Latest from Motor Trend
Motor Trend
11 hours ago
- Automotive
- Motor Trend
Next-Generation Mercedes-AMG GT 4-Door Prototype Ride: All Electric, Wicked Fast
The first all-electric, homegrown performance car for Mercedes-AMG is being tested with prototypes running around on the road and on tracks ahead of its launch next year. It is a big deal because the GT 4-Door successor is the first vehicle on the new AMG-EA architecture—and not repurposed from a Mercedes EV platform, like the EQE and EQS AMGs—and it is the future of the AMG performance brand. The next-gen Mercedes-AMG GT 4-Door, an all-electric model on the new AMG-EA platform, offers 1,340 horsepower and aims to replicate the V-8 experience with synthetic sounds and sensations. Launching in 2026, it promises high performance with different battery sizes for varied ranges. This summary was generated by AI using content from this MotorTrend article Read Next The production car is based on the Mercedes-AMG GT XX concept which had the mandate of creating the fastest electric car. From it, the AMG flagship codenamed C590 will become the successor to the Mercedes-AMG GT 4-Door, the "four-door coupe" member of the otherwise two-door AMG GT sports car family. The concept was recently shown in Stuttgart. It boasts 1,340 horsepower from its three axial flux motors, has a top speed of 225 mph, and has aspirations to set track records. MotorTrend had a short ride along in one of the production prototypes for a taste of what AMG has cooked up. The car was heavily camouflaged inside and out. The point: to hear and feel this electric beast that was designed to be better than models with an internal combustion engine. New AMGs must have an edge: a unique shape and record-setting performance to stand out in their segment, said Mercedes-Benz Group Chief Technology Officer Markus Schäfer. Our Ride in the Future of AMG Our 15-minute ride with an engineer behind the wheel started in Comfort mode, engineered to provide a comfortable, stress-free and silent daily driving experience. It is programmed to have a bit of artificial sound, but not enough to dominate the experience. In the Sport+ drive mode, you get the simulated roar of a powerful V-8, complete with chirps and the burbles that make downshifting so delicious in AMG's gas-fed models. The sound comes from the car's speakers. It mixes exhaust sounds with simulated engine sounds. Race car drivers connect speed with sound—how the car sounds at a certain speed and gear is key to performance and prompts response, says head of development for the C590 Oliver Wiech, our chauffeur for the ride-along. Striking the Right Note Sound is emotional, says AMG CEO Michael Schiebe. To get the artificial sound right, executives gathered at the proving grounds near Sindelfingen and listened to some of the company's greatest cars, like the C190 (AMG GT coupe introduced in 2015 with the M178 4.0-liter twin-turbocharged V-8) and the W204 AMG with its 6.2-liter naturally aspirated V-8. Then they met at a sound engineering studio and listened again to the sounds, analyzing it, and coming to a unanimous decision on which one they liked best. The automaker wanted to carry aspects of past cars into the future, says Schiebe. There will not be one sound for all future cars; the sound must fit the DNA of the individual model. Wiech thinks it is perfect for such a powerful electric sports car. Schiebe says he understands that not all customers will want artificial sound. 'Some customers want the performance of high-performance cars but don't want to have the roaring engine sound.' To cater to all, the driver can choose to ride quietly or with sound for a more emotional ride. Gunning It Wiech guns the car on a straight stretch and both the acceleration and sound are explosive. We emit a giggle. The axial flux motor is the V-8 of the electric motor world, says Schäfer, providing the required emotional experience, acoustics, NVH, and shifting sensation you expect from a V-8 or V-12 race-oriented AMG. For the simulated sensation of accelerating through the gears, there is a special device that fits in the seat to make it vibrate, further evoking the emotion of being in a car with an internal combustion engine. Think of a movie theater seat that rumbles with bass in sync with scenes from the flick. AMG did some test drives with hardcore V-8 drivers, and they emerged with big smiles, Schäfer said. 'We knew it was a challenge to entice hardcore V-8 fans, and a regular EV won't do it,' he said. Noise, feel, and shifting must touch the owner's emotional side. The first production car on the new AMG-EA platform is scheduled to roll out globally in 2026 with key markets like Europe, the U.S., and oversees first. It will come with different battery sizes for versions with varying ranges. The car name is expected to include the letters GT, but Schiebe said he is not confirming the official name until next year. If our short stint in the passenger seat is any indication, the performance bones are there for a reinterpretation of the GT 4-Door with axial flux motors instead of a V-8.
