2018 EquinoxBy Brian Harper, Driving.ca - Yes, General Motors is a King Kong-sized global manufacturer, and its Chevrolet brand as American as baseball, apple pie and all that other stuff, but the Equinox is still built in Ontario - at the CAMI plant in Ingersoll - so I look beyond any obvious flaws in my argument to consider the crossover to be at least quasi-Canadian and, therefore, worth rooting for.  (And, yes, I maintain a certain amount of pride for all vehicles assembled in our nation, regardless of the automaker's origin.)

It's not as though this particular Chevy is an underdog; though it isn't the top seller in the ultracompetitive compact crossover segment - that would currently be the also-built-in-Ontario Toyota RAV4 - it is definitely a player.  Within the Chevy model range, the Equinox is the third in sales in Canada, behind the Silverado pickup and Cruze sedan/hatchback.  And it will likely surpass the Cruze within a few months.

The 2018 model year sees a new, third-generation version, one that sheds a considerable amount of weight - about 180 kilograms - to become leaner and more responsive in comparison with the previous model.  But, more importantly, the new Equinox sets aside its traditional engine lineup - normally aspirated four-cylinders and V6s - for a trio of turbocharged four-cylinder powertrains, including a diesel.

There are LS, LT and Premier trim levels to choose from; the tester was a high-level Premier 1LZ with the base 1.5-litre turbo four and a six-speed automatic transmission.  Putting out a reasonable 170 horsepower and 203 pound-feet of torque, the small four is impressively smooth and lively, not just when puttering about town, but also on the highway.  For comparison, the same-sized engine in the Honda CR-V delivers 190 hp but only 179 lb-ft of torque.  Oh, it's not going to win any stoplight drag races (zero to 100 km/h in about 9.5 seconds(, but the all-wheel-drive Equinox tips the scales at a trim 1,605 kg, so it's not overly burdened, feeling quite nimble when turning corners and such.  Plus, the AWD system is disconnected from the rear axle when not in use, improving efficiency.

Initially, though, I felt that were the Equinox to be loaded up with people and luggage - or perhaps towing a small trailer - ticking the box for the 2.0-L turbo (with a far more substantial 252 hp/260 lb-ft, plus a nine-speed automatic) or the 136-hp 1.6-L diesel (236 lb-ft) would be more prudent.  Yet, after putting some 700 km on the odometer with a quick trip to visit friends, I might reconsider.  The crossover handled four adults aboard without missing a beat, and delivered a parsimonious 7.8 L per 100 km - primarily at highway speeds - fuel economy to boot.  Unless you get aggressive on the throttle, the six-speed shifts up early to promote efficiency.  Mind you, southwest Ontario is mostly pancake-flat terrain; the 2.0 L or diesel would probably be a better bet if higher elevations or more varied topography was involved.

Though decidedly fresher in appearance than its doughy predecessor, the new Equinox still blends in with the bulk of the models in the compact crossover segment, rather than standing out.  Design cues for the vehicle came from the aerodynamically shaped Cruze, Malibu and Volt, stalwart Chevy models all, but not known for their drop-dead gorgeous exteriors.  Chevrolet debuted a particularly striking crossover concept called the FNR-X at the Shanghai Auto Show in April; the new Equinox would have made much more of a statement if it had borrowed some of the concept's styling.

But whatever disappointment there might be with its outward appearance - and I will be the first to say that looks are purely subjective - was mitigated by the Equinox's bright and cheerful cabin, highlighted by the tester's two-tone black and tan seats and dash area.  However, the dashboard itself was not the better soft-touch plastic, which, considering the crossover's nearly $39,000 price tag, smacked of unnecessary cost cutting.

The instrument cluster is first rate, with a configurable information display front and centre.  The same goes for the eight-inch centre console touch screen, with clearly marked icons for a variety of functions.  These include the latest connectivity technologies, such as MyLink infotainment systems designed to support Apple CarPlay and Android Auto, as well as an available OnStar 4G LTE Wi-Fi hot spot.

