2016 Nissan Titan XD

2016 Nissan Titan XD

Episode 3539
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

After hauling up our Drivers’ Choice Award for Best Pickup, the Nissan Titan XD looks to wow us again. This time, running on tried and true V8 gasoline power.

The original 5.0 liter Cummins turbo diesel V8 was a torque-y and stout mover that impressed us mightily. A tow rating of 12,300 pounds impressed us, too.

This time, we’re cruisin’ in the 5.6 liter “Endurance” V8, a naturally aspirated gasoline engine carried over from the current gen, and also smaller, Titan. Although some reengineering bumps horsepower way up to 390, and torque to 401 lb-ft.

Compared to the diesel, there’s a penalty on tow rating, of course. But at around eleven hundred pounds less weight, it’s not as much as we expected. Max payload on the other hand, is actually up about 500 pounds.  

The lighter gas engine also makes it feel a little more nimble on its feet.

On sale now, the 2016 Nissan Titan XD, with V8 Gasoline power, starts around $36,000.       

Specifications

  • Engine: 5.6 liter
  • Horsepower: 390
  • Torque: Starts around $36,000
2024 GMC Acadia 11

2024 GMC Acadia

Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

This is the all-new 2024 GMC Acadia. Bigger and stronger for its third generation debut, so we headed down south to Hilton Head, South Carolina to give y’all a first drive.

The Acadia is available in three trims, entry level is elevation, the off-road model wears the AT4 badge, and for all the bells and whistles we have Denali. Wheelbase grows to 120.9 inches with an overall length of just under 17 feet. Cargo behind the third row is up 80% and overall cargo up 23%. It’s classified as a mid-size but it feels bigger to me.

“My first impression of the 2024 Acadia is that it’s enormous inside. The dash is lower than the hood and it gives an incredible forward visibility. Also, compared to the outgoing model it’s almost 11 inches longer and a little over 3 inches taller, and that translates into an enormous family hauling machine, even though the target demographic isn’t a family hauler it makes a great one.”

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GMC says the majority of Acadia buyers are empty nesters or a household with older children.

While I’ve never studied marketing, I do have a PhD in performance and I like the new 2.5 liter four cylinder turbo. It’s stronger than the outgoing model’s 6-cylinder, churning out 328 horsepower and 326 pound feet of torque through an eight speed automatic. Power delivery is quick and smooth with precise shifts, and there’s enough grunt for the optional 5,000 pound tow package. Fuel economy is respectable for such a large ride at 20 city, 27 highway and 23 combined for front wheel drive models and 19, 24, and 21 combined for those equipped with all-wheel drive. The 2024 Acadia is on dealer lots now and pricing starts at $43,995.

There’s a lot more to cover so stay tuned to MotorWeek for a full road test coming soon.

2025 Mazda CX-70

2025 Mazda CX-70

Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

A couple years ago, Mazda multiplied the CX-5 to make the then-new CX-50, followed in 2023 by the CX-90. Now in 2024, they’re finding an in-betweener of sorts with this 2025 Mazda CX-70.

I say “of sorts” because it’s really the same size as the current CX-90; that is, about 201 inches long on a 123-inch wheelbase. Powertrains, which we’ll touch on soon, are also identical.

The key difference is the CX-70’s omission of third-row seating, though there are a few other changes that give the 70 a chance to stand out. Are they enough? We were invited to Palm Springs, California, to decide that for ourselves.

As stated, the CX-70 and -90 are virtually the same looking at the overall external dimensions, standing with the same width and ground clearance as well. Even the first row experience is largely the same, like the 12.3-inch digital gauge cluster, standard on all CX-70 trims but the base Turbo model. It’s joined by an equally-sized and all-trims-standard infotainment screen tethered to Mazda’s command dial system in the center console. If you’re familiar with modern Mazdas, especially the 90, you’ll feel right at home.

First- and second-row legroom between the two is the same, the latter measured by Mazda at 39.4 inches. Behind those rearmost seats is the cavernous cargo space, measured at 39.6 cubic-feet with that second-row up, and up to 75.3 cubes with those seats folded down.

Still, these numbers are effectively the same as the CX-90 if you were to permanently fold down the third row, but measurements only tell so much of the story.

What the 70 gains is a new sub-trunk feature. Lift up the flat cargo floor to expose a series of spots and cubbies for various accessories, equipment, valuables or really whatever you’ve got. This space remains viable no matter which powertrain you opt for, even the plug-in hybrid.

And that’s actually where our driving adventure started. The PHEV is a 2.5-liter inline-four paired up with an eight-speed automatic, an electric motor and a 17.8 kWh battery pack. Total system output is 323 horsepower and 369 lb-ft of torque on Premium 93 fuel; the battery is rated at 25 miles of EV range. All-wheel drive is standard across all trims and powertrains, and tethered to Mazda’s typical focus on handling, the 70 offers a great on-road experience.

“There’s something about the way… Mazda makes their crossovers. It makes their utilities. I always say it’s because they take their sports car DNA and it’s trickled into their crossovers. And I think that’s very much the case when you look at the 50, when you look at the 90, and now when you look at the 70. I’m not saying competitors don’t do that, but Mazda just does it so well.
If you love to drive cars and you’re in the market for a utility, you should really be checking out the Mazda lineup.”

As for the plug-in hybrid system itself, look, it doesn’t knock socks off with immediate, gut-punching torque, but it does offer a smooth, quiet and more fuel conscious ride, and it’s a great option for those looking to ease into electric propulsion.

But with the sunrise came a new day and another CX-70, this time powered by the turbocharged 3.3-liter inline-six. This is the same engine used in the “Turbo” and “Turbo S” models, paired up to the same eight-speed automatic in the PHEV; again, all-wheel drive is standard.

The Turbo starts off with 280 horsepower and 332 lb-ft of torque. The Turbo S kicks things up to 340 HP and 369 lb-ft with Premium 93 fuel. This inline-six was one of our favorite things about the 90 and it’s the same story here.

“Alright, now, these are the kind of roads used to test a vehicle’s driving dynamics. This is day two and I’m behind the wheel of a Turbo model. And I have to say right off the bat, between this and the PHEV, I think I’d go with this.

Now, that’s not a slight or a dig against the plug-in. I think that one offers a very robust plug-in experience for the would-be buyer, but this inline six is just a little punchier. It’s got a little bit more muscle behind it. And to me that plays very well into Mazda’s sportier handling characteristics.

Mazda’s crossovers, they tend to lean a little bit more into the firmer ride and firmer suspension, the more taut steering everything like that. And to that extent the CX-70 plays into it very well. And again, that inline six I think plays into it very well.”

We’re glad to see these powertrains return for another midsize outing. And yes, while on the upper edges of the segment, the CX-70 is considered a midsize utility– a plenty spacious one at that.

With everything so similar, you may be wondering what the pricing looks like. Fortunately, that has stayed within the ballpark of the 90, starting at $41,900 for an entry-level Turbo Preferred, and that’s with destination; $53,905 will net you the first Turbo S, that’s the Premium trim, and $55,855 for the entry PHEV, another Premium grade. Technically speaking, the CX-70’s starting price is a couple grand more than the CX-90’s, and that’s because of differing trim structures and more standard equipment in the 70; however, trims shared between the two also share the same sticker price.

You know we’ll be putting the CX-70 through the Road Test paces soon. Until then and as always, drive safe and stay tuned to MotorWeek.