2024 GMC Acadia

2024 marks the launch of the fully redesigned third-generation Acadia; GM replaced the outgoing 2.0T / 3.6L V6 lineup with a single new 2.5L turbo I4 (LK0) rated at 328 hp @ 5,500 rpm across every trim. Denali gets no power upgrade — the same output is shared with the platform-mate 2024 Chevrolet Traverse.

Peak torque of 326 lb-ft @ 3,000–4,000 rpm is identical across every 2024 Acadia trim and drivetrain — no alternate engine is offered on the redesigned SUV. Mid-band for the SUV segment and a meaningful step up in low-end grunt over the outgoing V6's ~271 lb-ft.

Instrumented tests of the platform-mate 2024 Chevrolet Traverse with the same 2.5T + 8-speed drivetrain place 0–60 mph in the ~6.9–7.2 s range; the 2024 Acadia's near-identical curb weight and identical tune produce a comparable figure. No Acadia-specific instrumented test cited in this scoring pass — confidence held to MEDIUM.

Launch reviews of the redesigned 2024 Acadia praise the new 2.5T as noticeably punchier off the line than the outgoing 3.6L V6 thanks to 326 lb-ft available from ~3,000 rpm, but the 4-cylinder character shows on sustained highway grades and full-throttle merges where it becomes coarse and vocal in a way a V6 rival (Explorer, Grand Highlander) would not. Mid-band overall.

GM's Hydra-Matic 8L45 8-speed automatic is paired with the 2.5T across every 2024 Acadia trim; launch reviews describe shifts as smooth in normal driving with occasional slow downshifts when calling for kickdown passing power. Competent but a notch below the ZF-derived 8/10-speeds in class leaders.

The redesigned 2024 Acadia carries a 5,000 lb max tow rating when equipped with the available Trailering Package — a 1,000 lb gain over the outgoing second-generation Acadia's 4,000 lb limit and enough for a mid-sized boat, small camper, or car hauler. Mid-pack for a mainstream 3-row mid-size SUV.

For 2024, AWD is optional on the Elevation base trim and standard on both AT4 and Denali, so it's widely available across the range. System is a conventional single-speed AWD with drive modes but no low range and no dedicated torque-vectoring rear axle — good coverage places this above segment average, hardware sophistication keeps it short of the 80+ band.

The relaunched-for-2024 AT4 trim gives the Acadia a legitimate light-duty off-road identity that most 3-row mid-size SUV rivals lack: ~1 in additional ride height (~8.9 in), all-terrain tires, off-road drive mode, hill-descent control, standard AWD and red recovery hooks with additional underbody protection. Not a serious rock crawler (no lockers, no low range, ground clearance still modest), so it sits mid-band above Traverse/Pilot but well below TrailSport/TRD Pro/Wrangler-class hardware.

The redesigned 2024 Acadia is offered with a single 2.5L turbo I4; there is no hybrid, no PHEV and no EV variant, and the outgoing V6 has been dropped. Take-it-or-leave-it powertrain places this near the bottom of the segment as hybrid mid-size 3-rows (Toyota Grand Highlander Hybrid Max, Kia Sorento Hybrid, Mazda CX-90 PHEV) proliferate.

EPA combined figure for the volume 2024 Acadia Elevation AWD with the standard 2.5L LK0 turbo I4 (328 hp) and 8-speed automatic — the only powertrain offered on the redesigned third-generation Acadia at its 2024 launch. Poor for a mid-size three-row SUV segment where hybrid rivals (Toyota Grand Highlander Hybrid, Kia Sorento Hybrid) top 30+ MPG combined.

EPA city figure for 2024 Acadia AWD with 2.5L turbo I4. Well below segment leaders because the launch-year redesigned Acadia has no hybrid, PHEV or EV option to lift low-speed efficiency on a ~4,700-lb three-row body.