Motor Trend
11 hours ago
- Automotive
- Motor Trend
Report: Nissan Closing Two More Production Plants By 2027
With Nissan in dire straits, the Japanese brand has been reaching for every avenue to save itself through the 'Re:Nissan' initiative. Recently, word came down on July 15 that its Oppama plant in Kanagawa, Japan, would shut down and production there would move to Kyushu (in Fukuoka, Japan) by early 2027. Now, a new report suggests is that two of Nissan's Mexico plants will shutter in the same timeframe with no word on where the vehicles built there will be assembled in the future. Nissan plans to close its Civac and COMPAS plants in Mexico by 2027 as part of its "Re:Nissan" initiative to reduce global production sites. The move follows the closure of the Oppama plant in Japan and aims to cut plant numbers from 17 to 10 to avoid financial issues. This summary was generated by AI using content from this MotorTrend article Read Next The Oppama news sent shockwaves because it was Nissan's flagship plant and builds the Nissan Note and the Aura. Now, as Automotive News reports, the Civac plant located in Morelos and the Cooperation Manufacturing Plant Aguascalientes (COMPAS) plant in Aguascalientes, Mexico, are the next two facilities on the early 2027 chopping block. Civac was the first international plant Nissan had owned and first opened in 1966. According to the Automotive News report, the 60-year-old plant is outdated and would require a large sum of cash to bring it up to date. Currently, this plant is producing the South American version of the Frontier (as the NP300, NP300 Navara, or the NP300 Frontier), the Mexico-only V-Drive based on the N17 Versa, and the current N18 Versa that is sold in the U.S. This isn't the first time that Civac has been rumored to be closing, as there was speculation back in May about its demise, but Nissan denied the rumor then. According to that same Automotive News report, Chinese automotive manufacturers BYD and SAIC are eyeing the plant to gain production capacity in North America. COMPAS, on the other hand, was opened just 10 years ago as a joint venture between Nissan and Mercedes-Benz. This was the plant that produced the Mercedes GLB in 2019, the Infiniti QX50 in 2017, and the QX55 in 2021. All three vehicles are slated to end production with Infiniti pausing new orders on the QX50/55 back in April and production slated to close later this year citing Trump administration tariffs on non-U.S.-built vehicles. The Mercedes GLB will end production in the first quarter of 2026 with a new generation architecture moving to the MMA and rumored to move production to the U.S. We reached out to Nissan to confirm this story, and received this response: 'Under Re:Nissan, Nissan is currently reviewing the integration and closure of some of its global production sites. However, this process has not yet been concluded beyond the three sites that have been announced so far. We are committed to maintaining transparency with our stakeholders and if any decisions are made, we will provide information at the appropriate time.' The three plants Nissan is referring to are the recently announced Oppama plant in Japan, the closing of one Thailand plant by consolidating its two plants in Samat Prakan province, and an unnamed third plant. The goal of Re:Nissan is to reduce its plant count from 17 to 10 to become a solvent company and not risk bankruptcy to reduce its financial burdens.
