Pretty soon, Oldsmobile will be gone. Finito. Kaput.
That's right — last December, General Motors announced that it will pull the plug on its less-profitable-than-desired division. Over the next few years, the Oldsmobile marque will be phased out completely. (If you own or are thinking about purchasing an Olds, don't worry about being left high and dry service-wise once the marque leaves the market. GM has announced that it intends to honor all of Oldsmobile's warranty and support obligations.)
Certainly, the brand's demise marks the end of an era. Founded in 1897, Olds has more than a century of rich history to its name, and bears the distinction of being the oldest automobile brand in America — one that's been a pioneer many times over in the automotive industry. The marque created the assembly-line format that came to govern how cars are built, and was the first mass producer of gasoline cars. That stylish chrome-plated trim which now festoons many a modern conveyance? Olds was the first manufacturer to introduce it, back in 1926. And, in 1974, Oldsmobile's Toronado was the first American-made car to offer a driver-side airbag.
Though Oldsmobiles will continue to be sold through 2004, no new models will be engineered. The last of this swiftly fading breed is the revamped-for-2002 Oldsmobile Bravada (this latest overhaul is the ute's third since its introduction in 1991). The '02 iteration of the midsize SUV is the marque's final salvo, the last new Olds ever. Consider it Oldsmobile's parting gift to its public.
You're probably wondering just how this "gift" stacks up. Has Oldsmobile saved its best for last and developed a vehicle that deserves to be at the top of your wish list? Or is the new Bravada the sort of "gift" that you'd want to quietly return in a day or two? Let's take a look.
As we approached the Bravada, we were pretty taken with its spiffed-up exterior; more than ever, this is an attractive vehicle. The previous-generation Bravada had a pleasing-enough countenance, but its blocky standard-issue grille and headlamps were generic and did little to set it apart visually from all the other SUVs hoping to win your attention. Surveying the '02 Bravada's mug, we found it more distinctive — and more distinctively Oldsmobile. New streamlined, narrow headlamps and sliver-thin lower-front-fascia twin intake apertures give the ute a sophisticated look and help bring its aesthetic more in line with that of the rest of the vehicles in Oldsmobile's lineup. In the rear, jewel-hued taillights are broad and prismatic. Though the new Bravada shares a platform with the GMC Envoy and the Chevrolet TrailBlazer, Oldsmobile went to great lengths to make sure that you wouldn't mistake the Bravada for anything but; over 70 percent of its body panels are Oldsmobile-specific.
Urbane as our seal-sleek Onyx Black Bravada appeared, though, careful examination revealed a few rough edges. The ute's paint has an orange-peel texture that's most unbecoming for a vehicle in the Bravada's price range. Likewise for its gap tolerances; our attentive senior editor noted with displeasure that workmanship was especially poor around our test vehicle's taillights, where alignment was asymmetrical and irregular.
Opening its door and sliding inside, we found the Bravada's interior to be welcoming and womb-like. Leather and restrained touches of wood trim add tasteful, low-key opulence to the ute's cabin; there's a fair amount of plastic in evidence, but it has a pleasingly textured feel. Storage space is more than sufficient; a center compartment beneath the driver's right armrest is corrugated to accommodate CDs, and both front doors feature spacious bins. The glove compartment was also reasonably capacious; we were a bit turned off by its switchgear, though, which felt a bit light and insubstantial.
The Bravada has grown — Oldsmobile has made this latest iteration larger than ever before. Its sculpted shoulders are 5 inches wider than those of its predecessor; the new-generation Bravada is 10 inches longer and stands 5 inches taller, as well, and its wheelbase is up 6 inches. Bigger is most certainly better here, since the ute's increased dimensions translate into more interior room for passengers both in front and rear. We found accommodations up front to be spacious; in back, things are less so, but adequate nonetheless. Cargo volume has also improved relative to the last-generation Bravada, jumping from 74 cubic feet to just over 83 cubic feet. In continuing to investigate the Bravada's interior, we were disappointed to learn that the ute doesn't offer third-row seating. This amenity is available on classmates such as the Acura MDX and the Mercury Mountaineer.