Heated seats and a remote starter are standard on all trims.  The Premier is highly contented and includes such features as dual-zone automatic climate control, keyless entry, power windows, door locks and liftgate, power heated outside mirrors, rear park assist, rear cross-traffic alert, blind-zone alert and rear-view camera.

As for cargo capacity, the Chevy's "kneeling" rear seats - the bottom cushions tilt forward when the split-folding seatbacks are lowered - enables a flat rear load floor for easy loading and up to 1,798 L of space, including 846L behind the back seat.

There's much to like about the redesigned Equinox: fuel efficiency, and impressively smooth ride, good handling characteristics, up-level interior and competitive pricing.  Still, the compact segment is crazy competitive, and the Chevy has to contend with something like 16 rivals, including such heavyweights as the RAV4, Honda CR-V, Nissan Rogue and Ford Escape.  Whether the Chevy can elevate its status is up for debate, though it's not for a lack of trying.  The 1.5-L engine might not be to everyone's tastes, but the Equinox's ace in the hole is the fact that there are alternatives.

Overview:  Five-passenger compact crossover

Pros:  Roomy for its size, multiple engine choices, made in Canada

Cons:  Mainstream styling, AWD must be engaged

Value for money:  Good

What I would change:  AWD should activate automatically

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06-12-17

CHEVROLET’S COMFORTABLE AND GROWN-UP EQUINOX NOW PACKS A SURPRISING PUNCH UNDER THE HOOD

2018 Equinox

By Peter Bleakney, Driving .ca - Originally launched in 2005, the Cambridge-built Chevrolet Equinox compact crossover became a cash cow for General Motors thanks to the segment's ascendancy to North America's vehicle of choice.  The first-gen Equinox found more than 2 million homes, and in Canada it was Chevy's second-best seller behind the Silverado pickup.

Ah, but time waits for no crossover mired in the past.  To keep up with the raging tide of competitive iron, the Equinox now moves into its third generation for the 2018 model year, getting an all-new structure, tidier dimensions, sharper looks, updated tech and a new base engine - a 1.5-litre turbo-four putting out 170 horsepower 203 lb.-ft. of torque - mated six-speed automatic transmission.  It also sheds up to 180 kilograms, depending on the trim.

The 1.5L engine in the Equinox, which we sampled earlier this year, is smooth and reasonably fuel efficient.  But for those seeking more punch, Chevrolet answers the call with this 2.0L turbo-four that makes 252 horsepower and 260 lb.-ft. of torque from 2,500 rpm.  It works in tandem with a nine-speed auto.  The Equinox now leaps to the head of the class when it comes to segment power, edging out the speedy Subaru Forester XT with its 250 horsepower, the 245-horsepower Ford Escape and the Kia Sportage, which develops 237 HP from its 2.0L turbo-four.

We sampled the top tier-Premier AWD which layers on such goodies as two-tone leather, blind-spot and rear cross-traffic warning systems, memory settings for driver's seat radio and mirrors, an eight-inch touchscreen infotainment system, a hands-free powered lift gate and rear park assist, plus 18-inch wheels, LED headlights, a few chrome bits on the exterior, and more.

Escaping the confines of congested Nashville, the 2.0L Equinox feels relaxed and certainly more fleet than the base 1.5L engine.  With it's stiff structure, targeted sound insulation and standard noise cancelling, Chevy has fashioned one of the more serene and comfortable riding vehicles in the segment.  Ride quality is excellent, and while handling might be not as sharp as the Honda CR-V or Mazda CX-5, the Equinox cuts a clean and controlled path on these undulating roads in rural Tennessee.

