SUV's with third row seating review

SUVs are known for versatility in carrying people and cargo. And adding a third-row seat boosts that capability another notch. Depending on the model, a third-row seat lets the vehicle carry up to seven or eight passengers. That's handy for a large family, car-pooling duties, or mobile play dates. And when you don't need the extra seat, it folds conveniently into the rear cargo floor. With a split-­seatback design, you can fold one section down and still let someone sit in the other one.

But the third-row seats in most SUVs are small, tight, and best left for kids. It can be cumbersome to climb into and out of them. When they're up, cargo space can be slashed to a fraction of a vehicle's normal volume. So you might be able to carry half of the local youth football team but not its gear.

For this issue, we tested three recently redesigned models at different prices that show the range—and limitations—of the choices in this category.

The midsized Acura MDX, $49,460, for example, has a pretty typical third-row seat. It's sized for kids. Adults can fit in a pinch, but the sitting position is a bit awkward. Leg, head, and foot room are tight.

The Mitsubishi Outlander, $27,180, is the only compact SUV that currently offers a third row. But this one is tighter still, with the owner's manual warning that the row is designed only for shorter people. Moreover, to carve out enough leg room for people in that row, you have to slide the second-row seat forward, which impinges on leg room there, too.

The Mercedes-Benz GL350 BlueTec, a diesel-powered luxury SUV costing $73,020, is the rarity here. It has a roomy, minivanlike third row that comfortably accommodates two adults. The seat is easy to climb into and out of.

If you really want a three-row SUV and you don't have a luxury-car-level bank account, a couple of affordable models that did well in our testing are the redesigned Hyundai Santa Fe and Kia Sorento, although both are too new for us to have reliability data.

For years, the upscale MDX has been one of our higher-rated SUVs. The redesigned third-generation 2014 model continues that tradition. Overall, it's a well-rounded SUV that does most things well.

The hushed cabin and supple ride are a step up over the previous version. The new 3.5-liter V6 engine is quick, responsive, and refined. And it delivers impressive fuel economy of 20 mpg overall, the same as the diesel-powered Mercedes-Benz GL350 BlueTec and only 1 mpg less than the Lexus RX 350, the most efficient nonhybrid or diesel model in this class.

The MDX has a roomy, comfortable, and very functional cabin that can hold up to seven people. And access to the third-row seat simply requires pressing a single button, a clever, user-friendly design that should be a benchmark for competitive models.

All versions except the base come with a comprehensive suite of electronic safety features, including forward-collision and lane-departure warning systems. Higher-trim versions add features such as self-braking capability as well as self-steering to help ensure that the vehicle doesn't drift out of its lane.

Alas, if you're looking for pizzazz, you won't find it here. The MDX handles competently, but it has lost the sporty edge of its predecessor. The steering is short on feedback, and the vehicle doesn't have the agility of competitors such as the Audi Q7 and BMW X5.

As with other recent Acuras, the dual-screen in-dash control system can be frustrating and distracting to use while driving. In addition, certain common features are available only on the top-of-the-line trim version or by getting expensive packages.

Reliability is likely to be above average.

Competent luxury. The MDX is powered by a new 290-hp V6 and a six-speed automatic transmission, a combo that's smooth, refined, and responsive. Like most models in this class, premium fuel is recommended. For the first time, the MDX is available with front-wheel drive in addition to all-wheel drive. Opting for it will save you $2,000 off the purchase price and 1 to 2 mpg on the road.

Handling is sound, if not particularly agile, and when pushed to its limits, the MDX remained balanced and predictable. The ride is compliant but quite firm, with bumps well masked and ride motions mostly controlled.

Inside, the cabin is well finished but is perhaps more purposeful than plush. There's plenty of space for the driver, including knee and head room, and the car has a generous range of power tilt and telescoping adjustments for the steering wheel.