Motor Trend
11 hours ago
- Automotive
- Motor Trend
2026 Jaguar F-PACE Review: Expert Insights, Pricing, and Trims
In 2026 Jaguar makes only one vehicle: the F-Pace. This luxury SUV is everything for the British brand as it works to redefine itself as an ultra-luxury automaker. Jaguar had said that 2025 would be the final year of production for the F-Pace, but apparently this sleek cat had another year of life in it. What's New Basics Compact spare tire included on I-4 and I-6 models Exterior Commemorative 90th anniversary badge added to tailgate Front foglights added to I-4 and I-6 models Interior 360-degree camera and semi-automated parking assist become standard SVR model gains upgraded audio system What We Think As Jaguar transitions confusingly into its next chapter, the 2026 F-Pace represents the entirety of the brand's 2026 lineup. First launched for the 2017 model year and refreshed in 2021, this luxury SUV is showing its age, and this will likely be its final year on sale. That said, there are still reasons to consider the F-Pace beyond its stylish exterior and premium interior finishing. This SUV's precise steering and confident handling are satisfying, and its all-wheel-drive system delivers effective traction. The available I-6 engine with mild hybrid assistance provides smooth, refined power, while the high-performance SVR model gains a V-8 that delivers thrilling acceleration and a muscular exhaust note. Skip the underwhelming, overworked base I-4 engine, though. Inside, Jaguar's infotainment system lags newer rivals, and the F-Pace's pricing is on the high side for the segment. Still, when choosing the I-6 or V-8 engine, the F-Pace continues to offer a distinctive and dynamic option among luxury compact SUVs, even if it's not the best. Top-Ranked Competitors: Genesis GV70 BMW X3 Audi Q5 Porsche Macan MotorTrend Tested Regardless of engine, every F-Pace uses an eight-speed automatic transmission and standard AWD. The standard engine is a 2.0-liter turbocharged I-4 badged P250 that produces 246 hp and 269 lb-ft of torque. Acceleration from 0 to 60 mph is estimated to take 6.9 seconds. As an upgrade, the P400 engine is a 3.0-liter I-6 that benefits from a turbocharger, electric supercharger, and mild hybrid system. It produces 395 hp and 406 lb-ft of torque, which reduces the 0–60-mph time to 5.9 seconds. Then there's the F-Pace SVR 575, which has a 5.0-liter supercharged V-8 that cranks out 567 hp and 516 lb-ft of torque. According to Jaguar, the 0–60-mph launch takes just 3.8 seconds. MPGs and Range When equipped with the basic I-4 engine, fuel economy for the F-Pace is rated at approximately 22/27 mpg and total driving range on a full tank of gas is about 520 miles. Choosing the I-6 reduces fuel economy to 19/25 mpg and driving range to 460 miles. Unsurprisingly, the SVR's V-8 is the least efficient, returning 15/21 mpg and about 370 miles of range. Safety Features All 2026 F-Pace models have driver assist and active safety features including: Front automatic emergency braking Rear cross-traffic alert Blind spot monitoring Lane keep assist Adaptive cruise control Road sign recognition Cargo Space and Interior Room On the larger side of the compact SUV spectrum, the F-Pace provides more interior capacity than some of its rivals. Technology Infotainment All F-Pace models have a 12.3-inch digital gauge cluster supplemented by a head-up display. The infotainment screen measures 11.4 inches, with wireless Apple CarPlay and Android Auto compatibility. In addition to USB ports, a wireless charging pad is standard. A 360-degree camera is included on all 2026 models. Sound System Meridian supplies the standard 12-speaker and optional 16-speaker audio systems available in the Jaguar F-Pace. Value Standard Features Pricing for the 2026 F-Pace starts at slightly less than $59,000. For that you get 19-inch wheels, LED headlights and taillights, leather-accented upholstery, heated front seats and steering wheel, dual-zone climate control, a power tailgate, and an 11.4-inch touchscreen among other tech features. Recommended Trim If you're going to get an F-Pace in 2026, just go all out and get the SVR. Given the newer, better, less expensive luxury compact SUVs on the market, the main reason you'd choose a 2026 F-Pace is for street presence and speedy performance, which the SVR version has the most of. Otherwise, choose a different vehicle.
Motor Trend
21 hours ago
- Automotive
- Motor Trend
High Plains Drifters: 2006 BMW M5 vs. 2006 Mercedes-Benz CLS55 AMG
