The Chevy Equinox doesn’t always get a fair shake. In the world of compact crossovers and SUVs, rides like the Honda CR-V, the Ford Escape, and the Toyota RAV4 frequently upstage the Equinox — and for no good reason at all.

That claim is backed up by a recent week-long roll in the hay I had with the all-wheel drive model of the 2013 Equinox. How do I love it? Let me count the ways.

One: the Equinox is versatile. If there’s one thing we all love, it’s a switch-hitter. The Equinox is big enough to haul the stuff that drivers need to schlep around — groceries, pets, bolts of taffeta — but compact enough to navigate urban landscapes with ease.

Two: it’s cushy. The Equinox provides acres of headroom and legroom, front and back. My LTZ AWD model (which sits at the top of the range) came with stunning perforated leather seats, and the driver’s perch was adjustable nine ways to Sunday: up, down, backward, forward, lumbar, and so on. The Chevy MyLink system integrated beautifully with Pandora and Stitcher, cranking tunes and talk radio through a sweet eight-speaker sound system

Three: it’s pushy. If you need a ride that can stand up and take charge, check out the Equinox LTZ. Its optional 3.6-liter V6 provides a very respectable 182 301 hp and 172 272 ft-lbs of torque, which is more than enough to motor through traffic on your weekday commute or maneuver to a weekend getaway spot. And if you want to bring a few toys along, the Equinox can haul up to 1,500 pounds of gear.

That said, as with all potential mates, there’s room for improvement. The Equinox’s beltline (i.e. the line that runs beneath the windows, about where your belt would hit if you were standing beside the vehicle) felt oddly high. Even with the driver’s seat ratcheted all the way up, it felt as though I needed a phonebook or two under my tuchus just to survey the landscape.

Also, as great as the entertainment system was, it wasn’t the most intuitive I’ve encountered. In Chevy’s defense, though, given all the bells and whistles found on center stacks these days, that’s not entirely surprising. Heck, remember how hard it was to check email or send a text message on your old feature phone? It’ll probably take a while before someone streamlines these things. (Perhaps Siri can tidy up a bit after she arrives.)

And one other complaint: fuel economy. The Equinox’s 16/23 city/highway wasn’t the worst I’ve ever seen — not by a long shot. But if you’re a stickler for efficiency, you might instead look at one of the Ecotec four-cylinder models, which offer a much sweeter 32 mpg highway.

* * * * *

The Equinox and I had a great week together. It was like going out on a date with that guy you’ve seen for years at coffee shops and holiday parties, the one you’ve never really spoken to, even though you have scores of mutual friends. We rode around town together, and I found myself thinking, “Why haven’t I gotten to know you sooner?” As Dorothy Gale taught us, sometimes happiness is found where you least expect it: right under your nose.

2013 Chevrolet Equinox
Powertrain: 2.4-liter four-cylinder or 3.6-liter V6
Fuel economy: from 16/23 mpg city/hwy to 22/32 mpg
Base price: $32,265
As-tested price: $36,385

It’s been three months since Hurricane Isaac moseyed across southern Louisiana. I’ve repaired the damage that the slow-moving storm wreaked on my house, but Isaac’s winds also toppled a couple of trees that I’ve been unable to replace — mostly because my everyday vehicle can’t haul anything much bigger than a rosebush. Thankfully, I’m testing out the 2013 GMC Sierra Denali this week, so that’s about to change.

Size queens, take note: the Sierra is big. The crew cab is huge, with plenty of room for full-size passengers — or in my case, three friends that I’ve corralled into helping me at the nursery. It also comes with a big bed, which many larger trucks are missing nowadays. The Sierra can easily handle a dozen more more full-size plants — no need to buy twigs and wait (im)patiently for them to grow!

This particular Sierra is also flashy, as you might expect a Denali model to be. Thankfully, there’s not too much bling on the outside, since my own style is a little restrained. The tinted glass, fog lamps, and 20″ chrome aluminum wheels draw attention but not stares — a distinction that’s subtle but appreciated.

Open the door, though, and things get a bit swankier. The front leather seats are heated and cooled, so long drives are a breeze. To make that breeze literal, there’s a large power sunroof. And for tunes,  you’ll find a seriously kickin’ Bose sound system within arm’s reach.

Attached to that sound system, however, is an infotainment system that I’m a little less psyched about. On the one hand, I love that it’s clean and simple, but there’s a fine line between “simple” and “underdesigned”. Compared to the rest of the Sierra Denali, the center stack looks a tad unfinished. Ultimately, though, my quibbles are purely aesthetic: the infotainment system is intuitive and easy to operate, and really, that’s what counts.