EPA highway figure for 2024 Acadia AWD with the launch 2.5L turbo I4 and 8-speed automatic. Middling for a mid-size SUV — non-hybrid V6 and turbo-4 competitors sit in the 24–29 MPG hwy range; hybrid three-rows push past 34 MPG hwy.

22.4-gallon fuel tank × 22 MPG combined yields ~493 miles of combined range on the volume Elevation AWD trim; ~583 mi at 26 MPG hwy. Solid for the segment despite mediocre MPG because GMC sized the tank for the outgoing V6 and carried it into the 2024 turbo-4 launch.

EPA estimated annual fuel cost for the AWD volume config with 22 MPG combined on regular unleaded — roughly $500–700 more per year than segment hybrids (Toyota Grand Highlander Hybrid ≈ $1,950/yr). FWD trims come in around $2,550/yr.

The 2.5L LK0 turbocharged four is designed to run on regular unleaded (87 octane) — GMC does not require or recommend premium, unusual for a turbo engine in a premium-positioned SUV. No diesel or E85 complications, and there is no charging infrastructure to worry about.

The launch-year 2024 GMC Acadia (third-generation redesign) received a 4-star NHTSA overall rating on the AWD configuration, with strong side-impact performance but a rollover score held back by the taller, heavier three-row body. The Acadia and its Chevrolet Traverse platform mate share the same crash-test results for 2024.

The launch-year 2024 Acadia was not named an IIHS Top Safety Pick. Platform-sibling testing (2024 Chevrolet Traverse) returned mixed results on the updated moderate overlap front and updated side impact 2.0 tests, and headlight ratings vary meaningfully by trim — not enough to reach TSP/TSP+ status.

'GMC Pro Safety' is standard on every 2024 Acadia trim (Elevation, AT4, Denali) and includes Automatic Emergency Braking, Forward Collision Alert, Front Pedestrian Braking, Lane Keep Assist with Lane Departure Warning, Following Distance Indicator, IntelliBeam auto high beams, and Rear Vision Camera. However, Blind Zone Steering Assist, Rear Cross Traffic Alert, and Adaptive Cruise Control are bundled in 'GMC Pro Safety Plus' — standard on AT4/Denali but not on the base Elevation trim.

GM's shared front automatic braking with pedestrian detection is competent in daytime testing on this platform family; nighttime pedestrian detection is a weak spot on the GM three-row SUV lineup that carries into the 2024 Acadia. No standalone IIHS front crash prevention rating for the 2024 Acadia at time of scoring.

Blind Zone Steering Assist and Rear Cross Traffic Alert are alert-with-intervention on the 2024 Acadia and standard on AT4 and Denali via GMC Pro Safety Plus, but the base Elevation trim requires an optional package to get them — keeps this out of the standard-across-the-line band.

Standard Lane Keep Assist with Lane Departure Warning is functional but corrective rather than a smooth centering system; true hands-on lane centering is available only when Super Cruise is fitted (Denali). Launch reviews describe the base LKA as adequate with occasional pingy interventions typical of GM's shared implementation.

Full-speed-range Adaptive Cruise Control with stop-and-go is included in GMC Pro Safety Plus — standard on AT4 and Denali, not standard on the base Elevation — and behaves smoothly per launch platform reviews. On Denali equipped with Super Cruise, the highway assist experience is class-leading; the missing standard status on the base trim caps the score.

Super Cruise is optionally available on the 2024 Acadia Denali, one of the most mature hands-free highway systems on the market with automatic lane change, driver attention monitoring, and (at launch of the redesigned Acadia in 2024) roughly 400,000+ miles of compatible divided-highway coverage across North America. Availability limited to the top trim caps the score just below the mid-80s; slightly less mature coverage than the 2025 carryover keeps it a hair below the following model year.

Full LED headlamps with IntelliBeam automatic high beams are standard on every 2024 Acadia trim, but platform-sibling IIHS testing has rated some 2024 Traverse/Acadia headlight configurations only Acceptable, and adaptive/curve-following behavior is limited to upper trims.

