Updated CUV heading for higher ground
ROAD TEST: 2018 CHEVROLET EQUINOX 2.0T
The Chevrolet Equinox has enjoyed warm tailwinds in Canada, selling about 20,000 units a year over the past eight years, and becoming one of Chevy’s most popular vehicles, behind the Silverado pickup. In the U.S., more than 290,000 were sold last year, surprising for a model that felt about as powerful as a riding mower.
The 2018 Equinox, new from bow to stern and riding on an Opel- based platform that’s lighter and tidier than the one it replaces, suffers from no such shortcoming with its new, 2.0- litre turbo four- cylinder. The engine, one of three available ( including a diesel), ekes out 252 horsepower and 260 poundfeet of torque, working with a nine-speed automatic to deliver agreeable performance, acting almost as though a V6 lived under the hood. Joined by auto-stop technology, which activated more frequently than every other model we’ve tested in the cold recently, the little engine returned 8.6 L/ 100 kilometres on the highway and 10.9 in mixed use. Power and fuel efficiency? So far so good.
Of course, it costs more to get the 2.0- L engine, our AWD LT 2.0 turbo stickering at $ 33,595 before options, which is a long walk from the starting price of $25,545 for the base LS with its 170hp 1.5 - L turbo- f our and 2WD. But getting the bigger turbo also means getting the new nine- speed automatic, i nstead of the six speed mated to the 1.5-L engine.
The nine- speed never hunted for gears and generally went about its business with so little fuss that it was hard to tell it was shuffling through a deck of gears; nor did it hesitate when a lower gear was called upon. Paired with t his t ransmission, the 2.0 never feels wanting. Never any panic over passing, never a longing for more. If our biggest criticism of the old Equinox was its power deficit, the 2.0- L turbo shuts us up.
Nor did Chevy leave much to criticize in the looks department. While the headlamps appear to be lifted from the Colorado — and could be brighter with some standard LED headlamps ( available on upper level trims) — the 2018 Equinox shows maturity in design.
Inside, cloth seats with heat took the edge off winter. Too bad a heated steering wheel wasn’t part of the goods in the True North Edition package. True North, a $ 4,175 option ( currently with a $1,175 discount), does include a power sunroof covering first and second rows, a power lift gate that can be opened with a foot, rear-park assist, blind- spot alert, rear cross- traffic alert and dual- zone auto climate control.
The package also comes with an eight- inch colour touch screen that’s simple to use, and the screen sits high enough that it’s not too distracting, blending nicely with the dash. Android Auto and Apple CarPlay, as well as OnStar, satellite stereo and a 4G LTE Wi- Fi hot spot are also part of the deal. But it lacks heated rear seats and a heated steering wheel at this trim level, which ought to be standard on any vehicle costing almost $40,000, not just because our winters are so long and cold, but because the competition offers these features at a lower price point.
On point, however, was handling and overall ride. Potholed roads did not shudder through the cabin. A button- activated AWD system will send power from the front wheels to the rear on demand, but the Equinox struggled through 20cm of fresh snow, mostly because it wasn’t wearing winter tires. Even with summer tires, road noise was more noticeable on the highway than others in this class. The engine is quiet which is perhaps why road noise was more evident.
Steering is sharp, with good on- centre feel. The CUV tracks well without requiring corrections in almost every cornering situation, fast and slow. While more feedback would be welcome, the electric steering is decently weighted and appropriately responsive. Body lean, pitch and dive were absent too, the Equinox as stable as an old billiard table. Braking felt firm and was able to bring the Equinox to a halt from 113 km/h in 48.8 metres, according to a Car and Driver instrumented test.
Despite the cold during our week of testing, zero squeaks or rattles were detected. The Equinox drives well, even if visibility is somewhat of a challenge, not so much out front or to the sides, but out back where large rear pillars block the view. The rear- view camera helped, but its lens was frequently dirty and the resolution only so-so to begin with.
Storage cubbies inside are adequate and there is ample cargo space, offering 850 L behind the front seats. The 60/40- split rear seats fold almost flat with the tug of a rear- mounted latch. A bit of bonus storage resides under the rear floor panel.
Able to tow as much as 3,500 pounds ( 1,588 kilograms), the 2.0- L engine in the Equinox really does transform an unpretentious CUV into something far more pleasing. It may not offer the most exciting of drives, but with newly- stamped good looks to go with that newfound power, the Equinox can only be headed for higher ground.