On the road, the Sierra offers miles of smooth sailing, thanks to the powerful 6.2-liter (yes: 6.2!) V8 engine, cranking out 403 hp and 417 ft-lbs of torque. The six-speed automatic transmission shifts effortlessly as we float over bumps in the road — though if our trip were longer, we’d find ourselves pulling over a good bit thanks to the Sierra’s fuel economy: 12/18 mpg city/highway. (That said, your own fuel costs will vary, since this model can handle E85.)

Two hours and several orders of catfish later (I figure I at least owe my friends lunch), we pull up in front of my house, with several six-foot sweet olives in tow — and as if that weren’t awesome enough, they’re in bloom. One more hour, and they’re in the ground: Miller time.

With a starting price of $48,635, the GMC Sierra Denali isn’t the truck for everyone. But if you’re looking for a big vehicle to haul stuff in style, put it on your short list.

2013 Sierra Denali 1500 AWD
Powertrain: 6.2-liter V8, with 403 hp and six-speed automatic transmission
Fuel: Gasoline or E85
Fuel economy: 12/18 mpg city/hwy
Base price: $48,635
As-tested price: $53,694

I have a long history with mid-sized GMC utilities. I had a first-year four-door Jimmy back in 1993, another Jimmy in 2000, and a 360-based Envoy in 2002. All were built on a truck frame and powered by some version of a six-cylinder engine. The GMC Terrain replaced the Envoy in 2009 as a crossover vehicle based on the GM Theta platform, and while I’ve had extensive experience with the Theta-derived Cadillac SRX, I’d never actually driven the Terrain.

Until now.

The first thing that stands out about the GMC Terrain is the styling. Love it or hate it, you’re unlikely to ignore it. I think its massive, angular design theme is masculine and distinctive. It’s a Tonka truck come to life — or maybe the Brave Little Toaster as a Transformer. A massive grille with red GMC lettering, exaggerated wheel openings, and slab-sided body panels, combined with a very squarish roofline, give the Terrain a highly distinctive silhouette. Detailed headlamp assemblies and chunky chrome door handles, mirrors, and roof rails add to the look. It’s certainly a car whose design statement is unapologetic. And the market seems to like it: sales have steadily increased each year since it was introduced. No one in the parking lot will mistake it for a Lexus RX.

The styling theme continues on the inside. My test car had a jet black interior, which was just that: black leather-trimmed seats with subtle red stitching, a few silver painted accents on the dash, but otherwise an ocean of black leather, vinyl, and plastics. While some of the textures didn’t seem totally premium to me (are you listening, dash pad?), the overall effect was sleek and masculine, not overdone in any way. The seats were comfortable and supportive to boot, and having driven several of these over the years, I will say that the interior, while not luxurious, is far superior to what was offered a couple of generations back. And a shout-out for the rear seat, which benefits from the most generous rear-seat leg room I’ve experienced in a mid-sized crossover.

My Terrain was an SLE Level 2 (base price $31,260), which benefited from the long list of interior features included in the Level 2 package: tastefully stitched, leather-trimmed bucket seats, split-folding rear seat, leather-wrapped steering wheel, eight-speaker upgraded audio with Bluetooth and XM Radio, memory driver’s seat, and even front-seat heaters. Of course, the usual gaggle of power conveniences were included, too, as well as a power sunroof and a power tailgate.

The standard engine on the Terrain is a 2.4-liter four-cylinder, producing 182 hp, but our test car was equipped with the upgraded 3.0 litre DOHC V6 engine ($1500). It also came with the Cargo Package ($350), Trailering Package ($350), and GMC’s Intellilink — a seven-inch color touch screen that GMC describes as “Hands free smartphone integration with Bluetooth, streaming audio, and voice activated audio controls.” Intellilink was easy to use, and it even had Pandora Streaming audio; at $100, it’s clearly the best bargain on the entire option list. Including freight, the Terrain listed at $34,255, and the only major option missing was navigation.

Behind the wheel, I was immediately familiar with the 3.0-liter “high feature” V6 from driving the 2011 Cadillac SRX. The engine produces 264 hp and 222 lb-ft of torque, so it’s powerful without being a rocket ship. It’s paired to a six-speed automatic transmission, and EPA rated at 17 mpg city/24 mpg highway. I made a run to Orange County and back, and I got 24 on the way down, and a very satisfying 27 on the way back. In fact, my average for the week was just over 20 mpg, which I consider very acceptable.

