Holden Acadia VS Holden Trailblazer
- Truck-like exterior
- Third row spacious for class
- Good value
- Truck-like interior
- V6 needs to be pushed hard for results
- Handling not as good as CX-9
- Solid all-rounder
- Plenty of torque at low revs
- Off-road ability
- Engine can be noisy
- Suspension too firm
- No rear diff lock
The Acadia is now here and finally Holden has a proper seven-seat SUV in its range. Yup, the now redundant Captiva can rust in peace because the Acadia is bigger, safer, more practical and high tech.
The thing is, there are some excellent seven-seat SUVs out there already – Mazda’s CX-9 is outstanding in terms of its cabin refinement and on-road dynamics, while Kia’s Sorento is great value and there’s the popular Toyota Kluger.
Made in Tennessee in the US of A, the Acadia has some serious competition. So, can the American with a Holden badge do anything the others can’t?
We attended the launch of the Holden Acadia and learned a lot. Let us tell you…
|Fuel Type||Regular Unleaded Petrol|
SUV wagons based on their ute stablemates are by no means a new thing – just look to Toyota Fortuner (based on HiLux), Ford Everest (based on the Ranger) and Isuzu’s MU-X (based on the D-Max) for evidence of that.
But the strategy is not always a successful one and these ute-based wagons have already gone through a stage or two of tweaking and refining in an attempt by car makers to shed some of the lingering ute-related niggles (such as work-focused suspension tunes) and improve the final products so they're better suited to a life of work and play.
The 2018 Trailblazer (formerly known as Colorado7, and based on the Colorado ute) is another clear sign that these wagons are indeed getting better, but are those improvements good enough to attract the cash of an otherwise ute-fixated public?
|Engine Type||2.8L turbo|
The Acadia offers a tough-looking American take on the seven-seat SUV which won’t be appealing to everybody but will be loved by others. While the interior quality and design falls short of rivals such as the CX-9 and the handling isn’t as sharp as that SUV either, the ride is comfortable, the features list is extensive, the cabin space is outstanding and the level of advanced safety equipment is impressive.
The sweet spot for the range is really the base grade LT, but the best car is the LTZ-V.
What do you think of the Acadia's tough truck looks? Tell us what you think in the comments below.
The Trailblazer is a solid all-rounder and deserves the consideration of those in the market for a decent seven-seater 4WD. It does everything well without ever really excelling at any one thing.
Is it fantastic? No. Is it a game-changer? No. Does it represent pretty good value for money in the grand scheme of things? Yep.
The pick of the bunch for me is the LTZ – solid, off-road capable, and suburbs-friendly with just a hint of leather-appointed class. In the LTZ, you get everything worthwhile in the Trailblazer mob and if you’re a family man you won’t feel the need to fork out an extra $1000 for the Z71’s try-hard window dressing.
The Trailblazer is a mostly comfortable SUV wagon, stacked with features and is well worth your consideration if the Isuzu MU-X, Pajero Sport and Toyota Fortuner don’t float your boat.
What do you reckon? Get a new one of these, or spend your money on a second-hand LandCruiser?
Made in Tennessee in the United States, the Acadia couldn’t look more American, with that blocky profile and truck-like face. Only the Toyota Kluger comes close to matching its macho design, while Mazda’s CX-9 and Kia’s Sorento have sleeker and more curvaceous styling.
Some people aren’t going to be fans of those bold, angular looks, but this is a large seven-seat SUV that’s obviously not trying to please everybody, and that will probably be part of the appeal to its fans – the Acadia is unapologetically tough looking.
However, refined isn’t a word you’d use to describe the interior, because while its truck-like looks make the Acadia appealing on the outside, the commercial styling in the cabin is disappointing.
Moulded plastics around the doors and hard plastics on the dash and centre console feel cheap and look tacky. The Acadia’s cabin lags behind the more stylish cockpit of the CX-9 with its excellent fit and finish.
Buying a higher grade in the Acadia range won’t really improve the cabin scenery much either. The LTZ-V is the top-of-the-line Acadia and while it comes with ventilated leather seats, the rest of the cabin looks almost identical in styling and materials as the base-grade LT.
The exterior differences between the grades isn’t that obvious either. While all grades come with rear privacy glass and LED tail-lights, the LTZ-V comes with square exhaust tips, aluminium roof rails and a dual-pane sunroof.
