GMC Terrain offers a nicely equipped package
Each trim level gets a unique grille so your neighbours will know you paid more (or less) for your Terrain than they did. The C-shaped headlights and tail lights (reverse-C on the right side) give a unique look to both ends of the truck.
“Upscale” is the theme inside and it’s a comfortable, well-equipped place to be. Good visibility out the windshield is particularly appreciated.
The first thing you might notice is — where is the gearshift lever? Centre console space is the most expensive real estate in the car business; everybody wants a piece of that, for the shifter, cup holders, cubby bins, etc.
GMC has taken another shot at the push-button idea, a series of buttons on the dash just below the HVAC controls.
Some buttons require a tug rather than a push, which takes some getting used to. But given you usually access these buttons about twice per trip — once at the beginning, again at the end — there’s no real reason for them to be all that handy, and I found it not that hard to acclimatize.
Given that this frees up centre console space for side-by-side cup holders (much easier to distinguish for driver and front seat-passenger) this looks like a small step toward conjugal happiness. “Hey! That’s MY cup!!” will no longer be an issue.
Rear-seat room turned out better than I feared, given the wheelbase chop. Two medium-sized adults or three kids (or two and the dog) should be fine back there. The front passenger seatback folds forward to allow long objects to be carried inside. Yes, an eight-foot ladder will fit.
A boatload of driving assist systems is either standard or available. Needless to say, the blind-spot warning system is pointless if you adjust your side-view mirrors correctly — much further out than you were probably taught — but forward-collision alert and automatic low-speed braking might be useful if your attention gets diverted for whatever reason.
The central touchscreen offers big “virtual” buttons making it easier to use than many of its ilk.
Available built-in Wi-Fi is so useful, you wonder why every carmaker doesn’t offer it. They surely will some day; with GM, you don’t have to wait. I tried all three powertrains. The smallest, the 1.5-turbo gas, is expected to account for about a half of Terrain sales. It was the most surprising of the troika, delivering peppier performance than its displacement and power rating (170 ponies) would suggest. Despite having nine ratios to choose from, shifting was unfussy.
The 2.0-litre is predictably quicker, as 252 horsepower don’t lie. But unless you regularly load up your Ter- rain or tow a trailer (up to 3,500 lbs. or1,587 kg), it might not be worth the upfront cost or the increased fuel consumption.
As regular readers will guess, my favourite engine was the diesel. Only 137 horsepower, but a thumping 240 pound-feet of torque, just 20 fewer than the bigger 2.0-litre gas.
The low, broad torque curve requires fewer ratios in the transmission, and while under hard acceleration, you’ll know it’s an oil-burner, and at highway speeds, it’s commendably subdued.
Mind you, the diesel costs four grand more to start. You’d have to drive a fair whack to make up that difference in fuel savings.
Some of our test vehicles had the sportier suspension, which firms up the ride considerably. Pittsburgh roads are not a whole lot better than Toronto-area roads, so you might want to stay away from that option.
The base cars rode decently and the steering felt surprisingly decent as well — light, but reasonably responsive.
In sum, the new GMC Terrain offers GM intenders a nicely equipped package at what seems like a reasonable starting price.
Sure, a proper station wagon would do that, too, with lower weight, lower price, better fuel consumption, more safety and better vehicle dynamics. Maybe in my next lifetime.
As it stands, will the GMC Terrain be enough to get people out of their Toyota RAV4s, Honda CR-Vs or Nissan Rogues?
It’s like the mortuary — remains to be seen.