If I had to choose one term to describe the Terrain’s overall driving experience, it would have to be “smooth”. The engine idles imperceptibly, the transmission shifts are silky, the ride is boulevard soft. The unitized platform and the four-wheel independent suspension help see to that. It’s not a performance car, nor did I enter any autocross competitions, but overall it’s a comfortable cruiser. I certainly found nothing to object to in the ride and handling department, and I was especially pleased by the amount of road feel in the steering. It wasn’t a typical Novocain feel, nor did it feel like a truck: a nice smooth balance was achieved.

All in all, I think GMC made the transition to a crossover quite nicely with the Terrain. The lowered center of gravity and improved handling and ride make for a better overall vehicle for passenger use. So, if you’re looking for a mid-size crossover that’s smooth, capable, and comfortable that won’t break the bank — something to set you apart from the Soccer Mom set — you might check out the GMC Terrain. It’s got a lot to offer.

It’s been a long time since I’ve driven anything as big or as badass as the 2012 GMC Acadia Denali.

After all, I live in New Orleans, in the middle of the Faubourg Marigny, a crowded gay ghetto full of single-family homes, double-shotgun condos, restaurants, warehouses, bars, and boutiques. Off-street parking is rare. Vehicles larger than a compact sedan are even rarer. Supersized rides like the Acadia are like unicorns, or gay-friendly Tea Partiers: nine times out of ten, a hallucination brought on by the heat.

And yet, there’s no denying that the Acadia and I had a lot of fun during our time together.

The test

Given the Acadia’s status as a full-size SUV, I wanted to take it on a special test run. A leisurely drive out to City Park wouldn’t cut the mustard; I wanted to see it in its natural habitat. So I took it to suburbia.

In fact, I went all the way to exurbia.

By sheer coincidence, I’d been meaning to venture out to Franklinton, Louisiana for weeks, hoping to pick up a special variety of bamboo that I can’t get in the city. (I missed out on the design and decorating genes, but I make up for it with a double-dose of gardening chromosomes. Don’t get between me and some aspidistra is all I’m saying.)

When I hit the causeway — the longest bridge in the world, FYI —  I knew I’d made a great decision. The weather was spectacular, and even though the Acadia’s dark interior was trimmed in ebony leather, it felt open and airy thanks to the SUV’s big windows, power sunroof, and second-row skylight.

On the other side of Lake Pontchartrain, the towns quickly faded away, and I found myself on a two-lane highway smack in the middle of BFE, en route to a nursery I’d never visited before. Thankfully, the Acadia’s touchscreen navigation system (a $1,890 add-on) was easy to use and thoroughly accurate. I’d heard horror stories about folks getting lost in that neck of the woods, but the map and voice commands led me to my destination without a hitch. (And if I had gotten lost, I could’ve always asked for help using the built-in OnStar.)

Once the third-row seats had been laid flat, the Acadia had plenty of room to stash the plants I bought. And as an added bonus, the swarthy nursery workers were highly impressed with my sweet set of wheels. In fact, long after I was ready to head back to town, they kept trying to make conversation. It was flattering for the Acadia, if not for the guy driving it (i.e. me).

Despite its XXL size and the tight parking situation in my neighborhood, I developed quite a crush on the Acadia during our week-long hook-up. Here’s a rundown of the good and the bad. (I’ll get the bad out of the way first.)

THE CONS

Size: The 2012 GMC Acadia Denali is big. If you’re a GMC fan but live in a downtown setting, you’d be better off with the Acadia’s mid-size sibling, the Terrain. It won’t be quite as intimidating, and parking will be much easier.

Engine lag: The Acadia comes with a 3.6-liter spark-ignition, direct-injection V6 that delivers 288 hp and 270 pound-feet of torque. That’s loads of power, but when punching the gas, I noticed a fair bit of lag — almost as if the engine were turbocharged. I’m not sure what was causing the problem, but it might’ve had something to do with the front-wheel-drive Acadia’s 4,720-pound weight. Heck, getting anything that heavy to go up and at ‘em is bound to take a second or two. (FYI, the AWD Acadia is even chunkier, clocking in at 4,925 pounds.)

The Denali bling: This may or may not be a legitimate “con”. After all, folks attracted to the Denali’s top-of-the-line trim package probably want a little flash for their cash. Me, I found the 20″ chrome-clad wheels a little gaudy. And the blood-red lighting on the instrument cluster wasn’t exactly my speed. However, I did like the glowing Denali logo on the door sill plates. Nice touch.