What are the Acadia’s dimensions? The Acadia is just under 5.0m long, while the CX-9 is 5.1m end-to-end. The Acadia is 2.1m wide (to the mirrors) and 1.8m tall.
The colour range is fairly limited with 'Glory Red', 'Mineral Black', 'Blue Steel', 'Summit White', 'Scorpion' (brown), 'Nitrate Silver', 'Dark Shadow' (a dark blue) and 'Abalone White' your only choices.
The Trailblazer is a solid-looking wagon – all clean, tight lines from front to back – and overall it has a real squat and substantial presence. If we’re going to get all ‘fancy Dan’ with our hyperbole: chrome-accented daytime running headlights swoop back along the chunky body to slick LED tail-lights. If we’re sticking to basics: the Trailblazer looks good.
Inside, the tweaked interior has a tidy if rather basic feel to it – but that’s not a bad thing in a wagon that will have to cop dirt and dropped ice creams amid the general chaos of day-to-day life.
The leather-trim seats add a touch of class to otherwise family friendly dimensions and environment.
All Acadias are seven-seaters, but not all seven-seater SUVs in the world really fit seven adults. I can’t sit comfortably in the third row of the CX-9 – the sloping roof line destroys headroom back there and my legs are wedged into the seat back.
Here’s the big news: even at 191cm tall I can sit in the Acadia’s second row (behind my driving position), and then behind that in the third row all without my head touching the roof or knees hitting the back of the seat in front. That is exceptional.
The dual sunroof in the LTZ-V limits headroom, so think about the LTZ if you’re going to be carrying tall freaks like me all the time, but it’ll be plenty spacious for kids.
Climbing into that third row is easier than the CX-9 thanks to the Acadia’s tall roofline, although being American-made the larger folding section of the second row is on our kerb side (not the case with CX-9).
Still, the second row slid far enough forward to make getting into the back easy enough for me.
Cabin storage and utilities are excellent. Third-row passengers have two cupholders, a hidey hole for loose items, air vents and a USB port. Second-row dwellers have two USB ports, a large storage drawer, two cupholders in the fold down armrest, climate control dials and air vents, plus decent-sized door pockets.
Up front, the centre console bin is large and deep, the storage compartment in front of the shifter fits my iPhone 8 (in the LTZ and above there’s wireless charging in there), you’ll also find two large cupholders, a large glove box and door pockets. There are two 12-volt power outlets – one in the cockpit and the other in the cargo area.
Boot capacity with the third row in place is 292 litres, but that is measured to the roof (Mazda measures to the cargo cover). With the third row folded flat the luggage space of the Acadia is 1042 litres, and with the second and third rows folded you have 2102 litres of cargo room.
Climbing in is easy enough with a sturdy "overhead assist handle" for all comers and goers.
All of the Trailblazer’s seats are mostly comfortable except they are quite flat and hard, which may prove a hindrance over longer trips. The driver’s seat is six-way electrically-adjustable and there is little in the way of lumbar support.
The second row will better suit two passengers than three for long-distance comfort but there is enough room all round – head, shoulders and legs – to avoid most complaints, for a little while anyway.
Third-row passengers will need to be children or those of a shorter stature to cope with the ‘back of the bus’ squeeze – and even then trips should be kept to shorter distances to avoid an in-car riot. It’s not a terrible place to be, in the third row of this thing, but it’s not ideal either – pretty much in keeping with the rear-row offerings of its rivals.
Back up the front again and the dash design is clear, user-friendly and easy to get used to with day-in, day-out use.
There is a fair bit of storage space in the cabin but some of it is awkward to access and actually use. The glove box is big enough to cope with one or two handfuls of bits and pieces. There is a sunglass holder up near the rear-view mirror.
There are two cup holders in front of the small centre console housing the USB port which, when used, eats into that available space.
All doors have a moulded bottle bulge, which wouldn’t cop our CarsGuide water bottle without forceful encouragement.
The second-row passengers get a fold-down centre arm-rest/cup holder when there’s no one sitting in the middle. Passengers in the back also get air vents and manual aircon control.
