Talking trucks with GM's Wallace.

When asked why midsize trucks seem to have, until recently, been far longer in the proverbial tooth than practically all other vehicle types, Tom Wallace, GM vehicle line executive, Midsize Trucks, suggests that there are a couple of possible reasons. For one thing, he points out that the market had been bigger some Five years ago, but then began to decline. When that happened, vehicle manufacturers had to make investment decisions, and other opportunities took the fore. This led, Wallace suggests, to the "chicken-and-the-egg" scenario: "The segment declined because the product was old; the product is old because the segment declined." That's one possible reason. Another--which he thinks is the more important of the two--is related to price: "You can get full-size pickups now for the price that you used to pay for a midsize." So people go for more.

Still, the midsize market seems to have generated some enthusiasm among the vehicle manufacturers, because hard on the heels of the Colorado/Canyon, there are products including the Toyota Tacoma, Dodge Dakota, and Nissan Frontier, all of which are bigger than their predecessors and available with plenty of appealing options.

Does this increased size and scope mean that the profitability of the vehicles is far from what it once was? Speaking from the perspective of GM, Wallace says that they're making a profit on the midsize vehicles--"and some people didn't think we could." How? For one thing, he says that productivity helps, as does "making a product that the customer is willing to pay for."

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One of the aspects of the midsize trucks from GM that is a market differentiator is that in addition to the 2.8-liter four-cylinder engine (175 hp; 185 lb-ft of torque) there is the Vortec 3500, a 3.5-liter in-line five. Wallace says that both of the engines are based on the Vortec 4200 16 that's used in the Chevy Trail Blazer. The engines all have dual overhead cams, variable valve timing, electronic throttle control ... but the ones in the pickups have one or two cylinders, in effect, sliced off. Although the five may be somewhat controversial, Wallace says that it provides performance as good as many sixes, yet fuel economy like a four (the EPA estimated numbers for the 15 are 19/25 mpg for a two-wheel drive version and five-speed manual; 18/24 mpg with a four-speed automatic).

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Another benefit of a five rather than a six, Wallace says, is that it helps the corporation with regard to light truck CAFE. The National Highway Traffic Safety Administration calls for an average of 21 mpg for model year '05, 21.6 mpg for MY '06, and 22.2 mpg for MY '07.

One engine in a truck that will draw probably more attention than that in the Colorado/Canyon is the Gen IV 6.0-liter LS2 small block V8 that will be available in the '05 SSR. This 390-hp power plant can be mated to a Tremec M10 six speed manual ... which can also be found in the Corvette. Wallace says that some press reports not with standing, they are "happy" with the sales of the SSR. From January through July '04 there were 6,014 SSRs sold. Wallace points out that: (1) it is a "low-volume" "halo" vehicle; (2) that some dealers have one and keep it around so as to draw in customers; (3) that those that are being sold are going above invoice. Perhaps there is something to be said for limited volumes.

The SSR is based on the same architecture as the Chevy TrailBlazer, a fact that is probably known by exceedingly few people who buy either of the vehicles. What the TrailBlazer is to the SRR, the Colorado/Canyon architecture will be to the 2006 HUMMER H3 SUV, which is scheduled for the first half of '05. Wallace says that it will be nigh on impossible for the average consumer to discern the roots of the forthcoming vehicle, which will be built so as to do the sort of off-roading that HUMMERs are figured to be capable of doing, yet which will have manners necessary for the daily drive. One clue to the genesis of the vehicle: there will be the Vortec 3500 under its hood.--GSV