Cardinale GMC

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Driving Impressions

The GMC Acadia is big and heavy, but the engineers have done a good job of concealing its size when it comes to driving.

The steering isn't so heavy that any serious effort is required, even in a parking lot, but it offers enough weight that it doesn't feel disconnected, either. It quickly gives the driver a feeling of confidence about where the vehicle is heading and how it will respond. The Acadia turns into corners responsively and feels locked down and stable on the freeway. Drive it harder and there is no denying it's a big, heavy vehicle. An Acadia AWD SLT weighs nearly 5,000 pounds. That's about 750 pounds lighter than a Yukon or Tahoe, but it's about 500 pounds heavier than a Honda Pilot.

The Acadia uses an independent suspension in the front and rear, just like most modern cars; and this provides a well-rounded blend of ride and handling. Bumps, tar strips and potholes are felt but only distantly, without the slam-bam jarring that is part of life in a truck-based SUV. If you're used to driving a traditional SUV, the Acadia will be much more smooth and refined. The Acadia feels strong and rigid and it doesn't quiver on bumps. Unwanted body motions are nicely controlled, so there isn't a sloppy feeling. The brake feel is firm, and that makes it easy to modulate the brakes in heavy traffic, shaving off a lot of speed or just a little bit.

StabiliTrak, GM's electronic stability control system, comes standard and can help the driver maintain control. The system uses sensors to tell if the front or rear of the vehicle is sliding and corrects for the skid. If the system detects a possible rollover, it reacts to prevent that aw well. The Acadia is available with front-wheel drive or all-wheel drive, the latter adding stability in foul weather.

The all-wheel drive system is permanently engaged and does not require the driver to do anything but drive. A computer sends the power to where it can do the most good. GM calls it Intelligent AWD, which essentially means that it communicates with the StabiliTrak system, adding front-to-rear torque distribution to the array of tools StabiliTrak can use to keep the vehicle on the road.

Those who wonder whether a V6 is enough engine to handle such a big vehicle have a valid concern, but the Acadia's V6 is a relatively new engine with variable-valve timing designed to make it more powerful, efficient and flexible. For 2009, it also adds direct injection, which boosts both power and fuel economy. The V6 is now rated at 288 hp at 6300 rpm and 270 pound-feet of torque at 3400 rpm (up from 275 hp and 251 pound-feet). That's considerably more than the Pilot's 244 hp and approaches the 292 hp of the Explorer's V8, while the Explorer's V6 is rated at 210 hp. Towing capacity is also increased from 4500 to 5200 pounds.

In addition, the Acadia benefits from a six-speed automatic transmission. The Pilot and V6 Explorer use five-speed automatics, though the V8 Explorer gets a six-speed. The additional gear means smart engineers can make the vehicle respond more quickly to the gas pedal while also providing better fuel economy than in a vehicle with fewer gears.

On the road, the Acadia's powertrain is impressive. The six-speed automatic is quick to downshift while upshifts aren't jerky. We found the V6 to be more than up to the task without direct injection, and it is now slightly more responsive. Acceleration is more than adequate with one or two adults aboard, and the Acadia has no problem keeping up with traffic.

EPA-estimated fuel economy for the 2009 Acadia all-wheel drive 16/23 mpg City/Highway. The two-wheel-drive Acadia is rated 17/24 mpg. That compares to 15/20 mpg for the Honda Pilot 4WD.

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