2017 GMC Acadia

2017 GMC Acadia

Episode 3606
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

One constant you can put up there with death and taxes, is people always want more. So, it’s usually the case for each new generation of vehicle to get bigger and bigger. Well, GM has proved before they’re not afraid to give people more from less, and that’s the story behind this new GMC Acadia, so let’s hear more about it.

Trivia question: what was the first modern 3-row crossover? If you said the 2007 Saturn Outlook, congratulate yourself. If you said the 07’ GMC Acadia; well, you’re half right as it did share its chassis with the Outlook. And if you’re saying “what is a Saturn?” Well, you’ll have to google it, as we must move on and start talking about this 2017 GMC Acadia.

Trim is in, and no one has been on more of a weight-loss kick than General Motors. Now sharing a chassis with the Cadillac XT5, its 700-lbs. lighter than the outgoing Acadia. That’s due to a shrunken exterior size, more high strength steel, and a smaller 193-horsepower 2.5-liter I4 engine that is now standard. But, even with the V6, it’s some 600-lbs. lighter. 

That 3.6-liter V6 is now optional and it’s also a new one, putting out both more horsepower at 310, and more torque at 271 lb-ft. Yet despite the bigger numbers, towing capacity falls from 5,200-lbs to 4,000, mostly due to the tidier dimensions.

With overall length cut 7–inches, and wheelbase shaved by over 6-inches, the new Acadia is far more garage-able. So, it’s now more midsize than full-size, looking very Dodge Durango-ish, and directly competitive with the Honda Pilot and Toyota Highlander.

Trimmer also helps the exterior appearance, now more modern and stylish; and, thankfully, far from a mini-me Yukon. Signature LEDs are standard on all models. 

Denali trim still features an overdose of chrome, and a big grille for fully flaunting it. 

Both engines come with a 6–speed automatic transmission, with a choice of front or all-wheel-drive.

Our V6 all-wheel-drive tester showed a noticeable lack of torque down low; but once you reach 4,000 on the dial, a surprising surge of power gets delivered rather abruptly. We hit 60 in 6.8-seconds; pretty quick for a 3-row family ute, and over a second quicker than before. We finished out the ¼ in 15.4-seconds at 92 miles-per-hour. 

Shifting of the automatic transmission was very slow, with a noticeable lack of momentum each time a new gear was selected. With a short 119-foot stopping average from 60, and only minimal fade; the brakes were very confidence inspiring. 

And if you zone out and need the Acadia to apply the brakes for you, it can do that as well, abruptly and consistently; provided you opt to add the Technology Package. 

The optional all-wheel-drive system operates as front only if you chose, or leave it in auto. You can also select Sport, Off Road, and Trailer Tow modes.  

Of course, the smaller size has taken a toll on interior space. But, you won’t really notice it much in first or second row seating. The 2nd row split bench, or Captain’s chairs, all slide fore and aft, as well as fold easily.

The third row is actually easier to get to, but noticeably tighter when you do. And, seatbelts are down from three to two. So, Acadia’s max body count drops from 8 to 7.

Maximum cargo capacity falls most of all, from 116.1 cubic-ft. to 79.0. Still all these aspects are competitive with Pilot and Highlander. 

As for how it drives, well lighter is always righter; so it certainly feels more agile. But we’d avoid the I4 unless you’re a lone wolf.

V6 Government Fuel Economy Ratings with all-wheel drive are respectable, at 18-City, 25-Highway, and 20-Combined. We averaged a good 22.1 miles-per-gallon of Regular. For a reasonable Energy Impact Score of 16.5-barrels of oil burned yearly, while emitting 7.2-tons of CO2. 

Base pricing is $1,905 lower than before, starting at $29,995. But again, that’s for the I4 and you’re going to want the V6 that will cost you at least $37,090. AWD adds 2-grand more; Acadia Denali starts at $45,845. 

The 2017 GMC Acadia is clearly better in every aspect including size. While nothing about the Acadia blew us away with excitement, there’s a lot to like about it.

Yes, the smaller size means Acadia has given up its niche of being a true full-size truckin’ SUV alternative. And, only time will tell if the “going along to get along” strategy will work. But, for now, we think the Acadia will deliver more, from less, for more of you. 

Specifications

  • Engine: 3.6 liter
  • Horsepower: 310
  • Torque: 271 lb-ft.
  • 0-60 mph: 6.8 seconds
  • 1/4 mile: 15.4 seconds @ 92 mph
  • EPA: 18 mpg city / 25 mpg highway
  • Energy Impact: 16.5 barrels of oil/yr
  • CO2 Emissions: 7.2 tons/yr
2024 Lexus TX 2

2024 Lexus TX

Built To Please Luxury-Minded American Families On The Move

Episode 4328
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Lexus sells SUVs in just about every shape and size, but until now has never had a true large three-row family-style crossover in their lineup. Well, the new TX is just that. So, let’s find out if the seventh SUV to enter the Lexus brand is also able to usher in a new era of big-family luxury.