THE PROS

The ride: The independent suspension on the Acadia is amazingly smooth. You could drive over a cattle gap and not feel a thing. (In fact, I did so just to prove it.)

Handling: The Acadia is super responsive and easy to drive. It’s big, but it moves as gracefully as your Lerner Plus-sized Aunt Betty, cutting a rug at Cousin Maybelle’s wedding.

The view: Given the Acadia’s height — it’s about six feet to the top of the roof rails — you’d expect it to boast some commanding views, and it doesn’t disappoint. The view is even good going backward, thanks to a rearview camera that comes with the touchscreen navigation package I mentioned above.

Loads of room: Need to haul stuff around? The Acadia has you covered, whether you’re lugging cargo or crew. Thanks to its third-row seat, you can even take a basketball team out for dinner, and they’ll still have plenty of legroom.

Center stack: The Acadia comes with a full complement of infotainment bells and whistles, but thanks to the size of the vehicle and its center stack, it’s easy to find what you’re looking for — even at 60 miles an hour.

Luxury feel: It probably goes without saying that a vehicle starting just under $45,000 has lots of deluxe touches — touches not found on the Acadia’s non-Denali sibling, which is priced $12,000 lower. Combined, those elements create a luxurious vehicle that can easily hold its own against more expensive SUVs.

Check out the stats on the 2012 GMC Acadia Denali below, and scroll down for a few more pics

2012 GMC Acadia Denali
Pricing: From $44,660
As-tested price: $49,615 (including destination)
Fuel economy: 17 mpg city/ 24 mpg hwy
Engine: 3.6-liter  spark-ignition, direct-injection V6
Transmission: Front-wheel drive, six-speed automatic (AWD available)
Passenger capacity: seven
Comparable vehicles: Honda Pilot, Mazda CX-9, Toyota Highlander 

L’UNIVERSELLE GMC TERRAIN

By Casey Williams
In 1955, GMC created a front-drive “mini-van” it named L’Universelle for its supposed ability to carry and do almost anything. Designed as a combination of the GMC Suburban Carry-All and VW Bus, L’Universelle was a forward-thinking display of style that could have beat Chrysler to the party by 30 years. Power came from a 180-HP Pontiac V8, placed behind the driver to improve handling. Like so many cool concepts, GMC never produced the van and it passed on to automotive heaven after the Motorama season. Its spiritual successor arrives as the 2010 GMC Terrain.
Like its older and larger sibling, the Acadia, Terrain is a car-based crossover that drives like a sport sedan, but leaps poor roads and brings its haul from the home store like an SUV. Based on the German-engineered Saturn Vue architecture that also underpins the Cadillac SRX and Chevy Equinox, Terrain jumps up about four notches in style and refinement from the outbound Pontiac Torrent it replaces. Styling is based on several recent concept vehicles with deeply sculpted fender flares, chiseled front facia, and cheese grater grille with flashy chrome surround. More chrome covers the rear bumper and connects the high-mounted taillamps. Terrain looks like it could slog it out on backwoods trails then shower up for a night at the club.
Looking ready for cyberfest, interior forms follow trends set by the full-size Acadia. Two-tone seats and door inserts add flair while large red-lit analog gauges, perfect-sized steering wheel, and center console gear selector add some sport. Everything has the feel of a concept car that was designed to be practical. Rearview cameras come standard. Bluetooth connectivity, USB audio inputs (directly connects iPODs to the car’s controls), touch-screen navigation, programmable power liftgate, XM Satellite Radio, and DVD-based rear entertainment system are all available. Heated leather seats are like a warm hug on a cold winter’s night.
As a response to customers, GMC offers the Terrain with a 182-horsepower 2.4-litre four-cylinder engine that is rated 32-MPG on the highway (22-MPG city). For more oomph, drivers can choose the available direct-injected 3.0-litre V6 that generates 264 horsepower and achieves 17/25-MPG city/hwy. Four-cylinder owners will delight in GMC’s first use of Active Noise Cancellation technology, which detects sounds in the cabin and generates counteracting waves through the speakers for a nearly silent driving experience.
I’ve driven models with the four-cylinder engine, and it has plenty of guts to get on down the road, but the V6 is superb. You give up a little in fuel economy, but gain 80 much-appreciated horses. If you want to run with the big-lunged German crossovers from BMW and Mercedes, go for the V6. To conserve fossils, the four-cylinder is plenty of powerful and über efficient.
Driving the Terrain is also impressive. Steering responses, thanks to rack-and-pinion and a four-wheel independent suspension system, are swift and sure. Step on the four-wheel anti-lock disc brakes and the wagon hauls itself down from speed quickly. Optional all-wheel-drive (front-drive is standard) and electronic stability control love slick roads. Overall refinement is way above the Torrent, and much more than anybody will expect in a compact GMC crossover. This is a vehicle, like the Acadia, that changes everything you think you know about GM SUVs.
“We wanted to carve the GMC Terrain away from the pack and establish its identity as a powerful, fresh crossover SUV with a confident and strong stance,” said John Cafaro Jr., director of exterior design, Global Crossover Vehicles. “Everything about the Terrain communicates a sense of tailored toughness and passionate craftsmanship.”
Cafaro knows something about confident vehicles with passionate craftsmanship – he designed the C5 Corvette. From first glances, he and his team did a great job with GMC’s newest crossover, which competes against the Ford Edge, Toyota Highlander, Nissan Murano, and Hyundai Santa Fe. Terrain is universal in its capability to carry person and stuff great distances inside a shell that does Motorama proud.