The much larger third-generation Acadia body (10+ inches longer than the outgoing gen) gives a commanding seating position with decent forward and side sightlines but thick D-pillars limit rear-quarter visibility. Rear Vision Camera is standard on all trims; HD Surround Vision (360-degree camera) is included on AT4/Denali and partially compensates.

The redesigned 2024 Acadia's substantially larger cabin gives wide second-row door openings and easily accessed outboard LATCH anchors; the standard second-row 60/40 bench seats three across, and available second-row captain's chairs (AT4/Denali) trade a middle seat for easier third-row access. Third-row LATCH is limited, as is typical for the segment.

The all-new 2024 Acadia launched as a larger three-row mid-size SUV; Elevation, AT4, and Denali all come standard with second-row captain's chairs (7-passenger), with an 8-passenger bench available on Elevation.

GMC-published dimension for the all-new 2024 Acadia platform; volume trim commonly optioned with panoramic sunroof, which trims headroom slightly.

Front legroom expanded significantly on the all-new 2024 Acadia to a class-leading 44.5 in.

Second row grew substantially on the redesigned 2024 Acadia; 40.0 in of headroom is at the top of the mid-size SUV segment.

The 2024 redesign added notable second-row legroom; 39.7 in is competitive with Palisade/Telluride and comfortable for adults.

Redesigned Acadia's third row is a big step up over the prior generation — 29.8 in of 3rd-row legroom and 38.3 in of headroom make it usable for teens and short-trip adults, though rivals like Grand Highlander and Traverse (33.5 in) still lead. Access via power-fold-and-tumble 2nd row is straightforward, and third-row USB-C ports and cupholders are included.

Volume behind the second row with the third row folded; the 2024 redesign more than doubled behind-3rd-row cargo versus the outgoing smaller Acadia.

With both rear rows folded flat the all-new 2024 Acadia offers 97.5 cu ft — near the top of the mid-size 3-row SUV segment.

Large center console with dual-tier storage, generous door bins, and a large glove box; 12 USB-C ports across three rows, wireless charging pad on higher trims, and a 110V household outlet on AT4/Denali. Denali adds a heated/cooled storage bin. Competitive but no standout innovation like Ford's Pro Power or Kia's under-floor bins.

Redesigned front seats are widely praised as supportive and long-haul comfortable, especially on Denali (16-way power, massage). Volume Elevation trim gets 8-way power driver / 4-way passenger in cloth-and-leatherette; first-year reviewers rate them competitive with Pilot and Palisade but a small step below the most comfortable Grand Highlander configurations. Second-row captain's chairs are comfortable with recline.

Composed, well-damped ride on the all-new 2024 Acadia; Denali gains adaptive dampers reviewers describe as plush without float, and AT4's off-road tuning with 18-inch all-terrain tires adds compliance. Base Elevation on passive suspension is firmer but still comfortable, and the larger footprint helps highway stability. A few first-year reviews noted occasional secondary-ride harshness over sharp expansion joints.

Acoustic-laminated windshield standard, additional acoustic front side glass on higher trims, plus active noise cancellation help suppress wind and road noise on the redesigned platform. The new 2.5L turbo four is subdued at cruise but audibly gruff under hard acceleration — a small demerit versus V6/hybrid rivals — and a few early 2024 reviews flagged more road roar on coarse pavement than expected.

Heated front seats and heated steering wheel standard from Elevation; tri-zone automatic climate standard. AT4 and Denali add ventilated front seats and heated second-row outboard seats, and Denali includes 16-way massaging front seats plus a heated/cooled center console bin. Remote start standard across the range.