When driving the '02 Bravada along the highways and byways of Los Angeles, we were impressed with the vehicle's all-new five-link rear suspension and electronically controlled rear air suspension system, which graciously absorbed all manner of road inconsistencies; this setup replaces the stiff leaf springs typically used in truck designs. The air suspension system substitutes traditional coils with air bladders, constantly monitoring road conditions and automatically inflating and deflating for optimum handling. The result of all this ongoing tinkering is a quiet, near-sedan-smooth ride. Not even a speed bump — experienced as we exited corporate parking — was enough to rattle the ute's frame seriously.
A jaunt taken with our senior editor at the wheel found the Bravada's interior exhibiting tomb-like stillness. The ute boasts a renovated frame structure, which utilizes "hydro-mounts" (these are donut-shaped and filled with hydraulic fluid, and replace traditional bushings) as a means of isolating engine vibration from the frame. This improved technology — combined with the vehicle's minimal wind noise factor — kept things within the cabin peaceful and serene, even as we rocketed down Pacific Coast Highway. Our senior editor was pleased to report that it was possible for him to communicate with passengers in the rear without having to raise his voice.
As our travels in the Bravada took us zooming along serpentine switchbacks high in the Santa Monica Mountains, we were struck by the decidedly less-than-ideal way the vehicle handled turns. We realize, of course, that SUVs don't exactly shine in cornering situations. But even after making allowances for this — and placing the Bravada in its proper context amongst other utes we'd driven — the vehicle still came up short. Cornering stability left a lot to be desired; our senior editor observed ruefully that the Bravada's "tail wag" was more noticeable than that of any similarly sized SUV he'd recently tested. Also, sway and body roll were abundant. We noticed similar shortcomings in the Bravada's fraternal twin, the GMC Envoy; that vehicle was a two-wheel-drive model, though, and we'd hoped that the Bravada's SmartTrak (Oldsmobile's all-wheel-drive system) would help keep it more firmly grounded. Alas, SmartTrak's impact on our test vehicle's maneuverability around curves proved negligible.
We didn't get the opportunity to see how the Bravada fares in rain and snow, but its performance during a brief off-road spin leads us to believe that it would perform capably. The ute exhibited good traction atop inches of dirt, accelerating rapidly from a standing start.
The next day, as we effortlessly wove in and out of traffic on the 101 Freeway, it became clear which aspect of the Bravada we liked best: its feisty new Vortec 4200 4.2-liter inline-six engine. The all-aluminum engine offers a serious bump up in horsepower, outdoing last year's 190 hp to spew a scathing 270 hp quietly, with torque increased from 250 pound-feet to 275. The Vortec 4200 is the first GM engine in North America to feature exhaust cam phasing (more widely known as variable valve timing). This mechanism helps ensure a more linear torque curve; it also ensures that the engine's boosted horsepower brings with it no gas-guzzling compromises in terms of fuel efficiency. Deliciously compliant, the Vortec 4200 hustled the Bravada along with authority, and made piloting the ute a blast; passing power was phenomenal, and not even steep inclines fatigued its resources. The engine was reasonably hushed, as well (a benefit of its inline-six configuration), and charmed us with its muted, refined roar. The Vortec 4200 allows the all-wheel-drive version of the Bravada to tow up to 6,100 pounds.
As our time spent with the Bravada drew to a close, we found ourselves with mixed feelings regarding the ute's appeal. We loved its streamlined looks and smooth ride, and were absolutely mesmerized by its zippy inline-six, but found its sloppy handling around corners disappointing. As "gifts" go, Oldsmobile's Bravada is, in many respects, a good one. But, in a segment that boasts more universally competent contenders like the Acura MDX (upon which we bestowed the accolade "Most Wanted SUV Over $30,000" in our recent editors' poll), it's definitely not the best selection in the store.