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Joe Tralongo – 2010 GMC Acadia

A variation on my pick last year, the Acadia (and its sibling twins the Chevrolet Traverse and Buick Enclave) is still, in my view, the best family hauling CUV on the market. It offers an exceptionally roomy interior, provides usable cargo space even with the third-row seat in place and, considering its size, returns pretty reasonable fuel economy. GM’s traction and stability control systems are among the best in the industry and unique features, such as OnStar’s turn-by-turn navigation guidance and emergency response, add the peace of mind every family wants when they hit the road.

Nick Kurczewski – 2010 Ford Taurus

Like Taylor Lautner packing on 30 pounds of muscle for “New Moon,” Ford has given the Taurus a similarly strict gym regime. Pumped up with handsome new looks and bursting with power (we’re talking about the car folks!), the new Taurus is suddenly a stand-out in the crowded family car market. If you crave high-speed thrills as much as I desire Taylor’s six-pack abs, the 365-horsepower SHO is the best choice.

Casey Williams – 2010 Subaru Tribeca

While the first-generation Tribeca’s “screaming vagina” grille did little to win dates, the creatively styled crossover was the perfect family car. Redesigned and up-powered, the current edition looks great, seats seven in three rows, and trudges through the worst weather with Subaru’s legendary all-wheel-drive and horizontally-opposed “boxer” six-cylinder engine. Best of all, Tribeca is a family car from a company that takes care of “family”.

Joe LaMuraglia – 2010 Volvo XC60

Volvo introduced their beautiful new XC60 in 2009 with the tagline “The Car That Stops Itself”. It describes Volvo’s innovative new City Safety system that automatically applies the brakes if the driver is about to drive into the vehicle in front. This is yet another Volvo safety first and when choosing a car to haul your precious cargo around, safety is paramount. It also doesn’t hurt that the Volvo XC60 is roomy, comfortable and a blast to drive – perfect car for your family, no matter how you define it.

Click on the icons below to read each editors picks by category:

Live from Detroit, It is the New GM!

by Joe LaMuraglia
Monday, August 10, 2009 – I am in Detroit as a guest of GM to attend a product preview tomorrow. This event is subsequent to the consumer-facing event put on today by GM where consumers and some lifestyle media got a sneak peak at upcoming product. Click HERE for a synopsis of of the Tweets from attendees during today’s event.
We will be privy to some new information in addition to the news that was shared today. I’ve embedded a link to the official GM video feed for a webcast featuring GM President and CEO Fritz Henderson. The webcast will run from 8:00 until 8:45 a.m. EDT. If you miss it, it will be available to play at your leisure beginning at 12 noon EDT on August 11.
I’ll also be using Twitter to update the site during the day. The live feed is available after the video. Enjoy.

by Joe LaMuraglia
Contributing editor Joe Tralongo and I spent a few days in a 2008 GMC Yukon Hybrid in and around New York City. This is our inaugural video review so it is a little rough around the edges.
A recap is after the video.

I trust I didn’t put you to sleep with my diatribe at the end of the video. We’ll improve with practice but despite the quality of the video and the editing, I hope that our impressions of the vehicle were communicated.
The GMC Yukon Hybrid is high-tech vehicle that delivers on its promise to deliver improved fuel mileage in a myriad of conditions. What impressed me the most was that it is a no-compromise SUV albeit with a hefty price premium. If you love or need a full-size SUV and you drive enough to realize the fuel savings, you should consider the GMC Yukon Hybrid.

GMC is a gay-friendly company.

