment in the cargo area, and can be used for filling everything from tires to toys. 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.

The Envoy's four-wheel-drive system, called Autotrac, works well and 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 the transmission 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 in and began pulling us right along again. (Of course, it makes more sense to stay in 4WD if you think you might encounter soft sand.) Auto4WD is especially good in mixed, inconsistent conditions, such as ice or patchy snow. For serious off-road use, it's usually best to switch to 4HI or, for low-speed mud-slogging or climbing steep, rugged terrain, 4LO.

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.

The longer Envoy XL and XUV lack the responsiveness and stable handling of the standard-length Envoy. The Envoy XL is long and narrow and it feels like it. Envoy XL's wheelbase is stretched dramatically, by 16 inches. Its suspension is soft. It wallows in corners. On exit ramps, when braking and turning at the same time, the Envoy XL does not feel as stable as an Envoy or Yukon. On the highway, the XL wanders around in its lane. Stability is also affected by strong crosswinds at high speeds. And even equipped with the optional V8 engine, Envoy XL feels distinctly underpowered. It weighs almost 350 pounds more than the standard Envoy. The XUV drives very similarly to the XL; the rear skyroof in our test vehicle sometimes rattled when driving over railroad tracks.