The 2024 GMC Acadia — launch year of the redesigned third-generation 3-row midsize SUV on GM's C1 platform — opens at $43,790 including destination for Elevation FWD. Represents a ~$6k jump over the outgoing 2023 SLE and lands mid-band for the SUV segment, materially above the mechanically-adjacent 2024 Chevrolet Traverse (~$39,000).

Elevation AWD is the highest-volume 2024 Acadia configuration; a typically-equipped example lands in the mid-$47k range, with the popular AT4 mix pushing the practical average toward $50k. Sits above the SUV volume-price band midpoint, reflecting GMC's premium positioning above Traverse and the redesigned model's price hike over the outgoing 2023 Acadia.

Estimated from Edmunds/CarEdge class data for premium 3-row midsize SUVs, with a small first-year-of-generation premium: the 2024 Acadia introduces the new C1 platform and 2.5L turbo I4 (LK0), and launch-year GM redesigns historically see more service visits than steady-state years. Above the naturally aspirated V6 peers, below luxury 3-rows and full-size body-on-frame SUVs.

GM midsize 3-row SUVs typically retain 42–48% of MSRP over 5 years per KBB/ALG residual projections. As the launch year of an all-new generation with a materially higher MSRP than the outgoing 2023, the 2024 Acadia carries a slight first-year-of-generation depreciation penalty — well behind Toyota Highlander/Grand Highlander and Kia Telluride, but close to Ford Explorer and Nissan Pathfinder.

GM's segment-floor 3/36 basic coverage — no premium-brand advantage despite the Acadia's Denali-heavy positioning. Trails Hyundai/Kia (5/60), Genesis (5/60), and Mitsubishi materially.

Standard 5/60 powertrain coverage — sits at the industry floor alongside Ford, well behind Hyundai/Kia (10/100) and Mitsubishi (10/100), and below the 6/70 Lincoln offers in the near-luxury 3-row space.

Standard GMC package: one complimentary first-visit maintenance (oil change / tire rotation / inspection), 5-year/60,000-mile OnStar Guardian Safety Suite (crash response, roadside), 3-year/36,000-mile courtesy transportation, and 3-month OnStar Premium + Connected Services trials. Thin vs Toyota (2 yr ToyotaCare) and BMW (3 yr scheduled), but above brands offering nothing.

$47,395 volume-trim price minus its estimated resale value after 5 years (45% retained, or about $21,328) leaves about $26,067 in depreciation. Add the projected $6,100 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $32,167 in total.

2024 is the launch year of the all-new 3rd-gen Acadia on a redesigned platform with a new 2.5L turbo I4, and Consumer Reports gave it a bottom-tier 1/5 predicted reliability score. First-year models of a full redesign carry the most risk; both CR and J.D. Power signals sit well below segment average.

GMC lands in the lower-middle third of recent Consumer Reports brand-reliability rankings and near industry average in J.D. Power VDS (PP100). Mid-pack — not bottom-third, but well short of top-5 dependability leaders like Toyota/Lexus.

As the launch year of the redesigned Acadia, MY2024 accumulated multiple NHTSA recalls — software (infotainment/module reflashes), seat-belt/restraint components, and other early-build items typical of a first-year redesign. Nothing systemic to powertrain, brakes, or fire risk, but recall volume is above the segment's best-in-class and above later MYs.

The LK0 2.5L turbo I4 (328 hp / 326 lb-ft) debuted for MY2024 in the redesigned Traverse/Acadia and has zero long-term fleet data — it works hard hauling a ~4,900 lb three-row SUV. The paired Hydra-Matic 8-speed derives from GM's 8L-series family but in a high-torque new application. Unproven high-output turbo-4 in a big crossover is a genuine risk factor.

The volume Denali trim earned strong reviewer praise at launch for material richness — 15-inch center display, 11-inch cluster, real wood/aluminum trim, quilted leather. Materials read class-leading among non-luxury mid-size three-rows and comparable to entry-luxury cabins at a lower price. Lower Elevation/AT4 trims are less lavish but still solid.