With all seats up, if you pack to the roof, there is 235 litres of cargo space at the very rear; with the 50/50 split-folding third-row seats folded down, there is 878 litres; with the second-row (60/40 split-fold and tumble) and the third-row seats down, there is 1830 litres of cargo space. There is a retractable cargo blind stowed away under the floor at the rear.
With the second-row seats folded forward, it is easy enough to get into the third-row seats; no contortionist moves required.
There are two 12-volt outlets in the centre dash; one at the back of the centre console (for second-row passengers); and one in the rear cargo area.
Up top, the roof rails are rated to carry 100kg.
Price and features
The Acadia range has three grades to it – the entry level LT which lists for $43,990, then the mid-spec LTZ for $53,490 and at the top of the range is the LTZ-V for $63,490. These are the prices for the front-wheel drive Acadias and you can have them in all-wheel drive, but it’ll be an extra $4000 on top.
The LT comes with a mountain of standard features, including an 8.0-inch touchscreen with sat nav, reversing camera, Apple CarPlay and Android Auto, three-zone climate control, rear parking sensors, proximity key, rear privacy glass and 18-inch alloy wheels. There’s also an impressive array of advanced safety equipment which I’ll take you though further down this review.
The LTZ gets all the LT’s features and adds leather seats, power adjustable and heated front seats, rain sensing wipers, wireless charging for phones, power tailgate, front parking sensors, and this will make some people very happy – automatic parking.
The LTZ-V comes with all the LTZ’s features and more including ventilated seats, 20-inch wheels, dual-pane sun roof, 8.0-inch virtual instrument cluster, eight-speaker Bose stereo with amplifier and subwoofer, and adaptive suspension.
That’s great value and it’s on the same level as the CX-9, although the Mazda comes with a head-up display on all grades. You can’t get one even on the top-of-the-range Acadia.
The Trailblazer is available in three spec levels, each with a market-competitive price: base-spec LT (from $47,990, excluding on-road costs), LTZ (which we tested; from $52,490) and the limited-edition Z71 (from $53,490).
But those prices soon start to climb when you add in accessories such as all-weather floor mats ($130 for a pair), boot lip protector ($80) and a rigid cargo barrier ($960). Our test vehicle had a Power Blue (prestige paint) colour on the exterior, at a cost of $550.
The LT’s standard features include cloth seat covers, 17-inch alloy wheels, a seven-inch touchscreen to go with its Holden MyLink infotainment system, Apple Car Play and Android Auto, Bluetooth connectivity, front fog lamps, signature daytime running lights, side steps, limited slip diff, rear parking sensors and a rear-view camera.
The LTZ gets all of that (although its touchscreen is eight inches) and more: integrated satnav, blind spot alert, forward collision alert and heated front seats and leather-appointed seat trim. It has 18-inch alloy wheels.
The Z71 has all of that gear as well as a distinctive sports look, replete with black bonnet, black mirrors, black exterior door handles, Z71 leather-appointed trim and 18-inch black alloy wheels.
Engine & trans
Now the engine – it’s a V6 petrol that makes stacks of power at 231kW and plenty of torque at 367Nm. The problem here is the maximum torque comes in at 5000 rpm. Torque is the force that’s sent from the engine and turns the wheels and it’s preferable to have all the torque come in low in the rev range.
See, most of the time I drove the Acadia the revs never got above 3000rpm. If I wanted to overtake I needed to hammer it. The CX-9 makes 420Nm of torque at 2000rpm – it’s under your right foot almost always. It’s preferable to have low-end torque for towing, too.
Talking of that, the braked towing capacity of the Acadia is 2000kg.
The transmission is a nine-speed automatic – a torque converter. It’s an excellent transmission, that shifts intuitively and smoothly. The Acadia offers a choice of front-wheel drive or the optional all-wheel drive.
The 2.8-litre turbo-diesel engine punches out 147kW at 3600rpm and its big-gun 500Nm at 2000rpm and is well-matched to a six-speed automatic transmission. This Trailblazer is, on paper, a very good tow vehicle with so much torque available and from down so low.
Its towing capacity is 3000kg (braked), but I’d prefer to see how it fared in a real-world tow test before I pass judgement.
It’s a V6 so it’s going to be thirsty right? Yes, but this engine can deactivate two cylinders to run on four when not under load. That said even on the country roads that the Acadia launch was held on, the mileage the trip computer was reporting ranged from about 10.0L-11.0/100km for both the all-wheel drive and front-wheel drive Acadias.
