GM's truck division crosses over

We learned a few facts that surprised us while driving the all-new 2007 GMC Acadia. First, GMC is The General's second best-selling division behind Chevrolet. In fact, GMC's sales are up more than 80 percent since 1991, and it's had record sales in 11 of the last 13 years. The division has also found great success in its "Denali" branding, with those premium versions making up nearly half of all sales for every model line that offers them. GM representatives expect similar success from the upcoming Sierra Denali line.

So why would a division with this much success at selling pure "trucks" want to dip its tow ratings in the crossover pool? Because CUVs (crossover-utility vehicles) represent the fastest-growing segment in the automotive market, with crossover sales officially passing SUV sales this year. GM's new Lambda unibody platform, which underpins not only the GMC Acadia but also the new Saturn Outlook and the upcoming Buick Enclave, is meant to capture buyers seeking refuge from minivans, station wagons and truck-based SUVs. And while it has crossover brethren riding on the same platform, GMC wants the Acadia to uphold the brand's "truck" image.

Capable engine — confused transmission
That image starts with a torquey, variable-valve 3.6-liter V6 engine that's standard across its two Acadia trim levels — SLE and SLT. Power is a healthy 275 horsepower and 251 pound-feet of torque, with that torque peak occurring at a readily accessible 3,200 rpm. It doesn't exactly make the 4,900-pound vehicle feel sprightly, and high-rpm refinement isn't quite class-leading, but this engine does motivate the Acadia with authority — assuming the transmission cooperates.

Unfortunately, as with the Saturn Outlook we drove recently, the Acadia's 6T70 six-speed automatic can be slow to downshift. This is the same automatic used in Ford's Edge (as part of a Ford-GM joint development project), and in each of these applications we wanted more responsive downshifts, as well as more gear lever positions to choose from. (You only get "D" and "L.") The conservative programming of the transmission likely bumps fuel mileage on the EPA's test loop, and the Acadia's rather impressive 17/24 mileage rating in all-wheel-drive form (18/26 in front-wheel drive) suggests the tranny's programming is effective for that purpose.

We tried using the "L" shift-lever position, in conjunction with the "+/-" button on the side of the shift lever, to improve drivetrain performance. Under these circumstances the Acadia felt capable and willing, but reaching down to the shift lever shouldn't be required for each gear swap. Steering-wheel-mounted buttons or paddles would go a long way here.

GMC goes "carlike"
The Acadia's transmission issues are relatively minor, as most buyers will likely set it in "D" and forget it. Ride and handling characteristics are another matter entirely, with the promise of "carlike" driving dynamics being a crucial component in the SUV-to-crossover trend. The Acadia answers with a four-wheel independent suspension and rack-and-pinion steering system. You'd probably think it's impossible to hide this vehicle's nearly 5,000-pound curb weight — but GM has come remarkably close.

Maneuvering the Acadia, whether through tight traffic or over twisting mountain passes, was far easier than expected for an eight-passenger vehicle. Credit the Acadia's wide 67-inch wheel track and long 118.9-inch wheelbase, measurements that easily beat competitors like the Acura MDX and Mazda CX-9, contributing to both stability and interior space.

Ride quality, however, was stiffer than in the Outlook, and frankly too "professional grade" for this car's target audience. We chalk most of this up to our test vehicle's optional $1,300 19-inch wheels (18s are standard), and suggest potential buyers be wary of opting for maximum bling in their Acadia if they'd rather not be on a first-name basis with road imperfections.

Features and functionality
Skipping the 19s also means more money for the Acadia's truly functional options, including intelligent all-wheel drive ($2,000), rear-seat DVD entertainment and upgraded Bose audio system ($1,795), GPS navigation ($2,145) and dual sunroofs ($1,300). Even more money can be saved by specifying a second-row 60/40-split bench seat versus the standard-equipment captain's chairs.

Saving $500 while simultaneously increasing the Acadia's passenger capacity may sound like a recipe for clumsy entry/exit procedures and cramped passenger legs. It's not. The second-row seats slide 4 inches fore and aft, and they completely flip up and out of the way for easy third-row access. A bit more thigh support in the second- and third-row seats wouldn't hurt, but leg-, head- and hip room are bountiful, giving the Acadia real-world functionality for growing, or even fully grown, families.