Launch-year build of the redesigned Acadia drew a wider-than-typical spread of quality complaints — panel/trim alignment quirks, infotainment software glitches, and NVH issues appear in early reviewer and owner notes as the Lansing Delta Township plant ramped the new platform. Not disastrous but softer than a mature model.

GMC vehicles are sold and serviced through the extensive Buick-GMC dealer channel — one of the densest US networks with roughly 1,900+ US points. Service satisfaction runs around industry average per J.D. Power CSI; not top-tier for service experience but reliably available almost everywhere.

GM parts distribution is broad and 2024 Acadia shares its platform with the redesigned Traverse and 2025 Buick Enclave, but as the launch year the parts pipeline was still filling and aftermarket support was minimal. Repair costs on the new 2.5T turbo I4 trend above legacy naturally-aspirated V6 baselines.

The all-new 3rd-gen 2024 Acadia adopts a 15-inch portrait center touchscreen as standard equipment across the entire lineup, giving even the base Elevation the same screen hardware as the Denali. That is one of the largest standard displays in the mainstream mid-size SUV segment.

GM's Google Built-In stack on the 15-inch portrait display is fast, modern, and generally well reviewed for graphics quality, snappy menu response, and Google Maps/Assistant integration. Downsides: climate and some frequently used functions live in on-screen tiles at the bottom of the screen (rotary volume/tuning remain physical), and the sheer size can be a distraction. Solid, above segment average — not category-leading like Hyundai/Kia dual-12.3 setups or class-best luxury systems.

Both Wireless Apple CarPlay and Wireless Android Auto are standard on every 2024 Acadia trim — a full reversal of GM's short-lived plan to drop phone projection on some EVs. No dongles, no upper-trim gating.

Google Built-In brings Google Assistant natural-language voice and native Google Maps (with real-time traffic and points of interest) directly into the head unit — no phone required. Widely regarded as one of the best voice/nav stacks in the industry when the included data trial is active; the 8-year Google service trial with the vehicle mitigates cost.

A 12-speaker Bose premium audio system is standard on Denali and available on lower trims; base Elevation gets a 6-speaker standard system that reviewers call adequate but unremarkable. The Bose setup is a clear step up but not on the level of luxury-branded Bowers & Wilkins or top Bang & Olufsen options.

An 11-inch reconfigurable digital driver information display is standard across the 2024 Acadia lineup — including the base Elevation — with crisp graphics and configurable layouts. Being fully digital and standard-fit puts it near the top of the segment; only a couple of gauge layouts are offered.

Built on GM's Vehicle Intelligence Platform (VIP) with Ultifi software, the 2024 Acadia supports over-the-air updates for infotainment, driver assistance, and other vehicle modules — beyond just maps. GM has pushed multiple OTA feature/fix updates to VIP vehicles, though the cadence and scope trail Tesla/Rivian.

The myGMC app with OnStar Remote Access supports remote start, lock/unlock, vehicle status, and vehicle locator, and works reliably. Most premium remote functions and services move behind an OnStar subscription after the trial ends, and there is no smartphone-as-key on the 2024 Acadia — both drag the score below segment leaders like Hyundai/Kia and Ford.

Multiple USB-C charging/data ports across all three rows and a wireless phone charger (standard on AT4/Denali, available on Elevation) cover most needs. No 120V household outlet is offered on the 2024 Acadia, which keeps it just below the best-equipped mid-size SUVs.

Keyless Open (passive entry), push-button start, and remote start are standard across the 2024 Acadia lineup, and a hands-free power liftgate is standard on AT4 and Denali (available on Elevation). No smartphone-as-key option keeps the score out of the top tier.

HD rear-vision camera plus front and rear park assist are standard, and an HD Surround Vision 360-degree camera system is standard on AT4/Denali (available on Elevation). Image quality on the 15-inch display is very good. Automated parking is not part of the current package.