`[This story originally appeared in the June 2006 issue of MotorTrend] There's something wrong here--and so right it hurts. A two-ton sedan shouldn't do the things a world-class sports car does. Want to pass that piece of rolling road furniture parked in the fast lane? Bam! It's gone in as long as it takes to turn your head. Care to shake-off those tailgating Tooner Boyz on the freeway interchange? Whoosh! Your satisfaction will arrive at the same moment they realize there isn't a hope of matching your cornering speed. Oh, hello, officer. These are my vented and cross-drilled brakes, which can haul me down to a safe and sane rate of progress (120-to-60 mph) in less time (2.6 seconds) than it took for you to notice. The officer removes his sunglasses, peruses the vehicle, and says, "You're not exactly driving a Corvette or a Carrera." The 2006 BMW M5 and Mercedes-Benz CLS55 AMG are powerful sedans. The M5 offers a more engaging driving experience with 279 settings, while the CLS55 is smoother and easier to drive. This summary was generated by AI using content from this MotorTrend article Read Next Behold the undisputed state-of-the-art super sedans: The 500-horse V-10 BMW M5 and the 469-horse supercharged V-8 Mercedes-Benz CLS55 AMG, the latter having just dusted off Caillac's latest attempt to play in this arena with the STS-v (January 2006). Brought to you courtesy of a cross-town rivalry as intense as Bow Tie versus Blue Oval or Prancing Horse versus Raging Bull, the M5 and CLS55 pack as much power as they do panache. Should a 500-horse four-door sedan shootout surprise you? Probably not, but you can't deny it's a milestone worth celebrating with a dawn raid of the infamous El Mirage dry lakebed.` Which is faster? That depends on the M5's state of readiness (it boasts an astonishing 279 combinations of selectable performance parameters within the engine, transmission, suspension, and stability/traction control settings); the skill of the M5's driver--assuming warp drive is selected; and, finally, on what's meant by "faster." Note the two acceleration data columns for each car (see sidebar): "optimized mode" and "default mode." For an optimized acceleration run in the M5, this means four selectable combinations programmed into the car's MDrive menu (viewed on the iDrive screen), which can be called up at the push of the steering-wheel-mounted "M" button. Trust us, you'll come to love the "M" button. Full commando settings programmed in this test for the ultimate M5 launch? P500 Sport power and throttle response (500 horse and quickest response); S6 transmission (fastest/hardest manual shifts. The only transmission currently available for the M5 is a new seven-speed SMG automated-clutch manual with six pre-programmed shifting strategies ranging from slow/smooth to tire-chirping hard. BMW promises a traditional six-speed manual with a clutch pedal by fall 2006); sport Electronic Damping Control (firmest); and deactivated Dynamic Stability Control (which includes shutting down the traction control, required to access the transmission's S6 mode). Once these criteria are met, a quick stab at the throttle pedal with the other foot off the brake launches this rocket (sans a "launch-control" button), which brings the revs up between 3000 and 3500 rpm before the clutch drops and wheelspin ensues. Backing out of the throttle just enough to keep forward progress, but not so much that the car falls out of the powerband, will leave two dark patches on the way to a quick 0-to-30 mph of 2.0 seconds. Like running up a playground slide in your socks, it's a lot of work, but entertaining work to be sure. Pulling the shift lever once at redline nets 60 mph in 4.5 seconds, and twice more finds the quarter mile in 12.9 at 114.9 mph. A traditional clutch would make the launch far easier to perform, but the advertised 0.65-second shifts would be difficult to replicate. In contrast, the M5's default startup settings P400 (400 horse), D3 (moderate-speed automated shifts), EDC "comfort," and DSC "on" (including traction control) resulted in a 6.0-second 0-to-60 time and 14.4-second/101.9-mph quarter mile. Why? BMW claims that a car built to the outer edge of the M5's performance envelope doesn't make for a daily driver, hence the multi-modes and the M-memory button. The two combinations for acceleration selected here are close to either end of the car's spectrum. But remember: It take only the push of a button to access the dark side of the M5's personality. In the CLS55, there are just three button options (or 18 combinations): Electronic Stability Control including traction control (on or limited), Airmatic suspension (Comfort, Sport 1, or Sport 2), and SpeedShift automatic transmission (Comfort, Sport, or Manual). The optimized mode consisted of ESP off, Airmatic Sport 2, and Speedshift Sport. Default settings revert to those last selected but ESP reengages. For comparison purposes after the optimized run, Comfort settings on suspension and transmission with ESP on were tried, resulting in effectively identical runs, varying by just 0.1 second across the chart. At its "slowest," 60 mph arrives in 4.5 seconds on the way to a 12.8-second, 113.5-mph quarter mile. In other words, the CLS55's Comfort mode narrowly beats the M5's full-tilt-boogie up to 100 mph where the M5 gradually makes the pass. But there's so much more to these two cars than drag racing. At some point, when it becomes prudent, one forgets the size (and sizeable price tag) of either one of these cars and just drives the living cheese out of them. With the M5 in full battle mode, it attacked the cones in figure-eight and slalom tests with sports-car ferocity. In just the first pass, normally at a "getting-to-know-you" pace, we underestimated the slalom speed by more than five mph. It's hard to comprehend