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2007 GMC Acadia SLT-2 AWD Road Test

General Motors currently offers 18 different sport utility vehiclesin many configurations and sizes, almost all of which have seen incentives climb and sales slide in the last couple of years. As with the rest of the industry, GM believes that there are buyers that still need 7-8 passenger vehicles, but instead of traditional SUVs that have become the scapegoats of the green movement these buyers want vehicles that are easier on fuel and more car-like in ride and handling, yet can still tow a few thousand pounds if need be. The vehicles to meet these consumers' needs, of course, will come in the form of crossovers.

So for 2007, GMC introduced the Acadia and its twin, the Saturn Outlook. For a car guy, I was pretty excited to drive the former as it represents GM's first real foray into that aforementioned expanding crossover market. Based on GM's all new Lambda architecture, the Acadia eschews a traditional body on frame platform in favor of a unibody one that can utilize front- or all-wheel drive. In addition to the Acadia and Outlook, a third vehicle on this platform, the Buick Enclave, will be available this spring. The Enclave is poised to replace three vehicles in Buick's lineup, the minivan-based Rendezvous, the Terraza minivan, and the Rainier SUV. One vehicle that replaces three? Maybe GM is serious about streamlining their

Even with all three rows up, there's still plenty of cargo space to be had. (Photo: General Motors)

lineup. A Chevrolet crossover will follow in the next year or so, not to mention rumors of a Lambda-based Cadillac SRX replacement that have been floating around. Hopefully GM doesn't feel that every one of its divisions needs a large crossover. Dealers will disagree, but I think that Pontiac didn't really need the Torrent so I implore GM to let Pontiac focus on cars (preferably RWD ones), and slapping a Saab badge on an Acadia is not the answer to that division's problems either - although potentially a better answer than the current 9-7X.

As far as GMCs go, the Acadia is poised to be an easier to park, easier todrive and easier on the wallet alternative to a traditional truck-based SUV. This is beside the fact that it also is the final nail in the coffin of GM's slow-selling, generally underwhelming minivans. Like Ford, GM has made it official that they're out of the minivan business, and are hoping that crossovers will pay big dividends when it comes to sales.

The Acadia is priced

Proper household socket and RCA input jacks mean that second row passengers can hook up and play video games. (Photo: General Motors)

very competitively, although not compared to a traditional entry-level minivan. Still, a front-wheel drive SLE model begins at $29,990, with the AWD version at $31,990. The Diamond White over black leather Acadia I drove for a week was a top of the line SLT-2 AWD model, which starts at $38,105, though mine was fully, fully loaded. It comes with a long list of standard features such as air conditioning, power windows/door locks/mirrors, keyless entry, tilt/telescopic steering wheel, and a Bose MP3 capable 10-speaker stereo system with a 6-disc CD changer.

And as a people-mover, you can't forget about its long list of safety features including anti-lock brakes, front and side impact airbags, head curtain airbags for all three rows of seats, traction control, Stabilitrak stability control with rollover mitigation, and a tire pressure monitoring system. My tester also featured the 4SB preferred equipment group that included a lot of high end luxuryfeatures such as auto dimming rearview mirror, a power liftgate, remote starter, leather seats with heated and powered

Third row isn't just for children and amputees. (Photo: General Motors)

front seats, tri-zone automatic dual-zone climate control, and my personal favorite, XM satellite radio to free you from inane DJ chatter and commercials that want to make you stab yourself in the eye. Altogether, that package (standard with the SLT-2) costs a very reasonable $2,145, which sets it apart from the midrange SLT-1 model.

The DVD rear seat entertainment center with 8-inch overhead LCD monitor ($1,295) and in-dash satellite navigation system ($2,145), which also upgrades the Bose stereo with 5.1 surround sound, costs $3,440. My tester also featured several standalone options such as the two panel sunroof ($1,300) with power sliding front and fixed rear plus a power sunscreen, high intensity discharge xenon headlights ($500), 19-inch wheels ($1,295), premium paint ($745), and a blast from GM's past, HUD or head-up display ($350). It also came equipped with the trailer-towing package, which enables the Acadia to tow up to 4,500 pounds, a good value at $425 if you intend to tow. All of this brought the Acadia to a reasonable $46,160, comparable to a similarly equipped Yukon and many a luxury car and/or crossover when it comes to features and content.