That's right — last December, General Motors announced that it will pull the plug on its less-profitable-than-desired division. Over the next few years, the Oldsmobile marque will be phased out completely. (If you own or are thinking about purchasing an Olds, don't worry about being left high and dry service-wise once the marque leaves the market. GM has announced that it intends to honor all of Oldsmobile's warranty and support obligations.)
Certainly, the brand's demise marks the end of an era. Founded in 1897, Olds has more than a century of rich history to its name, and bears the distinction of being the oldest automobile brand in America — one that's been a pioneer many times over in the automotive industry. The marque created the assembly-line format that came to govern how cars are built, and was the first mass producer of gasoline cars. That stylish chrome-plated trim which now festoons many a modern conveyance? Olds was the first manufacturer to introduce it, back in 1926. And, in 1974, Oldsmobile's Toronado was the first American-made car to offer a driver-side airbag.
Though Oldsmobiles will continue to be sold through 2004, no new models will be engineered. The last of this swiftly fading breed is the revamped-for-2002 Oldsmobile Bravada (this latest overhaul is the ute's third since its introduction in 1991). The '02 iteration of the midsize SUV is the marque's final salvo, the last new Olds ever. Consider it Oldsmobile's parting gift to its public.
You're probably wondering just how this "gift" stacks up. Has Oldsmobile saved its best for last and developed a vehicle that deserves to be at the top of your wish list? Or is the new Bravada the sort of "gift" that you'd want to quietly return in a day or two? Let's take a look.
As we approached the Bravada, we were pretty taken with its spiffed-up exterior; more than ever, this is an attractive vehicle. The previous-generation Bravada had a pleasing-enough countenance, but its blocky standard-issue grille and headlamps were generic and did little to set it apart visually from all the other SUVs hoping to win your attention. Surveying the '02 Bravada's mug, we found it more distinctive — and more distinctively Oldsmobile. New streamlined, narrow headlamps and sliver-thin lower-front-fascia twin intake apertures give the ute a sophisticated look and help bring its aesthetic more in line with that of the rest of the vehicles in Oldsmobile's lineup. In the rear, jewel-hued taillights are broad and prismatic. Though the new Bravada shares a platform with the GMC Envoy and the Chevrolet TrailBlazer, Oldsmobile went to great lengths to make sure that you wouldn't mistake the Bravada for anything but; over 70 percent of its body panels are Oldsmobile-specific.
Urbane as our seal-sleek Onyx Black Bravada appeared, though, careful examination revealed a few rough edges. The ute's paint has an orange-peel texture that's most unbecoming for a vehicle in the Bravada's price range. Likewise for its gap tolerances; our attentive senior editor noted with displeasure that workmanship was especially poor around our test vehicle's taillights, where alignment was asymmetrical and irregular.
Opening its door and sliding inside, we found the Bravada's interior to be welcoming and womb-like. Leather and restrained touches of wood trim add tasteful, low-key opulence to the ute's cabin; there's a fair amount of plastic in evidence, but it has a pleasingly textured feel. Storage space is more than sufficient; a center compartment beneath the driver's right armrest is corrugated to accommodate CDs, and both front doors feature spacious bins. The glove compartment was also reasonably capacious; we were a bit turned off by its switchgear, though, which felt a bit light and insubstantial.
The Bravada has grown — Oldsmobile has made this latest iteration larger than ever before. Its sculpted shoulders are 5 inches wider than those of its predecessor; the new-generation Bravada is 10 inches longer and stands 5 inches taller, as well, and its wheelbase is up 6 inches. Bigger is most certainly better here, since the ute's increased dimensions translate into more interior room for passengers both in front and rear. We found accommodations up front to be spacious; in back, things are less so, but adequate nonetheless. Cargo volume has also improved relative to the last-generation Bravada, jumping from 74 cubic feet to just over 83 cubic feet. In continuing to investigate the Bravada's interior, we were disappointed to learn that the ute doesn't offer third-row seating. This amenity is available on classmates such as the Acura MDX and the Mercury Mountaineer.