an entry speed indicated at over 70 mph in a sedan, but that's how an average of 67.7 mph comes about. The steering is near-perfect, weighted and lively on-center and providing a generous amount of bite and feedback as the wheel turns. The M5 utilizes a variable-ratio system that isn't the company's Active Steering, as you know it. Rather than varying the ratio by vehicle speed (which mucks things up on decreasing-speed corners like in the figure-eight test), it instead changes to a quicker ratio as the steering wheel is turned away from its centered position. Only the resistance varies with the vehicle's speed. Together they work to deliver unambiguous signals to the driver who can make minute adjustments or heroic opposite-lock slides with equal confidence. On the limit, few cars we've tested can match the M5's athletic bearing and invincible disposition. It exists to please, to challenge, to deliver, and to incite a good driver to be a bad boy. It's not perfect, though. In the figure-eight, the SMG transmission sometimes ignored the request for a 3-2 downshift when traveling faster than second-gear's upper rev limit. The fact that we were deep into the ABS, decelerating through the computed limit (about 66 mph), didn't usher the gear change (even a delayed one) once we'd gone below that speed. You quickly learn the computerized system can make a velvety-smooth downshift mid-turn without upsetting the chassis. Neat, but you'd rather ask once for a downshift. While we've already tested a number of CLS-class cars, none was as willing to dive into the slalom test as this particular CLS55. ESP's inevitable tug on a front brake was anticipated as the prescribed limit of the stability program's parameters was approached, but it seemed nearly absent this time around. For the first time, the limits of tire adhesion and suspension compliance with the system in its "off" (actually limited) state could be probed. That we improved our slalom speed for a CLS55 by nearly two mph, a significant amount, says that we've either learned how to play more smoothly within the limits or that the ESP program now allows more play in general. The latter is most likely true due to the car's permissiveness to do 50-mph drifts on the dry lakebed--for the benefit of the photographer, of course. The fun was spoiled somewhat by the brittle, oddly disconnected steering that feels over-boosted at speed. It could benefit from a quicker ratio, but there's something other than tuning, more mechanically or linkage-related at play here. It just doesn't disappear from your consciousness as a control like the M5's steering wheel does. Still, the CLS55 engine's low-end and the slight lateral g-loading advantage helped it eke out a narrow lead over the M5 on the figure-eight course. Where the M5 is nimble and enthusiastic in the high-speed slalom, the CLS is solid through the figure-eight's corners and more aggressive on their exits. On the highway, both cars' three-way button-adjustable suspensions offer an equally useful range of comfort or sportiness. They can soak up miles of Interstate or slash through mountain passes with the facility of a car having a multiple-personality disorder. However, the Mercedes was less able to isolate tire thrum and vibration, especially on aggregate surfaces. Both feature suitably aggressive seating that also works on a long haul. Fundamentally, the M5 is sobering and intoxicating. It sounds the way you might imagine a smaller-displacement, freer-revving Dodge Viper V-10 would, and yet the M5's 5.0-liter engine matches the Viper's output with 3.3-liters less (or the size of a typical V-6) displacement. Rev it up, and the M5 barks a 10-part harmony a Viper never has or ever will. Operating this car is an exercise in restraint; that "M" button taunts you. The way the M5 involves, entices, and rewards is uncanny despite its size--especially for its size. While 279 combinations of button-pushing seem like a "because we can" statement, or because BMW couldn't decide on what vehicle settings to make standard, the flexibility is useful. 1st Place: 2006 BMW M5 Dial M for magnificent. An iron fist in a titanium glove with a computerized conscience to keep you from getting in trouble every time you start it up. The CLS55 is like Hulk Hogan dressed for a cocktail party: Its elegant exterior belies the muscle-bound tough guy within. With all its effortless power, it feels as if it's being drawn faster to the horizon by an electromagnet. The ultra-smooth transmission only enhances the CLS's (Corporate Luxury Shuttle's) AMG (All Mighty Grunt) power. The fact that it's just as fast as the M5 but requires less driver involvement for less handling prowess will no doubt appeal to many, more often. 