A color head-up display is offered only on the top-of-the-line Denali (and not on Elevation or AT4 as of 2024), limiting availability on the volume trim. When equipped it is informative and configurable, but the trim-gating keeps this out of the higher scoring band.

All-new 3rd-gen Acadia debuted for 2024 with wide 2nd-row door openings, standard 7-passenger seating (8 with optional 2nd-row bench), LATCH on outboard 2nd-row positions, and a genuinely usable 3rd row (29.8 in legroom, 38.3 in headroom) for kids and short trips. 23.0 cu ft behind the 3rd row swallows a stroller plus grocery run. Hands-free power liftgate is standard AT4/Denali but optional on the volume Elevation trim, which trims some family convenience.

NHTSA rates the 2024 Acadia 4 stars overall (5 side, 4 front, 4 rollover) — one star short of the segment-best 5-star rating families expect. IIHS gives the 2024 Acadia an Acceptable overall crash rating with Marginal headlights that keep it off the Top Safety Pick list. Standard GMC Pro Safety covers AEB, FCW, pedestrian braking, LKA/LDW, IntelliBeam and rear-seat reminder on Elevation, but blind-spot monitoring, rear cross-traffic alert, and adaptive cruise control require the Pro Safety Plus package (standard AT4/Denali; optional on Elevation) — key features cost extra at the family-friendly price point.

The 2024 redesign transformed the Acadia into a real three-row road tripper: class-leading 44.5 in front legroom, 39.7 in 2nd-row legroom, 40.0 in 2nd-row headroom, tri-zone automatic climate standard, USB-C ports across all three rows, and 57.3 cu ft cargo behind row 2 for luggage. Acoustic-laminated windshield standard for a quiet cruise. Ceiling is capped by the modest 3rd-row legroom for adults on very long trips and by rear-seat entertainment/heated 2nd-row being optional on higher trims only.

New 2.5L turbo I4 with 326 lb-ft is smooth in stop-and-go traffic and the 8L45 8-speed shifts unobtrusively in cruise; standard driver aids ease commuting. Countering that, the redesigned Acadia grew to ~204 in long with a wide turning circle that makes it feel big in traffic, the 2.5T turns coarse under hard load, and adaptive cruise control isn't standard on the volume Elevation trim — Super Cruise hands-free is Denali-only. Fine daily manners with real annoyances, not effortless.

EPA-rated 19/24/21 mpg AWD (23 combined FWD) yields ~$2,750/year fuel cost per fueleconomy.gov — well behind hybrid mid-size 3-row rivals (Toyota Grand Highlander Hybrid ~$1,950/yr, Kia Sorento Hybrid similar). Insurance ~$1,950/year is mid-pack. Positive: regular unleaded despite the turbo. Negative: no hybrid, PHEV or EV option in the lineup at all, so commuters can't opt into segment-leading efficiency at any trim, and the launch-year tune is a tick worse than the retuned 2025 (22 combined AWD).

Redesigned Acadia grew ~10.6 in over the outgoing 2nd-gen to ~204 in overall length with a ~40 ft turning circle — noticeably bigger than compact/mid rivals but still smaller than a Yukon. HD Rear Vision Camera is standard on every trim, but 360-degree HD Surround Vision and front/rear park assist are locked to AT4/Denali; base Elevation buyers park with only rear camera help. Manageable with camera help but oversized for tight urban settings.

5,000 lb max tow with the available Trailering Package (up from 4,000 lb on the outgoing gen) covers small campers, most family boats, and utility trailers; 326 lb-ft turbo torque handles hitched merges but the 2.5T revs hard under sustained load and has no HD alternative. 97.5 cu ft max cargo is genuinely useful enclosed space, but there's no bed, no dual-rear-wheel option, and no Super Duty ceiling — this is a light-to-moderate work vehicle, not a serious work tool.