You can bet that will head higher in the traffic of the suburbs and city. Holden says that after a combination of urban and open roads the FWD Acadia should use 8.9L/100km and the all-wheel drive will need 9.3L/100km. Those are pretty optimistic numbers and the real-world fuel economy will certainly be higher.
If you’re a fan of SUVs because they can make you feel like you’re a hundred feet tall wearing a Transformers suit, then you’re going to like driving the Acadia. Yup, it looks like a truck and feels like one when you’re looking out over that high, broad bonnet.
The dashboard is also tall, and this combined with the truck-like bonnet meant I had to raise my seat higher than the setting I’d normally use, just to see clearly over. Even then visibility isn’t great thanks to long and wide A-Pillars framing the windscreen.
There are other ergonomic issues you’ll face in this cabin. I found the centre console armrest way too high and my elbow kept hitting it as I turned the steering wheel it also made changing the drive modes on the rotating dial in front of it awkward using your left hand to scratch your left armpit. Made you do it, didn’t I?
The indicator and wiper stalks are also positioned at a high angle and on the highest wiper setting I had to take my hand off the wheel to turn them off. If my hands aren’t big enough to reach them while holding the steering wheel, there’s no way Donald Trump could.
So how does the Acadia drive? Well there are two very different feeling Acadias in the range. There’s the one Holden brought to Australia to test rigorously around its test track and Australian roads, tuning the adaptive suspension to offer a comfortable ride that suits our conditions – it’s the LTZ-V.
Then there’s the LT and LTZ, which didn’t get the full Holden suspension work-over. Sure, Holden went to the US and helped develop a suspension system for these two grades, but they had to make a compromise and agree on a tune that would make the American drivers happy, too. In the US drivers prefer a softer, more cushioned ride, while in Australia we tend to like a firmer sportier one with better handling.
That means the LT and LTZ just don’t handle as well as the LTZ-V. Not only do those lower grades have a softer ride that feels almost like you’re bouncing on a space hopper at times, they also don’t have the great adaptive suspension of the top grade LTZ-V. The adaptive suspension can not only be set in a sport setting, for better handling but is constantly adjusting itself to the driving style.
On the highway all grades cruise beautifully, like battleships ploughing through the miles of road – this is where they are really in their element. You’ll also find them all comfortable for suburban adventures, too – even on patchy streets with bad surfaces the ride is composed and compliant.
But when I took the LT with AWD along a fantastic bit of familiar road with a great surface and plenty of twists, I could feel that suspension doing everything it could to rein in the body roll, but not winning. This is a 2.0-tonne and tall SUV and I don’t expect it to behave like a sports car, but Mazda’s CX-9 feels more agile with quicker steering and better handling than the Acadia.
The LTZ-V has an exceptional ride – almost limo like with adaptive suspension ironing out the road ahead.
Even as a passenger in the second row the journey was comfy and serene, the cabin well insulated, although those rear seats are unsupportive and in the corners I felt myself sliding around back there. And that’s the thing, even in the corners the Aussie-developed LTZ-V still struggled to control its heft, and when pushed more the tyres began to chirp in the bends. The LTZ-V wears Continental ContiCrossContact high performance all-terrain tyres (235, 55 R20) if you’re wondering.
Still I didn’t feel the Acadia lacked grunt, the V6 is smooth and there was an instant connection between the accelerator pedal and the acceleration that you don’t get with the turbo-charged CX-9.
The thing is you really need to get the Acadia up to 5000rpm to really get good oomph – and that’s going to harm your fuel economy.
Choosing a front-wheel drive variant will save you a bit of money at the pump, and while the all-wheel drive adds some reassuring traction on wet roads and gravel, it’s not essential. Front and all-wheel drive Acadias had identical comfort levels in terms of ride.
Its turning circle is 12m but it feels like more of a cumbersome beast when trying to manoeuvre in the bush or in the city, though not enough so for that characteristic to be any sort of deal-breaker.
The tilt-adjustable, electrically assisted steering lacks any reach-adjustment, which is annoying, but it can still be counted on to deliver a precise feel – light at low speeds, heavier at high speeds – when pushing the Trailblazer along at a fair clip on open roads or in and out of corners.