2nd Place: 2006 Mercedes-Benz CLS55 AMG Point it and plant it. Elegantly languid looks belie headbanging straight-line grunt, but it feels more one-dimensional. This battle boils down to a choice between a fighter jet or luxury jet. Do you want to configure your cockpit for battle or rest easy as the scenery blurs by? We still enjoy a driver's car over a luxury car--although both are both here. The M5's delinquent demeanor and Adrenalin-junky attitude got into our veins and intoxicated us in a way the more subtle CLS55's didn't. One blast in the CLS55, and you'll feel like you've been there, done that. One sortie in the M5, and you'll want more. The Accidental Comparison Recently, race drivers Tommy Kendall (representing Mercedes-Benz) and Bill Auberlen (for BMW) demonstrated their car-handling skills to the press at the Motor Press Guild's "Track Days" at Willow Springs Raceway. What were they driving? The CLS55 and M5, of course. Our alert Neil Chirico seized the opportunity to equip each pairing with our Racepak GPS system to record what happened. Below is each driver and car's single best laps presented as a virtual head-to-head comparison. The visual depiction of results like these is challenging to present. The first graphic below is a perfect example, where speed differences of a few percent become virtually invisible. So to better capture the CLS55 and M5's performance, we've indulged in two, more elaborate presentations; one shows their difference in speed; the third, an illustration of how far the M5 would pull ahead of the CLS55 over the course of one lap. The three illustrations below are called "curtain graphs"; the base of the curtain demarks the course map, its height represents the magnitude of the result. In the first instance, the height is speed; in the second, it's speed differential; in the third, car-lengths ahead. Obviously, the M5 is quicker--but how and by how much? Read on. The M5's 2.55-second quicker lap means a big gap on a fast track. The CLS55's brief gains in the transitions and during low-speed cornering logically reflect its better skidpad skills; the M5's gains during braking are likewise consistent with our test-track numbers. What's illuminating are the BMW's cornering and acceleration at high speeds. Our dragstrip measurements from a stop tend to obscure this. 01: Here you see the rise and fall of the cars' speeds over one lap. Did we say "speeds"? The two cars perform so similarly, their plots look like one. Nevertheless, it's fun to note the graph's shape and top speeds. 02: This is a more dramatic visualization. Here we see each car's mph advantage (the difference in their above speeds). Note that the CLS55's few gains seem restricted to the lower-speed transitions. 03: This third depiction really gets to the nitty-gritty. With the two cars starting together on their flying laps, the height of the "curtain" represents how the BMW gradually draws away from the MB.
Motor Trend
3 days ago
- Automotive
- Motor Trend
2026 GMC Acadia Denali Ultimate First Look: Fancy Name, a Few Fresh Features
For years, GMC's Denali trim level has represented the most expensive, nicest version of any given GMC model without stepping up to, well, a Cadillac. And as Denali has grown ever more critical to boosting the brand's bottom line (a surprising number of GMCs are Denali-spec examples), GMC has been naturally looking for ways to keep customers spending. One of those ways has been through the addition of the Denali Ultimate trim level, a step above package initially offered for the Yukon full-size SUV and Sierra 1500 pickup truck that's now being extended to the 2026 GMC Acadia lineup. The 2026 GMC Acadia Denali Ultimate adds premium features to the Acadia Denali, including a 16-speaker Bose system, 22-inch wheels, Woodland Mahogany leather seats, Paldao wood trim, and unique exterior details like a Vader chrome grille and LED start-up sequence. This summary was generated by AI using content from this MotorTrend article Read Next Similar in scope to the Sierra's Denali Ultimate treatment, the Acadia's Ultimate makeover brings a smattering of uprated features and materials to the mix. The standard Bose audio system, for example, sprouts four additional speakers (for a total of 16) versus the regular Acadia Denali, while the wheels grow from 20 inches in diameter to 22. GMC slathers the seats and door panels in a rich-looking brown Woodland Mahogany leather with contrast stitching and what first appears to be western-style filigree patterns but are actually 'topographical maps' on the seats. Those chairs are heated and ventilated up front, and massaging. This special leather is joined by laser-etched and embossed Paldao wood trim on the dashboard and door panels. Occupants' feet rest on special floor mats, too. Outside, the Acadia Denali Ultimate is set apart by a Vader chrome grille and trim, along with special Denali Ultimate badges. The LED running lamps can play a special start-up sequence as the Acadia is started, as well. If this tonier three-row SUV sounds good, prepare to shell out more than GMC charges for the regular Acadia Denali (for 2025, that's $58,090 with all-wheel drive), though how much more specifically will be shared closer to the Acadia Denali Ultimate's rollout date later this year. In some ways, this might be the only way to get a fancy GM three-row that isn't full-sized or electric—Cadillac is expected to axe the XT6, the Acadia's distant relative, and go all-in with the all-electric Vistiq. Otherwise, if you want three rows and gas power, you're looking at either a Yukon or an Escalade.