New 2.5L LK0 turbo I4 debuted for MY2024 with zero field durability history, and Consumer Reports assigned the redesigned Acadia a 1/5 predicted reliability score for its launch year. Hydra-Matic 8L45 8-speed has some service history from other GM applications but this high-torque three-row application is brand new. Denali-heavy trim mix skews toward premium surfaces (leather, wood, quilted trim) that don't wear well under jobsite abuse — no fleet package, no vinyl-floor option like a Tahoe SSV. First-year risk penalty applies.

120V household outlet is available on AT4 and Denali (not standard fleet-wide), multiple USB-C ports across three rows handle tool/device charging, and standard roof rails plus available Class III hitch with integrated brake controller cover the basics. No dedicated cargo tie-down rail system, no wipe-down interior option, and no upfit ecosystem like the Sierra pickups or full-size Yukon (which gets the Multi-Pro Tailgate). Basic work provisions only.

22.4-gallon fuel tank × 21 mpg combined AWD delivers ~470 miles of range (~538 mi at 24 hwy) — solid for the segment despite mediocre MPG, because GMC kept the tank sized for the outgoing V6. Denali adds 16-way massaging front seats and adaptive dampers, acoustic-laminated windshield is standard for a quiet cruise, and Super Cruise (Denali only) covers 400,000+ mi of compatible North American highways with hands-free operation in the 2024 launch build. Volume Elevation trim lacks massage seats and Super Cruise, which caps the score.

The AT4 trim gives the Acadia a legitimate light off-road identity that most mid-size 3-row rivals (Traverse, Pilot, Highlander) lack — ~8.9 in ride height, all-terrain tires, off-road drive mode, hill-descent control, standard twin-clutch Active Torque Control AWD, red recovery hooks and front/underbody skid plates. 5,000 lb tow rating hauls small campers/toys, standard roof rails accept bike/kayak/box accessories, and 120V outlet is available for campsite power. AWD is single-speed with no low range or lockers and ground clearance is modest for serious rock work — well short of Wrangler/4Runner/TrailSport hardware.

97.5 cu ft max cargo (both rear rows folded) is near the top of the mid-size 3-row segment; 57.3 cu ft behind row 2 and 23.0 cu ft behind row 3 with all seats up. Second-row 60/40 bench (Elevation) or fold-and-tumble captain's chairs (AT4/Denali) give flexibility, standard roof rails accept accessories, available Class III hitch, underfloor cargo storage under the load floor, and hands-free power liftgate on AT4/Denali. Falls short of the Yukon's unique Multi-Pro Tailgate but strong overall flexibility for the segment.

The all-new 2024 Acadia moves to GM's C1 architecture (shared with the redesigned Chevrolet Traverse) with a much longer 121-in wheelbase and independent rear suspension; body control is composed and predictable for a ~4,600-lb three-row, and Denali's available adaptive suspension (Continuous Damping Control) reins in secondary motions well. Front-drive-biased AWD without torque vectoring and passive dampers on Elevation/AT4 cap ultimate agility; first-year reviewers describe secure, unremarkable handling on par with Explorer and Pathfinder but a step below the more driver-focused Mazda CX-90.

Variable-effort electric power steering is accurate and appropriately weighted around town but delivers little on-center feedback at highway speed — a persistent trait of GM's SUV EPS calibration. Precise enough for daily use, uninspiring for enthusiast driving.

Four-wheel ventilated discs sized for the heavier redesigned platform deliver a firm, easy-to-modulate pedal with no fade complaints in first-year reviews; instrumented 60–0 mph stops for the platform-mate 2024 Traverse fall in the low-130s ft range — average for a ~4,600-lb mid-size three-row. No brake-by-wire or regenerative blending on this non-electrified drivetrain.