Acceleration seems livelier now; there is more off-the-mark oomph for take-offs and safe, smooth overtaking, even on long gradual climbs, than before. The torquey engine and six-speed auto – with its smooth changes and gear-holding when appropriate – make for a high-achieving combo.
Ride and handling seem better than in Colorado7 guise although the tweaked suspension – Aussie-tuned coil-spring front and coil-spring live-axle rear – and Bridgestone Dueler H/Ts tyres* may account for some of that. However, we did feel some body-roll while driving along back roads, unlike the last time we were in a Trailblazer LTZ. (*The Trailblazer has a full-sized 18-inch spare.)
The locally tuned suspension is, at times, a bit too firm; when we hit heavy bumps and deep potholes on rough gravel tracks several times, we were unsettled because the Trailblazer’s suspension bashed its way over and through.
We completed a series of emergency braking scenarios – on bitumen and dirt – and the Trailblazer’s disc brakes – 300mm at the front and 318mm at the rear – helped rip us into a controlled stop.
Our drive loop included a decent bit of four-wheel driving – coastal sand, bush tracks peppered with rocks of all shapes and sizes, and shallow mud in a dried-out dam. Drive modes can be switched via the centre console dial between 2H, 4H and 4L; high range modes are actually represented by an ‘up’ arrow on the dial; low range is a ‘down’ arrow. Bonus: the Trailblazer’s 500Nm of torque is readily available from way down low.
The Trailblazer has a limited slip diff, 218mm of ground clearance and a wading depth of 600mm, which was never tested as our usual creek crossings were so bone-dry they were more like puddles. Approach, departure and ramp-over angles are 28, 25, 22 respectively.
Its armoury of off-road tech – auto hill-start assist, hill-descent control and more – make it almost unstoppable, straight out of the showroom, for anything demanded of it on a light- to medium-difficulty adventure weekend.
Its 76-litre fuel tank, however, hinders any claim it has to off-road touring potential.
The Trailblazer has 3000kg towing capacity (braked); 750kg unbraked.
Note: Holden has persisted with a system which, when you open a door, the front windows automatically slide down a bit, an action aimed at reducing air pressure when you close the doors. It remains annoying but we still weren’t annoyed enough to actually bother to check the owner’s manual for a possible hack to switch it off.
The Acadia has yet to be given an ANCAP crash rating, but the level of advanced safety equipment is outstanding. All grades come with AEB (on the LT and LTZ it’s a city speed version, while the LTZ has higher speed AEB), there’s blind spot warning, rear cross traffic alert, lane keeping assistance and lane departure warning, plus lateral impact avoidance which will swerve to avoid a vehicle that drifts into your lane.
Also excellent is that the side curtain airbags extend all the way back the entire third row – the CX-9’s do, too, but not the Kia Sorrento’s.
The chink in the Acadia’s safety armour is a low-tech but essential item – the spare wheel; it’s a space saver, which is not ideal in Australia where distances between towns can be vast. Also, to get the space saver out requires a stack of effort – it’s under the boot floor but you’ll need to remove the storage under the floor to get to it. We tried it on the launch and the process was overly difficult.
The Trailblazer range has a five-star ANCAP rating. The LTZ has seven airbags, and electronic stability control (ABS, EBD etc), rear view camera, front park assist, rear parking sensors, forward collision alert, blind-spot alert, lane-departure warning, rear cross-traffic alert, a tyre-pressure monitoring system and trailer sway control.
The second row has three child restraint anchor points and one ISOFIX child restraint anchor point.
The Acadia is covered by Holden’s five-year/unlimited km warranty. Servicing is recommended annually or every 12,000km. Servicing is capped at $259 for the first service, $299 for the second, $259 for the third, $359 for the fourth and $359 again for the fifth.
The Trailblazer comes with a three-year/100,000km warranty. Lifetime capped price servicing includes a free inspection at one month, then $299 (at nine months/15,000km), $399 (18 months/30,000km), $479 (27 months/45,000km), $479 (36 months/60,000km) and so on.
(At time of writing, the LT was being offered for $45,990 driveway with a seven-year/175,000 warranty.)
Potential problems might include cumulative driveline wear and tear from people towing heavy loads (horse floats, boats etc).