You'll find front seats that are large and well-shaped. The roomy, well-contoured second-row seat can fit three adults across. The seatbacks recline, and the seat slides back and forth, providing generous leg room for the second-row passengers or giving added space to folks in the third row. That third row, though, is best left for kids.

One of the MDX's most clever features aids access to the third-row seat. Push a button on the second-row seat base and that seat folds and slides away on its own, presenting a narrow aisle to the back. Kids can then easily scamper in, although you might find adults grimacing a bit. When it's time to climb out of the MDX's third row, pushing an illuminated button atop the second row seatback repeats the trick.

The MDX has two display screens in the dash and one between the instruments. Their graphics have large fonts and are easy to read. Still, we found it impossible to show audio info (such as song title), fuel economy, and fuel range all at once.

At first glance, the MDX's controls, which combine normal buttons with a center controller knob and a touch screen, seem more approachable than the whiz-bang control systems found in other luxury cars. But the Acura does have a few tricks of its own.

On the plus side, the radio and climate touch screen has clear graphics and large onscreen buttons. It also provides tactile feedback by "buzzing" the screen when you tap it. But manual climate adjustments require pulling up each function's individual screen­—fan, airflow, and so on—before making adjustments, which can be laborious. Most people will probably just keep it on Auto.

The audio controls are a mess because of the system's confusing menu structure, which often requires you to perform lots of steps to find what you want. That can get convoluted and distracting while driving. Moreover, the volume knob is tiny and the MDX has no tuning knob; you can make the giant multicontroller knob serve as one, but good luck finding the right screen for that.

Pairing a phone is very easy if the system prompts you; if it doesn't, the process gets a little tricky. With a compatible phone, the system will let you send and receive text messages that display onscreen. But many of our staffers' phones didn't work with the system, so check the compatibility list.

Voice commands can be used to control the music, phone calls, navigation, and climate controls. But the system is less sophisticated than better versions that recognize more natural voice commands.

The rear cargo area can be expanded by folding one or more sections of the split second- and third-row seats.

Best version and options to get. The base MDX comes well equipped and has leather seats and a sunroof. But most buyers will go with a higher trim version. For about $4,300 more, the Technology trim is the best all- around choice in the MDX lineup, adding an upgraded stereo, navigation system, and blind-spot monitoring.

For $8,000 more, the top-level Advance version is the only way to get such luxury-class features as front passenger-seat lumbar adjustment and ventilated front seats, commonly available on competitive models. It also comes with a rear-seat DVD player whether you want it or not. If you don't have kids, that could be wasted money.

Even among luxury SUVs, the diesel-powered GL350 BlueTec stands out as an exceptionally well-crafted package that excels in almost every area. Passengers enjoy a plush, quiet, and roomy interior; comfortable seats; and a long list of convenience and safety features. The GL also provides enough room for seven people to sit comfortably, surprisingly good fuel economy, and plenty of towing capacity. Plus it's the most comfortable-riding SUV we've tested.

But the package is marred by one serious flaw: poor emergency handling. When we pushed the GL to its handling limits, its electronic stability control system kicked in early and aggressively, which made the vehicle understeer and run wide of its intended path. Then the system's prolonged braking caused a tire to momentarily lock up in our avoidance maneuver, severely limiting the GL's performance. That resulted in a poor rating for emergency handling, so we can't recommend the GL. We think Mercedes-Benz should recalibrate the stability-control system to prevent that problem.

Other pauses: The controls, though better than those on certain other German cars, are still somewhat complicated. And the vehicle isn't cheap. Our GL350 BlueTec was $73,000; a high-end, fully loaded GL can scratch six figures. We don't have data to predict its reliability yet.

Opulent and refined. We opted for the diesel-powered BlueTec model because it offers the best combination of power and fuel economy. The 240-hp turbodiesel V6 and super-smooth seven-speed automatic transmission are refined and responsive while delivering strong midrange acceleration and good fuel economy of 20 mpg overall and 28 on the highway. That gives the BlueTec a long 740-mile cruising range.