It's

The Acadia looks planted with optional 19-inch alloy wheels. (Photo: General Motors)

easy to get engrossed in the lengthy spec sheet, so much so that thesheer size of the Acadia might catch you off guard. What surprised me is that the Acadia is actually as wide as a Yukon, and almost as long. It is also instantly recognizable as a GMC, being that the Acadia shares its streamlined and athletic “professional grade” design with the Yukon. Large, clear-jeweled xenon projector headlights sit on either side of the grille, with a bold GMC emblem at center. The hood features a slight bulge and a slight indent that mimics a hood scoop, and round foglights give the front end a muscular look. There are thin turn signals in each exterior mirror that not only look upscale but are functional as well. Thoughtful touches of chrome in the door handles, roof rails and bisecting the doors and side glass add to the look. The Acadia looks much sportier than any truck based SUV ever could, and while it's certainly no Corvette Z06, it's sleek with a nicely tapered roofline to the rear. LED taillights, a rear spoiler and huge, 19-inch wheel well-filling tires are nice finishing touches.

There is only one engine currently available and it's one of the best to come out of the General's ranks in recent years. The 3.6-liter V6 global engine developed concurrently

Optional navigation system is a bit costly, but it's worth the price for its clean design and ease of use. (Photo: Steven James Day, American Auto Press)

by GM's technical centers in North America, Germany, Australia and Sweden. The engine is optimized for power, emissions and economy, plus it features 24 valves, dual overhead camshafts, Variable Valve Timing (VVT) and is controlled by an electronic throttle. GM claims that its VVT system utilizes a four-cam phasing operation to deliver linear torque across the entire rev range, and that electro-hydraulic vane-type phasers rotate the camshafts relative to the cam-drive sprockets to allow infinitely variable combinations over a range of 50 degrees. All of this adds up to 275 horsepower at 6,600 rpm and 251 pound feet of torque at 3,200 rpm. As powerful and high tech as this engine is, what's really impressive is that as gas prices continue to escalate beyond $3 per gallon, the 3.6 only requires 87 octane. This happily translates into dollars saved every time you fuel up, especially helpful when pump prices drop since fuel tank capacity is 18.3 gallons.

The engine does have a downside, however. It might be fine shifting aboutin something smaller like a Torrent GXP, but it's a bit down on power when being asked to haul around this 5,000 lb vehicle. Zero to 60 mph is estimated to be in the mid 8-second range, which is adequate yet nothing to write home about. The engine is reasonably quiet at low speeds,

Acadia is powered by the 3.6-liter V6. While the engine is smooth, it can feel a touch overwhelmed at times. (Photo: General Motors)

but as the revs start to rise it gets noticeably louder, while the exhaust's growl reminds me of GM's older, large pushrod V6 engines. Still, this is no bad thing as I like how it sounds. Whether or not you like it is a different matter, but it's something that will be heard a great deal whether passing or taking off quickly from standstill, as rapid progress needs a heavy right foot. With the average weight of a new vehicle in North America now heavier than one from 1975, I do wish that they had been able make the Acadia a little lighter, this would most certainly help with fuel economy and make it feel peppier. Having said that, fuel economy is pretty decent considering the Acadia's capabilities. My personal best was about 21 mpg during mostly highway driving. A far cry from the 26 miles listed on the Fuel Economy section of the window sticker, but still better than any Yukon or Envoy.

Likewise, a 6-speed automatic is the only transmission available, and while it shiftedsmoothly and quietly it seemed to hunt around a lot. This seemed to happen both in town and on the highway. Since this particular Acadia was a very early production model, I'd like to think that they'll sort out the calibration of the transmission's computer so that it won't be as much of an issue in the future. A button on the side of the shifter enables the driver to shift things manually, but seems really counter-intuitive, more so than most

Well equipped as our tester was, the Acadia butts heads with $45,000 SUVs. (Photo: Steven James Day, American Auto Press)

manumatics. I'm not a fan of such systems, and besides the initial trial I didn't use it for the rest of the week.