The functionality theme continues on the cargo-hauling side, with nearly 19.7 cubic feet of luggage space available behind the third-row seats. This compares to 15 cubic feet in the MDX and 17.2 in the CX-9. GMC reps also proudly noted the Acadia's flat and low load floor when compared to the Acura and Dodge Durango. And, in keeping with GMC's heritage, the Acadia can tow up to 4,500 pounds with the optional trailer package ($425).

Kid-safe and competitive
Safety is another area of concern for many crossover customers, and GMC obviously understood this when it equipped the Acadia with stability control, six airbags (including head airbags for all three rows), four-wheel disc brakes with ABS and electronic brakeforce distribution (EBD), plus a tire-pressure monitoring system — all standard equipment. No official crash tests have been performed as of this writing, but GM representatives expect the Acadia to receive a five-star rating in front- and side-impact testing.

The Acadia's list of advantages when placed alongside the competition is nearly as impressive as its interior space. As noted, the GMC provides more interior space than the new-for-2007 Acura MDX and Mazda CX-9. It also offers more horsepower, better fuel mileage and greater seating capacity (with every seat being fully functional). The MDX beats it slightly on horsepower, but costs thousands more. The CX-9 is similarly priced, but it's smaller, down on power and missing a few of the Acadia's premium options, such as the dual sunroofs and head-up display.

Pricing for the Acadia starts right at $30,000 for a base SLE with front-wheel drive. Load up an SLT2 AWD model and you can easily cross $45,000. In the ever-exploding world of crossover sales, the 2007 GMC Acadia represents a compelling combination of functionality, luxury and value. If GMC is trying to ensure a continued run of sales records, the Acadia is a move in the right direction.

Edmunds attended a manufacturer-sponsored event, to which selected members of the press were invited, to facilitate this report.

GM's truck division crosses over

We learned a few facts that surprised us while driving the all-new 2007 GMC Acadia. First, GMC is The General's second best-selling division behind Chevrolet.

Until now, General Motors has put most of its SUV eggs in the traditional body-on-frame basket. But beginning late December, the General will sell full-size crossover SUVs in GMC dealerships. (The Saturn Outlook and Buick Enclave versions will follow shortly, with a Chevrolet likely to follow at a later date.) These are all based on the so-called Lambda architecture, which is available in front- or all-wheel drive and uses car-like unit-body construction. The first of them we got our hands on is the GMC Acadia, which goes on sale in front-drive SLE form for $29,990. The fully loaded all-wheel-drive Acadia SLT-2 that we drove had a sticker of $44,985. Depending on configuration, the Acadia seats seven or eight passengers, in three rows of seats.


Powertrain: There are no choices

The Acadia—as well as the Buick and Saturn versions—are available at launch with one powertrain: a 3.6-liter, dual-overhead cam, 24-valve V-6 engine that employs variable valve timing, mated to a six-speed automatic transmission. The engine makes 275 horsepower at 6600 rpm and 251 pound feet of torque at 3200 rpm.



These are not petite utes

The Acadia is a large beast, with a 118.9-inch wheelbase and a 67.3-inch track. The vehicle has an independent suspension at all four corners, with struts, lower control arms and an anti-roll bar at the front, and an H-arm and coil spring rear layout. Power-assisted rack-and-pinion steering is standard on the SLE, with a variable-effort system on SLT models. Acadias are equipped with 18-inch wheels and tires, with 19-inch versions available at extra cost. Base Acadias have front-wheel drive: pony up around $2000 more, and there’s an all-wheel-drive system that uses a clutch pack to apportion torque between the front and rear wheels, depending on vehicle speed, throttle position, and road conditions. Acadias can tow up to 4500 pounds if buyers specify the optional $425 trailering package.

Stability control comes standard

The Acadia has the full complement of airbags that now seem to be de rigueur: dual front airbags for the driver and passenger, seat side-mounted front-row airbags, and full-length curtain airbags for all three rows of passengers. Before you get yourself into a situation where the airbags come to the rescue, GMC places a lot of emphasis on the Acadia’s dynamic safety features, such as handling that’s more car-like than a traditional SUV’s, its four-wheel anti-lock disc brakes, and the standard StabiliTrak stability-control system that incorporates rollover mitigation.