Lexus has been in the SUV game longer than most luxury brands, but the all-new 2024 Lexus TX is their first purpose-built, large three-row crossover utility. Looking equal parts enormous and luxurious outside, it’s a big jump up from the no longer available RX350L, as far as space inside front to back, but especially in the third row when it comes to legroom, but also in flexibility and ease of use compared to their other current three-row offering, the truck-based LX600.

The TX’s 20.2 cubic-feet of space behind that third row is a real bonus too. That space expands to 57.4 cubic-feet when you fold the second-row seatbacks, with a 97.0 cubic-foot max with all seats stored and folded. And of course, there are charging ports just about everywhere you look inside, ensuring families are as connected as they are comfortable. And it is a very comfortable family hauler with seating arrangements for either six or seven passengers.

2024 Lexus TX 3/4 Front
2024 Lexus TX Dead Front
2024 Lexus TX Profile
2024 Lexus TX Taillight
2024 Lexus TX Dead Rear
2024 Lexus TX Grille
2024 Lexus TX Wheel
2024 Lexus TX Gas Engine
2024 Lexus TX 3/4 Front2024 Lexus TX Dead Front2024 Lexus TX Profile2024 Lexus TX Taillight2024 Lexus TX Dead Rear2024 Lexus TX Grille2024 Lexus TX Wheel2024 Lexus TX Gas Engine

It’s easy to make things bigger inside, much more difficult if you’re Lexus to make them vastly better. And while the TX interior is very nice, it’s not as big of an upgrade from platform mate Toyota Grand Highlander as we expected. Though considering our Premium trim tester is just one step up from base, there’s lots of standard content, but also a lot going on when it comes to controls and touch-sensitive surfaces. It did take some getting used to, with many dash controls looking very similar, and the steering wheel controls being somewhat temperamental.

There are plenty of choices when it comes to the powertrain. Standard is this 2.4-liter I4 turbo in the TX350 rated at 275 horsepower and 317 lb-ft of torque. It works with an eight-speed automatic transmission and comes in front- or all-wheel drive. An available 500h adds hybrid assistance to that 2.4-liter, and at the top of the lineup is Lexus’ first-ever V6-based plug-in hybrid, the 550h+, which packs 301-total horsepower and delivers 33-miles of EV range. Both hybrids are all-wheel drive, and all TXs are rated to tow 5,000-lbs.

There are charging ports just about everywhere you look inside, ensuring families are as connected as they are comfortable.

Our all-wheel drive 350 had a nice little jolt of power for getting a nice little jump off the line at our Mason Dixon test track, and then after a slight pause, power began pouring on in full force, ushering us to 60 in 7.5 seconds. The engine was plenty willing to keep dealing out the power, but the ultra-smooth automatic shifts were a tad sluggish, creating a noticeable drop-off in momentum as we worked our way down the track. Still, a 15.6-second 92 miles-per-hour quarter-mile is quite acceptable for a family hauler.

The TX is almost 17-feet long, but it sure doesn’t feel that big when you’re driving it around, and it scooted thorough our slalom course with the ease of a vehicle half that size. Its predictable nature allowed us to easily manage its luxury-minded steering feel and carry quite a bit of speed through the cones. While the TX shares the same basic suspension design as the Grand Highlander, tuning is unique.

2024 Lexus TX Dashboard
2024 Lexus TX Shifter
2024 Lexus TX Front Seats
2024 Lexus TX Second Row Seats
2024 Lexus TX Third Row Seats
2024 Lexus TX Cargo Area Behind Third Row
2024 Lexus TX Full Cargo
2024 Lexus TX Door Handle
2024 Lexus TX Sunroof
2024 Lexus TX Dashboard2024 Lexus TX Shifter2024 Lexus TX Front Seats2024 Lexus TX Second Row Seats2024 Lexus TX Third Row Seats2024 Lexus TX Cargo Area Behind Third Row2024 Lexus TX Full Cargo2024 Lexus TX Door Handle2024 Lexus TX Sunroof

Government Fuel Economy Ratings are 20-City, 26-Highway and 23-Combined; we averaged a great 25.3 miles-per-gallon of Premium, and it only goes up from there with either of the two available hybrids.

Pricing starts reasonably for a luxury SUV with the TX350 beginning at $55,050 and all-wheel drive a $1,600 option, but things can escalate quickly from there.

While not their first three-row utility, the 2024 Lexus TX is their first dedicated three-row platform aimed squarely at the heart of the American market. Clearly, they’ve hit a bullseye, as it makes us want to pack up the family and hit the road. But this is also the first Lexus to be built in Indiana.

While most of the car business seems to revolve around novelty, wow-factor, and gadgetry these days, Lexus continues to deliver quality, calm, and comfort, all while keeping the luxury experience remarkably attainable.

Specifications

As Tested

  • Engine: 2.4-liter I4 turbo
  • Horsepower: 275
  • 0-60 mph: 7.5 seconds
  • EPA: 20 City | 26 Highway | 23 Combined
  • Transmission: 8-speed automatic
  • Torque: 317 lb-ft
  • 1/4 Mile: 15.6 seconds at 92 mph
  • MW Fuel Economy: 25.3 mpg (Premium)