The nine-speed automatic was developed by GM in-house, reflecting an industry trend to get a wide ratio spread while also keeping engines within a fuel efficient rev range.  Hats off to GM for tuning this transmission to avoid unwanted ratio "hunting" and excessive lag when calling for acceleration.  The first five gears are closely stacked and slur between each other mostly unnoticed.  Under light throttle loads, the nine-speed wants to keep the 2.0L turbo just under 1,500 rpm, but unlike some others with multi-gear transmissions - the new Jeep Compass comes to mind - there's no pathological aversion to downshifting here.

As these were U.S.-spec Equinoxes, we observed 24 MPG on this mix of highway and winding two-lane roads.  Plus, not only does the Equinox run on regular grade fuel, an auto start/stop system is standard across the line.

The first stop is the hamlet of Leipers Fork, about an hour outside of Nashville.  If you're looking for a killer fried chicken sandwich and some fried green tomatoes, drop in on the friendly folks at The Country Boy diner.  And if you're looking to jam on some funky vintage instruments, wander two doors down to Serenite Maison.  There's an old Kay standup bass leaning in the corner - been there for decades, they say - along with a selection of Gibson and Martin guitars hanging on the wall.  No, they're not for sale - I asked - they're purely for the pleasure of anyone who wants to play them.

Chevrolet has the 2018 Equinox armed for connectivity.  Standard is Chevy MyLink infotainment system with wireless audio streaming, along with Apple CarPlay and Android Auto connectivity, and one year of OnStar that bestows, among other services, a 4G LTE wireless hotspot.

The Equinox's dash looks to be lifted right out of the Malibu, which is no bad thing as all the controls, major gauges and menu structure are clear and logical.  The cabin looks good dressed up in this two-tone tan-and-black combo, but lesser trim models in all black are a bit dour.  The quality of materials is not up to class leaders like the CX-5 and the Sportage, and some of that faux-chrome trim hints of an old-school GM hangover.

The front seats are comfortable, and rear passengers are not left out here, getting plenty of headroom and legroom, two USBs, a power adapter, a 110-volt outlet and heated seats.  It doesn't stop there - rear seat riders can actually choose whether they want warm butts and/or backs.

2018-chev-equinox-2-0-4

A raft of new radar and camera-based safety kit is on the menu, including surround vision, forward collision alert and automatic braking, plus lane-departure warning and lane-keep assist systems.  Additionally, the standard Rear Seat Reminder warns if a child or dog is left in the second row.

There's plenty of functionality in the 2018 Equinox.  The 60/40 split second row easily folds forward with a low-effort fluid motion, creating a flat and smartly configured load space.  There is a decently sized hidden compartment under the floor.  The hatch opening is large too, although you'll find more cargo room in a CR-V, Forester or Toyota RAV4.  With the 2.0L turbo engine, the Equinox's tow rating leaps to 3,500 pounds.

Landing in dealerships now, this accomplished crossover with its bigger engine, grown-up comfy road manners and class-leading technology is the second prong in the Equinox's assault on the compact crossover segment.  Later this year, the Equinos will get a 1.6L turbodiesel engine with 136 horsepower and 236 lb.-ft. of torque.

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2018 EquinoxBy Pedro Arrais, Times Colonist - If there was a list of desirable features people usually look for when buying a compact SUV, the 2018 Chevrolet Equinox would surely hit all the boxes.

This market segment is the largest and has seen the most intense competition for consumers' attention.  General Motors has stopped at nothing to make sure its new entrant stands head and shoulders above the crowd.

First off, GM put the Equinox on the automotive equivalent of an extreme diet.  It shrunk by 118 millimetres in length.

While it used to be almost stuck in the grey zone, caught between compact and mid-sized SUVs, it is now firmly a compact - in the same segment as the Honda CR-V, Ford Escape and others.

In the process, the Equinox has shed close to 300 kilograms (it's now even lighter than the Honda CR-v).

But this is a formidable crowd and, if the changes are not done right, it runs the risk of taking the Equinox out of the frying pan and into the fire.