Interior: More accommodating than a Yukon’s

The first thing you’ll notice about the interior of the Acadia is that it’s huge, with more usable space than GMC’s traditional full-size truck, the Yukon. There are three rows of seats in two configurations: standard second-row captain’s chairs for two passengers, or an available split/folding second-row bench that accommodates three people. The rear bench takes three passengers, giving seating for seven or eight. The third-row cushion is a bit low for grown-ups, but kids are unlikely to complain—especially if you shut them up by ordering the DVD entertainment system. It’s also way better than the Yukon’s hopeless third row. With the captain’s chairs, access to the third row is excellent.
Whether you order the bench or the captain’s chairs, the center row seats slide fore and aft. The second- and third-row seats fold to give a flat load area, one that varies between 20 cubic feet with the third row in place to 117 cubic feet with the second- and third rows stowed. There’s 69 cu ft of space behind the second-row seats.
The interior design is attractive, but the materials aren’t quite as upscale as GM would have people believe. The chrome plastic trim on the air vents looks, well, like plastic chrome, and there is an awful lot of hard plastic on display. Against that, head- and legroom are exemplary in the first two rows.





A sea of options

In typical GM fashion, the base Acadia is pretty basic. A six-speaker audio system that plays CDs and MP3s is standard, along with remote keyless entry and the sliding middle-row seats. Power locks, windows, and mirrors are also included, but if you want tri-zone climate control, rear audio controls, a leather-wrapped steering wheel with audio controls, and heated, leather-covered power front seats, then you have to go for the SLT-1 trim package. This starts at $33,990 in front-drive guise. The SLT-2, which runs at $36,105, adds XM Satellite radio, rear park assist, a power rear liftgate, and remote start.
Stand-alone options include a Panasonic DVD entertainment system ($1295); a touch-screen navigation system ($2145); the so-called dual skyscape sunroof that features a conventional sliding glass sunroof over the front-seat occupants and a glass panel over the middle row ($1300—ouch!); nineteen-inch bright-finish wheels ($1295); High Intensity Discharge headlamps ($500); and a head-up system that projects information onto the windshield ($350). The pricing of some of these features is BMW-esque, which is a good thing only for GM’s bottom line.

No slop behind the wheel
For anyone used to the sloppy road manners of full-size truck-based SUVs, the Acadia is a revelation. The steering is precise and accurate, the handling is poised, body control in the twisties is excellent, and the ride is well controlled and supple. Head toss is minimal compared with, say, a GMC Yukon. The brakes have a firm pedal feel, and are able to woe the 5000-pound Acadia with aplomb.



That weight explains why the Acadia feels a bit of a slug at certain speeds on the highway. We expect a 0-to-60-mph time around eight seconds, which is decent, but the transmission starts hunting at 80 mph on the highway when even slight grades are encountered. The V-6 engine is reasonably muted at low speed, but get into the throttle hard for passing at speed and the engine becomes intrusive. And the driver has to really get into the throttle—tip-in is way too stiff, unusual on an American vehicle. The new six-speed transmission is quite refined, but manual shifting is effected by a button on the shift lever, which isn’t the most intuitive way to achieve this.


How does it stack up?
The Acadia is a fine large crossover SUV: good looking, spacious, and nice to drive, too. At $45,000 fully loaded, it’s straying into competition with some smaller luxury trucks, such as the Mercedes ML350 and Volvo XC90, but if a buyer can keep the tag in the mid- to high $30,000 bracket, it offers a lot of vehicle for the money. It gives more space and handles better than a Honda Pilot, for instance, and is a much more pleasing vehicle to drive than GM’s full-size body-on-frame SUVs, the GMC Yukon and Chevrolet Tahoe. While critics argue that GM needs a smaller crossover SUV more urgently than a full-size version, the Acadia is certainly worth a look if you’re in the market for a family hauler and think a minivan is as cool as K-Fed’s attempt at a rap career.