The new 2.5L LK0 turbo I4 delivers 326 lb-ft of torque from ~3,000 rpm, so midrange response is strong, but there is noticeable turbo lag off idle and the 8-speed 8L45 automatic occasionally hesitates during passing-power kickdown. Auto stop/start restarts are smooth. Calibration is workmanlike — a clear step down in polish from a well-sorted V6 or a torque-rich hybrid rival.

Standard acoustic-laminated windshield and active noise cancellation keep the 2.5T subdued at cruise, but the four-cylinder becomes coarse and audibly gruff above ~4,000 rpm on highway merges and grade climbs — a small demerit versus V6 or hybrid rivals (Explorer, Grand Highlander, Palisade) whose powerplants stay quieter under load.

The redesigned 2024 Acadia grew significantly and rides on a 121-in wheelbase; its curb-to-curb turning diameter of 40.4 ft matches the platform-mate Traverse and is near the wide end of the mid-size SUV segment — a real step back from the outgoing shorter Acadia at low-speed maneuvers.

Commanding SUV seating position with good forward visibility over the squared-off hood; power tilt/telescope steering column and 8-way power driver seat standard on Elevation, 16-way power adjustment with massage on Denali fit a wide range of drivers. Redesigned dash keeps a physical volume knob and hard-key climate controls flanking the 15-in center display, and the column-mounted shifter frees console space. Thicker C-pillars limit rear-quarter visibility, offset by standard rear camera and available 360° view.

The 2024 Acadia is a comfortable, competent family cruiser — not something enthusiasts recommend for the twisty road home. Numb steering, a coarse-under-load 4-cylinder, and ~4,600 lbs of curb weight leave little to reward hard driving. The AT4 trim adds some character with its off-road hardware, but no version of the Acadia lineup is meaningfully enjoyable to hustle.

Launch-year 2024 Elevation (~$44K MSRP) came standard with a 15-inch touchscreen, 11-inch driver display, Google Built-In, wireless CarPlay/Android Auto and GM's core driver-assist suite — solid mainstream content, but Palisade SE and Telluride LX still bundle more comfort niceties (heated steering, more powered adjustments) at similar money, and some Denali-only features weren't unbundled to lower trims until later in the run.

The all-new third-gen Acadia's launch pricing jumped several thousand dollars over the outgoing model, with Denali AWD stickering above $60K — reviewers universally flagged value as the weak link, noting that Palisade/Telluride and the new Grand Highlander deliver more content and better refinement for less.

Three-trim lineup (Elevation, AT4, Denali) with FWD/AWD and 7- or 8-passenger seating covers most buyers, but no trim exists below Elevation and only one powertrain (2.5L turbo I4) is offered — no hybrid, no V6, so budget shoppers and efficiency-focused families are shut out at launch.

2024 was the third-gen launch year with a partial-year sales cadence and constrained early inventory; Acadia trailed volume leaders (Explorer, Palisade, Telluride, Grand Highlander) meaningfully, though initial retail reception was reasonable.

GMC's premium-truck-and-SUV image, reinforced by the Denali sub-brand, lifts perceived status above Chevrolet/Ford mainstream equivalents — not aspirational like a luxury badge, but a clear positive that supports satisfaction and resale.

As a fresh redesign, the 2024 Acadia saw limited factory incentives in its debut months and dealers generally held closer to MSRP on early inventory; conquest and finance offers appeared later in the model year but never approached the negotiability that opened up on 2025 leftover stock.

2024 is the debut model year of the third-generation Acadia on GM's C1 platform — brand-new sheetmetal, larger footprint, Google Built-In infotainment, available Super Cruise, and a fresh turbo-4 powertrain make it as up-to-date as anything in the mid-size 3-row segment.

Launch-year reviews were positive but middling: reviewers praised the roomier cabin, big screens, and Denali refinement, but flagged the busy ride, hard-working turbo-4, and premium pricing — the 2024 Acadia was not a NACTOY finalist or Car and Driver 10Best, and it rarely won mid-size 3-row comparison tests against Palisade, Telluride, or Grand Highlander.