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Get gay-friendly financing

By Joe Tralongo
With more lesbian and gay couples raising families, the community’s car-buying habits have altered radically. The safety-conscious kid hauler is quickly replacing the flashy sports car. Below is a small sampling of some family-friendly vehicles assembled by the good folks at Gaywheels.com. Each carries at least six-passengers, is priced within reach of most middle-class households and is built by a gay-friendly company (gay-friendly status is determined by whether or not a company offers domestic partner benefits to both its corporate and factory employees here in the United States).
Subaru Tribeca

From both a social and utilitarian standpoint, Subaru has served the lesbian and gay community extremely well. Their newest offering, the Tribeca, is a crossover SUV built from a car-like platform and capable of seating up to seven passengers. Although this description fits any number of crossover vehicles, the Tribeca’s artful interior, numerous standard features and standard Symmetrical All-Wheel Drive make it somewhat unique. It should be noted that the Tribeca’s optional third-row seat is best utilized by pre-teen-sized occupants, and when in place eats up a substantial chunk of the cargo bay. And although priced at the higher end of the crossover spectrum, the Tribeca’s strong safety rating, good resale values and excellent repair history make it a smart investment.
Price Range (includes destination): $30,640-$37,000
Engine: 3.6-liter boxer engine, 256 horsepower, 247 lb.-ft. of torque
EPA Fuel Economy: 16 city/21 highway

Read a full review of the Subaru Tribeca here
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Toyota Highlander

Toyota offers two family hauling vehicles, the Sienna minivan and the all-new Highlander crossover SUV. We like the Highlander for a number of reasons, the most obvious being the removal of the “minivan mom” stigma. Like the Tribeca, the Highlander provides three-row seating and all-wheel drive. Unlike the Tribeca, the Highlander’s standard front-wheel drive allows for a significantly lower starting price. Toyota also offers a hybrid gas-electric version. Cool features, such as a removable second-row center section that permits easy access to the third-row seat, help keep the Highlander near the top of our recommended list.
Price Range (includes destination): $27,985-$42,000
Engine: 3.5-liter V6, 270 horsepower, 248 lb.-ft. of torque
EPA Fuel Economy: 18 city/24 highway (2WD), 17 city/23 highway (4WD)
Get more detailed information on the Toyota Highlander in our New Car Section
Find a Toyota Dealer Near You
Ford Taurus X

Formerly known as the Freestyle, Ford’s Taurus X crossover SUV gains more than just a new name. It receives a number of upgrades aimed at quieting the interior and improving ride and handling as well as a more powerful V6 engine. Despite its rental-car name, the Taurus X’s offers conservative yet handsome styling, a commanding view from the driver’s seat and a reasonably good cargo area behind the third-row seat. One of our favorite features is the optional remote keypad locking/unlocking system, which is ideal for those times when it’s not convenient to carry a key fob. Another plus in the Taurus X’s favor, both the Department of Transportation (NHTSA) and the Insurance Institute for Highway Safety (IIHS) give the Taurus X high marks for its crash test worthiness and excellent safety ratings.
Price Range (includes destination): $27,365-$38,000
Engine: 3.5-liter V6, 263 horsepower, 247 lb.-ft of torque
EPA Fuel Economy: 16 city/24 highway (FWD), 15 city/22 highway (AWD)
Get more detailed information on the Ford Taurus X in our New Car Section
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GMC Acadia/Saturn Outlook/Buick Enclave

The GMC Acadia (and its sister vehicles the Saturn Outlook and Buick Enclave) represents a huge leap forward for GM. About the size of an Acura MDX, the Acadia demonstrates an attention to design not seen in an American vehicle in quite some time. Interior space is excellent, with an adult-accommodating third-row seat, big cargo hold and a full compliment of safety and security features. Fit and finish is first rate and the materials used to create the interior could easily have come from a high-end luxury model. As with the Tribeca, Highlander and Taurus X, the Acadia offers such must have features as all-wheel drive, a rear-seat DVD entertainment system, GPS navigation and premium audio. Those uncomfortable with high-tech gadgetry will appreciate the optional Turn-by-turn navigation. After giving your intended destination to an OnStar operator, directions are uploaded to the vehicle’s voice navigation system which then talks you through the route. The Acadia’s V6 engine also offers the most horsepower, most torque and the best fuel economy of the bunch.

