So how does it nevertheless manage to stand out from its rivals, this Acadia? First by its packaging, which adopts the “truck” image that GMC has conveyed for ages. Its rectangular grille with bold lines supported by wide fenders and a domed bonnet supports this facet. The side plan is a little more conventional, which could recall the station wagons of yesteryear with its cantilevered rear part. The angular wheel arches seem to refer to the second generation of GMC Jimmys from the 1970s. There is little to say about the rear, apart from the treatment of the lights which is undeniably reminiscent of that of the Yukon with a presence concentrated on the rear fenders that slightly overhang the tailgate. Note the large glass surface which greatly helps with visibility.

There is good and obviously not so good in this interior, the wrinkles of which become rather apparent from the first contact. We detect a rather uneven assembly quality in certain places and hard plastics clearly too present under the lower line of the dashboard. This Acadia remains, despite these observations, a very well designed vehicle for family use. Of course, the two seats in the last row are there mainly for emergency purposes, but once lowered, their backrests provide access to 1180 L of cargo. The front and central seats provide plenty of space at all measuring points. There is also plenty of storage space and plenty of space. Finally, note a simple and very effective design of the control pod which houses buttons controlling the transmission.

The mechanical menu of this Acadia is composed of two engines used in many models of the GM family: a 2.0L turbocharged four-cylinder (228 hp) and an optional 3.6L V6 (310 hp). Barely $545 separates these two engines, which makes the V6 truly essential due to its greater flexibility and its much more pleasant hushed temperament. It’s an excellent engine backed up by a generally smooth nine-speed transmission, but marked by a response delay that’s a little too present in recovery. The consumption observed during the test was 9.6 L, which does not make it shine, especially against a hybrid Toyota Highlander, but which puts it in the average of the competition with V6 mechanics.

The Acadia never aspired to be a dancing partner to brighten up your sunny Sundays on your favorite road. Its intentions are clear: to isolate the occupants as best as possible from the roughness of the bituminous coverings as well as from outside noise. It succeeds very well in this mission, making long journeys less exhausting thanks to impeccable heading stability. The steering is also rather precise and correctly firm without being truly communicative. The body movements are certainly pronounced in turns, the result of a relaxed adjustment of the damping. The adjustment could be slightly tightened on the rear axle, which tends to exhibit secondary movements after negotiating bumps after a good compression phase at the bottom of the hill. Moreover, everything is very predictable, comfort food on four wheels, in short.

Without being state-of-the-art in terms of the techno aspect of its offering, this Acadia offers the essentials while offering several cleverly placed physical keys. Its previous vintage multimedia system is easy to approach and is supported by a readable display, if not as well defined as with certain rivals. The instrumentation mixes physical needles with digital with a good dosage. Note the presence of Apple CarPlay and Android Auto wireless as standard as well as inductive charging accessible on the console using a very well designed rubberized open compartment. GMC would, however, benefit from integrating adaptive cruise control into the standard equipment, which is reserved for the Denali model, the most expensive in addition.

Due to a certain immobility in its development, the Acadia will never be able to compete on equal terms with many much more contemporary rivals in their performance and their equipment. Our test longer than usual, however, allowed us to appreciate its overall qualities, making it relevant on part of its proposal. Its V6, an endangered species, is lively and quiet, and the ride remains refined and coated by good soundproofing. However, its construction would need to be more serious, while many gaps were present in the passenger compartment around certain moldings. If you stick to the SLE version without overfilling the notebook with options, the Acadia offers a rather competitive price that can partly excuse these mistakes. Besides that, there is better elsewhere.

If you opt for the V6, the Acadia can tow up to 1814 kg (4000 lb), which is good, but less than the 1588 kg (5000 lb) of several rivals, including the Korean Hyundai Palisade and Kia Telluride.

Without really adopting the Lotus philosophy instilled by his father, Colin Chapman, the current generation of the Acadia marked a turning point as it shaved 318 kg off the weight of the previous vintage by reducing its dimensions. The opposite of the current movement.

The crossover comes standard with all-wheel drive. A central dial allows you to select certain modes, including two-wheel drive, a rather unnecessary configuration.

The AT4 version is offered for light off-roading with tires specific to this mandate and optimized all-wheel drive with multiple clutches.

Without being a recent technological advance, the rear mirror that can project the image of a camera is a very practical piece of equipment when our rear vision is obstructed in the passenger compartment. However, it is reserved for the Denali version.