The base front-wheel-drive Equinox starts out at $25,195, and trim levels include LT and Premier. Canadians would likely opt for an all-wheel-drive vehicle instead, which drives up the cost by $2,400.  There are more trim levels for the AWD line, with the top being the Premier 2LZ at $37,195.

I drove a Premier 1LZ, which starts at $34,195.

My first impression on getting in the driver's seat was "Wow!"

The previous-generation Equinox was a vehicle that tried hard, but was utterly outclassed by its competitors.  It featured acres of hard plastic and reeked of a design by committee.

The pendulum has swung completely in the opposite direction with the 2018 edition.  The new model reeks of quality and attention to detail.  Any interior designer would be proud to look around and appreciate the carefully laid-out cabin (in two-tone leather on some models).

Not only is the interior welcoming, the materials used have similarly received a substantive boost.  As my hand rested on the steering wheel, I noticed that even the spokes of the wheel are covered in a supple material that was pleasing to the touch.

The equipment kit reflects GM's desire to elevate the Equinox into territory it could never had imagined before.  My tester boasted a large panorama roof, 19-inch wheels, a Bose sound system, low-speed auto braking, forward collision alert, lane departure, lane-keep assist and auto high beam, surround cameras, ventilated front seats, a heated steering wheel, heated outboard rear seats, eight-way power front and passenger seats, and wireless cellphone charging - and that's only the highlights.

For the infotainment system, the Equinox features an eight-inch colour touchscreen with MyLink, Apple Carplay, Android Auto and Sirius satellite radio.  The system is also a 4G LTE Wi-Fi hot spot, so that passengers can connect their tablets wirelessly on the road.  Buyers will also get an OnStar five-year basic plan.

Engineers tossed out the old V-6 and replaced it with a choice of two turbocharged four-cylinder engines - a 1.5- and a 2.0-litre.  I drove the 1.5-litre mated to a six-speed automatic transmission.

The engine may be smaller, but I daresay the Equinox feels more spirited, with 300 kilograms less to push.  The 1.5-litre produces 170 horsepower, about average in this segment.  But the kicker is the 203 foot-pounds of torque, which comes on as low as 2,500 rpm.  It is the most torque produced in the segment.  By comparison, the Ford's turbocharged 1.5-litre four produces 185 lb.-ft. of torque at 4,320 rpm.

The new engine is also much more fuel-efficient than the V-6 it replaces.  While it is not the segment leader, it still bests similar offerings, such as the above-mentioned 1.5-litre from Ford.  Technology in the form of a gas-saving stop/start function helps lower consumption.

The 1.5-litre will soon be joined by a more-powerful 2.0-litre and a more frugal 1.6-litre diesel in the months ahead.  The latter would be of interest for people who tow or for those looking for the best fuel economy.

The Equinox is quiet on the road, with a compliant ride and predictable handling.

Did General Motors produce a winner this time?  If you compare it to last year's model, there is no doubt this year's vehicle is superior.  But most importantly, the 2018 Equinox's blend of functionality, features and performance now makes it competitive against the best in the segment for the first time.  It is the best contender GM has fielded for a shot at the top.

THE SPEC SHEET

Type:  Compact SUV, front engine, all-wheel-drive

Engine:  Turbocharged 1.5-litre four-cylinder engine, 170 hp at 5,600 rpm, 203 lb.-ft. of torque at 2,500 to 4,500 rpm

Transmission:  Six-speed automatic

Dimensions (mm):  Length, 4,652; width, 1,843; height, 1,661; wheelbase, 2,725

Curb weight (kg):  1,580

Price (base/as tested):  $34,195/$40,740 (includes $1,700 freight and PDI and $100 AC tax)

Tires:  225/60 R18 on alloy wheels

Fuel type:  Regular

Fuel economy (L/100km):  9.8 city/7.9 highway

Warranty:  Three years/60,000 km new car, five years/100,000 km powertrain and roadside assistance

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