Instrumented Test
GMC replaced the Terrain’s previously optional 3.0-liter V-6 with a more-powerful 3.6-liter for 2013. This review largely focuses on the new engine, but our impressions were heavily shaded by our example’s Denali trim. GMC’s top-spec trim treatment is new to the Terrain this year, and, as when the badge is applied to the larger Acadia and Yukon, it comes with a ton of shiny stuff. It also comes at a sticker price that puts the Terrain Denali in some heady company.
Our as-tested price of more than 40 large is Audi Q5, BMW X3, Mercedes-Benz GLK, and Volvo XC60 money. That’s asking a lot for something that is, yes, well optioned but not a whole lot different from a regular Terrain, which starts at about $27,000 with a four-cylinder engine. Apart from the acres of chrome exterior trim, chrome wheels, signature cheese-grater grille, and leather-lined interior with red contrasting stitching and faux smoked-mahogany-wood accents, a Denali is simply a Terrain. But that’s not necessarily bad news—the Denali features the same roomy interior and back seat as in the regular truck. Adhering to the all-American philosophy of more metal for the same bucks, the Terrain is roughly a quarter size larger than its compact SUV competition, whether those are the luxe rides listed above or mainstream stuff such as the Mazda CX-5, Honda CR-V, and Toyota RAV4.
Given its basic-Terrain roots, the Denali unsurprisingly drives like other Terrains—in other words, nothing like the taut-handling luxury competition. New dual-flow dampers have improved the GMC’s body control, and it still offers a cushy, isolated ride, but the numb, lifeless steering and the squishy brake pedal carry over. In our testing, the Denali posted a dismal 199-foot stopping distance from 70 to 0 mph, well behind figures turned in by the posher competition as well as more plebeian crossovers.
This likely has a lot to do with its porky 4257-pound curb weight and grip-averse Hankook Optimo tires. The relatively narrow (for a vehicle this size) 235/55 mud-and-snow-rated rubber didn’t redeem itself in nasty weather, either. Your author piloted the Denali through a typical midwinter Michigan snowstorm, and it was neither stable nor particularly good at clawing its way out of deep piles of white stuff. The lack of a four-wheel-drive lock mode for low-speed snowcatting didn’t help, and the front tires spun helplessly before the all-wheel-drive system eventually punted torque to the rear axle.
As mentioned, a 3.6-liter V-6 engine replaces last year’s available 3.0-liter six. A 2.4-liter four powering the front wheels is standard; all-wheel drive and the V-6 can be independently spec’d. The 3.6 boasts an additional 37 horsepower and 50 lb-ft of torque relative to last year’s six, for totals of 301 horsepower and 272 lb-ft. As a result, the Denali smokes the 0-to-60-mph run in 6.5 seconds, nearly two seconds quicker than an all-wheel-drive 2010 Terrain with the old V-6 and in the neighborhood of turbo-four examples of the Q5, X3, and Range Rover Evoque. Against the non-Denali Terrain’s more-affordable competition, the V-6 outguns the field, including Ford’s Escape (with the larger 2.0-liter turbo four) and Kia’s burly turbocharged Sportage SX.
The hot-rod engine takes its toll on fuel economy, however. We managed 17 mpg, 1 mpg higher than the Terrain’s EPA city figure, despite plenty of highway driving. In our hands, the most-powerful turbo Escape returned 19 mpg and the 260-hp Sportage SX, 21 mpg. Our experience at the pump is backed by the EPA’s ratings for the new engine, which are identical to last year’s 3.0-liter six’s across the board. (Credit the 3.6-liter six's direct injection for the penalty-free increase in output; the old engine was port injected.) We appreciate that the added muscle didn’t crimp efficiency, but fuel-conscious buyers should probably stick with the standard four-cylinder, which gets a wallet-friendlier 20/29-mpg rating with all-wheel drive.
The V-6 adds $1500 to non-Denali models and $1750 to Denalis—the six requires buyers to replace the standard 18-inch wheels with 19-inchers—and our test car included the Cargo package ($235), navigation with IntelliLink ($795), a trailering package ($350), and $495 worth of Carbon Black Metallic paint for a grand total of $41,195. Our recommendation? If you have your eye trained on a V-6 Terrain, order the engine in one of the lesser Terrain trim levels. Alternatively, if you’re attracted to the Denali trim, we’d suggest you first kick the tires on a similarly priced Q5, X3, or XC60 before taking the plunge. Or if you want all the bells and whistles while saving a few bucks, check out a loaded Escape, Sportage, or CX-5.