Price Range (includes destination): $29,845-$43,000
Engine: 3.6-liter V6, 275 horsepower, 251 lb.-ft. of torque
EPA Fuel Economy: 16 city/24 highway (FWD), 16 city/ 22 highway (AWD)
Read a full review of the Saturn Outlook here
Read a full review of the Buick Enclave here
Find a Saturn, Buick or GMC Dealer Near You
Volvo XC90

Volvo’s well-known reputation for safety is why we’d be remiss if we didn’t include the XC90 in our picks. While a nicely loaded V8 model pushes well past $50,000 the front-wheel-drive XC90 3.2 V6 model starts in the mid-$30,000 range and comes nicely equipped. Fuel economy for both the V6 and V8 is far from impressive and, as with others in this grouping, the third-row seat in place leaves little cargo space. But if it’s just you, the spouse and two passengers, the XC90 makes a fine family hauler. And unlike most crossovers, you can actually take the XC90 across some serious off-road obstacles, which makes it ideal for those who prefer family vacations far from civilization.
Price Range (includes destination): $36,955-$60,000
Engine: 3.2-liter V6, 235 horsepower, 236 lb.-ft of torque or 4.4-liter V8, 311 horsepower, 325 lb.-ft. of torque
EPA Fuel Economy: 14 city/20 highway or 13 city/19 highway (V8)
Get more detailed information on the Volvo XC90 in our New Car Section
Find a Volvo Dealer Near You
Chrysler Town & Country/Dodge Caravan

Let’s face it. Despite the image it projects, the minivan still proves the most logical choice for a family on the go. Chrysler makes the obvious a bit less painful with its full-size Town and Country/Dodge Grand Caravan twins. Completely new from the ground up, the largest Chrysler vans to date offer a cavernous passenger cabin and a host of useful features not found in any crossover SUV. One such item is the “Swivel ‘n Go” seating, which allows the second-row captain’s chairs to swivel a full 180 degrees to face the third-row seat. A folding table also pops in place to create a portable dinning area. Other features such as the MyGiG audio system with built in 20-gigabyte hard drive for storing music and photos, one-touch power-folding third-row seat and SIRIUS Backseat TV put a modicum of cool back into owning a minivan.
Price Range (includes destination): $22,470 – $42,000
Engine: 3.3-liter V6, 175 horsepower, 205 lb.-ft of torque
EPA Fuel Economy: 19 city/26 highway
Engine: 3.8-liter V6, 197 horsepower, 230 lb.-ft. of torque
EPA Fuel Economy: 16 city/23 highway
Engine: 4.0-liter V6, 240 horsepower, 253 lb.-ft. of torque
EPA Fuel Economy: 16 city/23 highway
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Mitsubishi Outlander

Big things sometimes come in small packages. Take, for example, the Mitsubishi Outlander. Sitting somewhere between a compact and mid-size SUV, the little Outlander offers a plethora of features, has a small but usable third-row seat and starts in the low $20,000 range. With sporty good looks, a clever split-folding rear hatch door and fuel-efficient, yet potent 220-horsepower V6 engine, it’s hard to argue against the Outlander. Such options as Bluetooth connectivity, a rear-seat DVD entertainment system and FASTKEY keyless entry system (with fob in pocket, you need only touch the door handle to unlock the car) rounds off an impressive list that makes the Outlander an unbeatable combination of features, looks and affordability.

MSRP (includes destination): $22,000-$33,000
Engine: 3.0-liter V6, 220 horsepower, 204 lb.-ft of torque
EPA Fuel Economy: 17 city/25 highway (FWD), 17 city/23 highway (4WD)
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Chevrolet Suburban/Chevrolet Tahoe

OK, the Chevrolet Suburban (and its slightly shorter sibling the Chevrolet Tahoe) is one of the biggest beasts on the road. Employing such earth-friendly advances as Active Fuel Management (designed to cut fuel to four of the eight cylinders when not needed) and FlexFuel E85 capability somewhat helps to reduce operating costs. The big Chevy is not without its detractors, yet for many the Suburban a necessary and invaluable tool. With seating for up to eight passengers, a cavernous cargo hold and a 9,700-pound tow rating (2500 model with 2WD), the Suburban remains the ultimate family hauler. Features such as StabiliTrak electronic stability control have made great inroads toward bettering safety by adding stability and accident avoidance capabilities once considered the Achilles’ heel of the large SUV. Three-row side-curtain airbags should also add a measure of comfort, which you’ll probably need once you see the bill to fill the Suburban’s 31-gallon fuel tanks (39-gallons in the 2500).
MSRP (includes destination): $38,185-$60,000
Engine: 5.3-liter V8, 320 horsepower, 335 lb.-ft. of torque
EPA Fuel Economy: 14 city/20 highway (2WD), 11 city/15 highway (2WD, E85), 14 city/19 highway (4WD), 11 city/14 highway (4WD, E85)
Engine: 6.0-liter V8, 352 horsepower, 383 lb.-ft. of torque
EPA Fuel Economy: 12 city/17 highway (2WD),
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My New Valentine

