The Denali trim starts around $70,000.Jeremy Sinek/The Globe and Mail
The catchphrase Go Big or Go Home isn’t really about physical size, but it seems to fit the GMC Acadia, which was just redesigned in a big way for 2024.
Originally launched as a 2007 model, the first-generation Acadia shared its almost-full-size dimensions with its corporate cousins, the Chevrolet Traverse, Buick Enclave and (anyone remember?) the Saturn Outlook.
When the cousins were redesigned for 2017, however, GMC took a less-is-more approach and downsized the Acadia to compete in the mid-size segment, while the Traverse and Enclave retained their not-quite-full-size dimensions.
Now GM’s extended family of large SUVs is reborn, and for 2024 the Acadia has upsized again to match its Buick and Chevrolet kin. Indeed, the Gen-3 Acadia not only is 20 centimetres longer than its predecessor, it’s even seven centimetres longer than its 2007 ancestor.
Put another way, the Acadia (and its GM kin) occupy a dimensional middle ground between familiar mid-size three-row SUVs based on unibody architectures (for example, the Ford Explorer or Toyota Highlander) and full-size body-on-frame truck-based SUVs like the GMC Yukon and Ford Expedition.
Size aside, the new design brings significant mechanical alterations. The previous powertrain choices of a two-litre four-cylinder turbo or a 3.6-litre V6 engine are replaced by a 2.5-litre turbo four that claims 328 horsepower and 326 lb-ft of torque, respectively 18 horses and 55 lb-ft more than the former V6. Notably absent is any form of electrification.
An eight-speed automatic transmission replaces the previous nine-speed, all-wheel drive is standard, and the maximum tow rating increases to 5,000 pounds from 4,000.
Naturally there’s also lots more digital technology – screens, infotainment and driver-assist systems – by far the most significant of which is GM’s available SuperCruise system that offers hands-free driving on more than 640,000 kilometres of compatible roads in the United States and Canada.
Among its corporate cousins, the Acadia is positioned between the blue-collar Chevrolet (from $47,999) and the minor-gentry Buick ($57,999 and up), starting at $52,499 for the Elevation and topping out at $64,499 for the Denali trim tested here, with an off-road-oriented AT4 trim splitting the middle. SuperCruise, incidentally, is available on all three brands in all their trims.
The new Acadia has 328 horsepower and 326 lb-ft of torque, respectively 18 horses and and 55 lb-ft more than the former V6.Jeremy Sinek/The Globe and Mail
Tech specs
2024 GMC Acadia Denali
- Base price / as tested: $64,499/$70,984 plus $2,000 for freight plus fees and taxes
- Engine: 2.5-litre turbocharged four-cylinder
- Horsepower / torque (lb-ft): 328 / 326
- Transmission / drive: Eight-speed automatic / all-wheel drive
- Fuel consumption (litres per 100 kilometres): 12.4 city / 9.9 highway
- Alternatives: Buick Enclave, Chevrolet Traverse, Dodge Durango, Ford Explorer, Honda Pilot, Hyundai Palisade, Jeep Grand Cherokee L, Kia Telluride, Mazda CX-90, Nissan Pathfinder, Subaru Ascent, Toyota Grand Highlander, Volkswagen Atlas
Looks
Well, it is big, and it looks big. Interesting front corner-lamp treatments and a huge chrome-rich grille accent an otherwise rather generic, chunky big-SUV shape. The Denali tester’s 22-inch wheels are extra.
Interior
The exterior bigness carries over into a cabin that’s as spacious as you would expect, with an adult-useable third row. That said, some space-efficient alternatives – notably the Kia Telluride – contain nearly as much interior space within exteriors that fill less of your garage. Some rivals can accommodate up to eight occupants, whereas Acadia’s standard second-row captains’ chairs limit it to seven.
Up front, the actual “captain” of the vessel gets a widely adjustable driving position (including power-steering-column adjustment on the Denali) with decent sightlines and a clear view of the high-and-proud hood.
Visually, the dashboard caters to traditional tastes – no wall-to-wall widescreen, but rather a vertical 15-inch infotainment screen integrated subtly into the centre stack, and digital gauges nestled within a conventional binnacle.
Functionally, the screen imposes a steeper learning curve, as it unexpectedly manages some basic functions more usually performed by physical buttons and switches. Likewise, moving the gear selector to the right-hand column stalk liberates ample stash space on the centre console (including side-by-side cupholders), but leaves the left stalk as a somewhat overburdened multitasker.
While some alternatives have gone all-in on wall-too-wall screens, the Acadia integrates its own digital displays more subtly into the dashboard.Jeremy Sinek/The Globe and Mail
Performance
On paper, the 2.5-litre, turbo four engine outmuscles the previously available 3.6-litre V6, but it has more mass to motivate, which leaves performance best described as adequate. Acceleration is linear, and free from turbo lag, but hardly neck-snapping. And while the engine isn’t overly loud, its tinny four-cylinder sound signature betrays the Denali’s upwardly mobile aspirations. Dynamically, our test sample, with optional Performance Suspension and 22-inch wheels, steered and turned quite nimbly for something its size, though at some cost in ride comfort. Expect lesser models with standard suspension and tires to skew the ride/handling mix more toward comfort.
Over 640 kilometres of mostly highway driving, but also including some lengthy bouts of Toronto rush-hour stop-and-go, the Acadia averaged 10.4 litres per 100 kilometres.
Yes, it’s a transverse four-cylinder engine in there somewhere. It gets the job done, with reasonable fuel efficiency for the size of vehicle, but the engine acoustics let the side down.Jeremy Sinek/The Globe and Mail
Technology
It’s pretty much a given that a $70,000 luxury SUV comes with all modern conveniences, but for those who care, the Acadia goes beyond that. For about $4,000 (depending on the trim), you can option any Acadia with SuperCruise, GM’s hands-free driving assistance technology for compatible roads. This driver detests the concept of robotized driving, but admits to being impressed by the scope and the execution of the system during a couple of 250-kilometre trips on Highway 401.
The gauge cluster is digital, but housed within a traditional binnacle.Jeremy Sinek/The Globe and Mail
Cargo
Much of the Acadia’s increased size is devoted to cargo room. The 651-litre volume behind the third row beats its predecessor by 80 per cent, and comfortably outspaces the competition. There’s also a substantial hidden compartment below decks. The seats-folded volumes – 1,623 litres behind the second row and 2,761 behind the first row – are likewise well above average, though the Toyota Grand Highlander comes close.
Lots of versatile cargo space, though the standard captain’s row chair’s inevitably leave a hole at the forward end.Jeremy Sinek/The Globe and Mail
The verdict
When a traditional mid-size three-row is too small and a full-size SUV is too expensive, the Acadia (and its Chevrolet and Buick siblings) competently bridges the gap for those who value an actual large footprint over a metaphorical small (carbon) footprint. Shame about the engine sound.
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