Underneath, the Acadia features a fully independent suspension with struts up front and an H-arm/coil spring setup in the rear. The ride is smooth and the suspension is well dampened as it handles bumps and pavement irregularities without issue. Cornering in the Acadia is very flat, never feeling tippy or unstable, even if you take corners too fast. It's far more car-like than any of GM's seven- or eight-seat SUVs. Should things really get out of hand, GM's Stabilitrak stability control system will be there with the safety net. Overall, the Acadia never feels like you're driving an SUV. You'll be amazed at the lack of bobbing and general feelingof stability when compared to some vehicles in this class that I've driven.

The all-wheel drive system worked seamlessly and unlike a lot of AWD systems, which route power to the rear wheels only when needed, the Acadia's system always delivers a slight amount of power to the rear wheels so the system can seamlessly shuffle power to the wheels with traction. The driver need not concern themselves with choosing the right setting, as the system automatically decides how much torque to apply and where to apply it. SLT models feature variable-effort power-assisted rack-and-pinion steering that I found could be a bit dull at times, but I do like a high level of steering feedback. The Acadia's braking capabilities, however, were nothing short

Red and white instruments are sporty. Slightly at odds with the GMC badge. (Photo: Steven James Day, American Auto Press)

of incredible, hauling things down to a stop in record time with no white knuckles. The pedal was firm yet easy to modulate.

Getting into the Acadia can be a bit of a challenge, but it isn't as high up as a Yukon. When I first slipped behind the wheel and started to pokearound, I immediately noticed two things, the first is the smart, efficient use of space throughout the interior, and the second is that everything has a quality feel to it, even though some of the plastics are a little harder than I would like. The leather was unusually supple, and I found the seats to be very comfortable with excellent lateral support. Although I did mention an efficient use of space, things aren't snug or tight at all and the Acadia has plenty of room inside. My tester had the standard second row captain's chairs, making it a seven seater. An available split/folding bench that accommodates three people will turn the Acadia into a true eight seater if such an arrangement is required. The third row offers room for three passengers and the best part is that the third row has room for full-size adults for extended trips. There's more room back there than the Yukon's third row, and access to the third row is excellent. Don't expect to remove the seats or even stow them into the floor, but they do fold flat to offer up minivan-like carrying capacity.

Unlike most three-row SUVs, there's a surprisingly large amount of cargo space evenwhen the last row is upright. The power-operated liftgate was a nice convenient touch to help access that space too. Back in the driver's seat I found that the controls

... like a snow leopard, the mother Acadia (Crossoverus domesticus) pounces for the kill... (Photo: Steven James Day, American Auto Press)

are logical, well laid out and easy to use. The navigation screen was bright and easy to read and I liked how you could see the map and the XM information at the same time in a split screen arrangement. Another feature I quite enjoyed was the head-up display that offers different layouts for the information screens. For instance, it can display the XM stereo's info for a few seconds when the song changes, or when you change a channel – it's pure genius! I wish it would display who the artist is rather than song title, as it's much more important for me to know who's singing the song than what it's called. If there is a way to change it I couldn't find it. The HUD can also be turned off if need be, which is nice as I found it distracting in a snowstorm.

In the end, it is apparent that GM obviously put a lot of thought and engineering into the Lambda platform and it shows after just a couple of minutes behind the wheel. And although in the Acadia's price range things can quickly balloon up to Acura MDX and Volkswagen Touareg territory, I think the Acadia can hold its own. It's an excellent large crossover that offers a lot of vehicle for the money. If you are on a budget, just choose your options carefully and the Acadia is a better buy than the Chrysler Pacifica or Honda Pilot. I'm confident in saying that 99-percent of buyers shopping the large SUV market would find all their needs met by the GMC Acadia, if they're not looking to tow anything more than 4,500 pounds. Comparing it once again to GMC's own Yukon, it simply handles better, brakes better, gets better fuel economy, enjoys better driving dynamics, and arguably looks better. For me, it's a no-brainer.

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