In routine handling, the GL is relatively agile for its size and bulk. The luxurious ride swallows up bumps with muted impacts. And the GL is serene and composed on the highway.

Inside, you sit high, with plenty of head and leg room. The well-padded front seats are wide and accommodating. And the GL has one of the best rear seats available; it's nicely contoured, and leg room is abundant. The third-row seat is one of a few with enough room for two adults.

The GL has relatively easy-to-use controls, although the electronic shifter takes some getting used to. The dual-zone automatic climate control worked well, but some drivers complained that it took a while for the diesel- powered vehicle to produce adequate heat on cold mornings.

Phone pairing was easier with an iPhone than with an Android device. Bluetooth and MP3 audio streaming worked well. Voice commands can be used to control navigation, phone, and audio functions.

Best version and options to get. Our tested GL350 BlueTec is the most sensible combination. The diesel is refined and efficient, and the 19-inch wheels contribute to a more comfortable ride than the optional 20-inchers. Blind-spot monitoring is a good idea for this big SUV. We'd skip the running boards; they just get in the way. The imitation-leather upholstery is impressively similar to authentic leather, so we wouldn't splurge on the real thing.

The small-SUV class has been dramatically transformed over the last couple of years, with many redesigned models raising the bar for their competition. In this environment, Mitsubishi's redesigned Outlander needed to be a home run to help it stand out to car buyers. Instead it's a rather mediocre model that rates near the bottom of the category and didn't score high enough in our testing to be recommended.

The Outlander's biggest distinction is its standard third-row seat. Though it's tight and best for kids, the feature makes it the only small SUV that can carry up to seven people. Another plus is the strong air-conditioning system, which proved particularly effective at chilling the cabin, even on hot, humid days.

But those positives aren't enough to offset the vehicle's many shortcomings. Compared with the previous Outlander, which was sporty and agile, this retooled model handles clumsily, tending to lumber through corners and feeling like a larger vehicle than it is.

The ride is fairly stiff and lacks the compliance of some competitors. The engine's sluggish acceleration is accompanied by raucous engine noise, which is accentuated by a behind-the-times continuously variable transmission (CVT). Its 23 mpg overall is average for this class but nothing special.

Inside, the cabin is noisy, the front seats aren't supportive enough, and the trim looks cheap and feels insubstantial. Even some of the small details seem half-baked, such as rear head restraints that impede visibility; difficult child-seat installation; and an awkward method for folding the second-row seat.

Another consideration is Mitsubishi Motors' uncertain future in the U.S. because of low sales, which could affect the Outlander's resale value and future support. The Outlander is likely to have above-average reliability, based on previous models. Still, with the array of very good competitors in this class, we see little reason to consider the Outlander.

A mixed bag. Lower-trim versions, including our SE, come with a 2.4-liter, four-cylinder engine, mated to a CVT. GT models have a smooth, refined 3.0-liter V6, coupled with a six-speed automatic transmission. Our four's acceleration is slow, it struggles on hills, and it needs a heavy foot on the throttle to maintain speed. Lots of engine noise accompanies any rapid acceleration as the CVT holds revs at high engine speeds.

Inside, the Outlander provides lots of space in front, with plenty of head and knee room. But several drivers wished the telescoping steering wheel pulled closer. Visibility is generally good, except to the rear, where giant, paddlelike head restraints block the view. It's best to stow the third-row seat when not in use. All Outlanders except the base ES come with a backup camera, which works well.

The second-row seat has lots of leg, foot, and head room. Three adults can fit, but they might want to keep the trip short. Controls are generally simple to use, although you can find yourself having to flip through touch-screen menus to get things done. Pairing a phone via Bluetooth is easy, and voice commands can be used for some audio and phone functions.

The second- and third-row seats have split seatbacks for cargo-carrying versatility.