Introduction Introduced as a model, the GMC Acadia has been the largest, roomiest crossover you can buy.
While the Acadia's size has been the primary reason to buy one for many people, for others it was too large. To offer a direct competitor for other large three-row crossovers such as the Honda Pilot and Toyota, General Motors has dramatically downsized the Acadia for the model year.
This makes the second-generation Acadia about the same size as the Toyota Highlander, a little smaller than the Honda Pilot, and much smaller than the Ford Explorer. The redesigned crossover also weighs over pounds less than the original Acadia. For those likely including many current owners who want a vehicle the size of the old Acadia, that vehicle remains available as the Acadia Limited.
Don't want a decade-old design? The Chevrolet Traverse will be all-new for and will be even larger.
The next Buick Enclave likely will also remain about the same size. Buicks and GMCs are sold by the same dealers, so downsizing the Acadia also solves the problem of having two crossovers the same size in the same showrooms. Is it now a serious contender for those seeking a large but not extra-large crossover? Since the new Acadia promises some sportiness--the tested top-of-the-line Denali was equipped with sport-tuned multi-mode adaptive dampers--I drove it back-to-back with another three-row crossover I've been wanting to write up, the new Mazda CX The side window outline resembles that on the GMC Canyon pickip.
In the Denali, the aluminum and wood trim are both the real deal. The new Acadia most impressed me with how well it dealt with metro Detroit's deeply scarred roads.
Many crossovers, hobbled by their relatively high centers of gravity, pitch and bobble across uneven road surfaces. The taller a vehicle is, the harder it is for its suspension to control body motions. In the attempt, some ride too firmly, pounding over even minor road imperfections, while others can feel bouncy. In contrast, the new Acadia's suspension tuning strikes an exceptional ride-handling balance. Driven across pockmarked pavement, it neither clomps nor floats.
While impacts are not entirely absorbed, an even keel is maintained.
The adaptive dampers shock absorbers available with the four-wheel-drive SLT-2 and Denali trims no doubt help when in their default mode in sport mode bumps register somewhat more firmly. The more firmly damped suspension of the Mazda CX-9, while better at managing bumps and chuckholes than most crossovers, slightly jiggles over less than perfectly smooth pavement.
Like other, smaller Mazdas, it eagerly awaits the next curve, and never feels thoroughly calm and relaxed the way the Acadia does when pointed straight down the road. It's probably no accident that the new Acadia has the sort of manners people expect from a Cadillac. The architecture underpinning it was developed initially for the Cadillac SRX.
As for the E39 i being faster than the E60 i, the E39 i had a turbo published time of 6. The E60 i had a small's published time of 5. The E39 i was welded by most to be one of the greatest sports sedan ever seen and I would agree though. No matter how compelling your ideal is, the plain and simple fact is, none of you will EVER get to hit that. Undo the opportunity housing and remove the ferrules and slide the grip off signal with new grip put cables in put the switch assembly back together ensure free rotation of the grip.
It had to be designed with world-class refinement as a goal. Quietness Better Worse GM led much of the industry in fitting cars with laminated front side windows to keep outside noises outside.
Curiously, the new GMC Acadia lacks them. No matter, it's still very quiet, possibly the quietest vehicle in the class. Mazdas have long been noisier inside than competitors.
But they've been working to fix this. The new CX-9 even has the laminated front side windows I expected to find in the new Acadia. While the CX-9 is quiet inside, especially at highway speeds I sensed more wind and road noise than in the Acadia. Wrap-around rear window.
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The Acadia's controls are mostly easy to reach and operate. As I've noted, in typical driving it feels larger, heavier, and less agile than the CX-9, which drives like a frisky compact hatch in comparison. If you want a three-row crossover that involves and engages you, the Mazda is the one to get. But switch.
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