When driving the '02 Bravada along the highways and byways of Los Angeles, we were impressed with the vehicle's all-new five-link rear suspension and electronically controlled rear air suspension system, which graciously absorbed all manner of road inconsistencies; this setup replaces the stiff leaf springs typically used in truck designs. The air suspension system substitutes traditional coils with air bladders, constantly monitoring road conditions and automatically inflating and deflating for optimum handling. The result of all this ongoing tinkering is a quiet, near-sedan-smooth ride. Not even a speed bump — experienced as we exited corporate parking — was enough to rattle the ute's frame seriously.
A jaunt taken with our senior editor at the wheel found the Bravada's interior exhibiting tomb-like stillness. The ute boasts a renovated frame structure, which utilizes "hydro-mounts" (these are donut-shaped and filled with hydraulic fluid, and replace traditional bushings) as a means of isolating engine vibration from the frame. This improved technology — combined with the vehicle's minimal wind noise factor — kept things within the cabin peaceful and serene, even as we rocketed down Pacific Coast Highway. Our senior editor was pleased to report that it was possible for him to communicate with passengers in the rear without having to raise his voice.
As our travels in the Bravada took us zooming along serpentine switchbacks high in the Santa Monica Mountains, we were struck by the decidedly less-than-ideal way the vehicle handled turns. We realize, of course, that SUVs don't exactly shine in cornering situations. But even after making allowances for this — and placing the Bravada in its proper context amongst other utes we'd driven — the vehicle still came up short. Cornering stability left a lot to be desired; our senior editor observed ruefully that the Bravada's "tail wag" was more noticeable than that of any similarly sized SUV he'd recently tested. Also, sway and body roll were abundant. We noticed similar shortcomings in the Bravada's fraternal twin, the GMC Envoy; that vehicle was a two-wheel-drive model, though, and we'd hoped that the Bravada's SmartTrak (Oldsmobile's all-wheel-drive system) would help keep it more firmly grounded. Alas, SmartTrak's impact on our test vehicle's maneuverability around curves proved negligible.
We didn't get the opportunity to see how the Bravada fares in rain and snow, but its performance during a brief off-road spin leads us to believe that it would perform capably. The ute exhibited good traction atop inches of dirt, accelerating rapidly from a standing start.
The next day, as we effortlessly wove in and out of traffic on the 101 Freeway, it became clear which aspect of the Bravada we liked best: its feisty new Vortec 4200 4.2-liter inline-six engine. The all-aluminum engine offers a serious bump up in horsepower, outdoing last year's 190 hp to spew a scathing 270 hp quietly, with torque increased from 250 pound-feet to 275. The Vortec 4200 is the first GM engine in North America to feature exhaust cam phasing (more widely known as variable valve timing). This mechanism helps ensure a more linear torque curve; it also ensures that the engine's boosted horsepower brings with it no gas-guzzling compromises in terms of fuel efficiency. Deliciously compliant, the Vortec 4200 hustled the Bravada along with authority, and made piloting the ute a blast; passing power was phenomenal, and not even steep inclines fatigued its resources. The engine was reasonably hushed, as well (a benefit of its inline-six configuration), and charmed us with its muted, refined roar. The Vortec 4200 allows the all-wheel-drive version of the Bravada to tow up to 6,100 pounds.
As our time spent with the Bravada drew to a close, we found ourselves with mixed feelings regarding the ute's appeal. We loved its streamlined looks and smooth ride, and were absolutely mesmerized by its zippy inline-six, but found its sloppy handling around corners disappointing. As "gifts" go, Oldsmobile's Bravada is, in many respects, a good one. But, in a segment that boasts more universally competent contenders like the Acura MDX (upon which we bestowed the accolade "Most Wanted SUV Over $30,000" in our recent editors' poll), it's definitely not the best selection in the store.
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