by Joe LaMuraglia

February 14, 2007 – Gaywheels.com just got delivery of a 2007 GMC Sierra 1500 4WD Extended Cab SLT. Say that 10 times fast! Having piloted GM’s new SUVs, I am expecting great things from their line of pickups and initial impressions indicate that I won’t be disappointed. Of course, the Sierra is loaded with leather, sunroof, navigation, upgraded stereo, luxury this, luxury that….not exactly what the boys from Brokeback would drive but PERFECT for a city boy like me that wants to play cowboy.

I haven’t spent much time in it yet but I’m making the trek to Nashville again today and will be schlepping some furniture up for my man. Hardly a test of the hauling capacity of the Sierra but a real-world experience nonetheless. In my run to the gym and grocery store last night, I was blown away by the ride, the idicated 15 MPG around town and the excellent visibility. I had trouble parking it (twice) which is a bit of an embarrassment for a car geek like me. I need to check the wheelbase figures and compare them to the Escalade I drove. It was much easier to park. May have something to do with my new steed being 4WD. More later!

February 15, 2007 – Made it to Nashville in 3:45. Not my record but still respectable considering the traffic getting out of Atlanta was brutal and I had to stop once to heed nature’s call. The Sierra peformed beautifully and the only reminder that I was piloting a pickup was the view out the rearview mirror where the top of the chair that I was hauling up could be seen. Speaking of which, I actually USED the $175 optional “cargo management system”. Ok, it was an upholstered chair latched into place by some bungee cords but the sliding eye-hooks allowed me to get the perfect tension and made me confident that the damn thing wasn’t going to go flying out of the back of the truck while I was cruising over the mountain. I can imagine how useful it would be if you carried variously-sized cargo back there.

MPG wasn’t amazing at 17 on the HWY but if you’ve read my other posts, this route isn’t exactly optimal for high MPG. There are quite a few steep grades you have to climb during the trek. And yes, I drive fast. This vehicle is equipped with GM’s Active Fuel Management – where in certain low-load situations, it will operate in 4-cylinder mode to save fuel. It is a seemless technology that works. It is also Flex-Fuel capable. One thing that is considered a competitive disadvantage is that the Sierra is equipped with a 4-speed automatic when its competitors have 5 or 6-speed transmissions. I can honestly say that it doesn’t make much difference in the way the vehicle drives but an extra gear or two would help with gas mileage. We are shopping for furniture this weekend (no, not antiquing) so we may get to test out the cargo bed again. Our gay female friends will come along for the ride so I should be able to report on real world rear seat comfort as well. Hope you all survived Valentine’s day!

February 20, 2007 — So much for daily updates! I spent five days in Nashville and to be honest, didn’t drive that much. It was cold, snowy and I was happy to stay at home. In the times I did go out, I used the hell out of GM’s remote start feature. It is SOOO nice to get into a toasty truck when it is 10 degrees out. If you live anywhere with extreme temperatures, I highly recommend this feature.

As my time with the truck came to an end, I realized how much I enjoyed driving it. Trust me, a few years ago those words would have never come out of my mouth. It was incredibly solid, peppy, comfortable and overall easy to live with. There were a few things that I’d change though. A vehicle this size needs a backup camera. Toyota’s Tundra will have one and I know the technology exists in GM’s parts bin. Also, the steering wheel in this truck and a few other GM trucks I’ve driven, is slightly angled — not 100% perpendicular to the driver. Keep in mind that I am slightly odd and most drivers wouldn’t notice this but it did bug me a bit. Also, I’d want a crew cab with 4 proper doors. The small rear doors on the extended cab don’t do much for me. The open well and the rear is nicely appointed but the space back there isn’t really usable and you’d have to tie me up to get me to sit back there. But that isn’t a GMC issue, it is pretty much the same in all extended cab trucks.

Verdict– The GMC Sierra is the sister truck to the award-winning Chevrolet Silverado and it shows. It shares its high quality materials, stout frame, excellent drive train and available technologies. While not perfect, it is pretty damn good and should be an integral part in GM’s turnaround. Toyota’s Tundra will be a challenge but I think GM has the tools in this rolling toolbox to keep them at bay.

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