This hefty ox needs a lot more grunt
Owners liked the spacious interior and smooth ride, but weight was an issue
Like the second-generation Equinox, the 2010 Terrain rode on the same rigid TE platform, a mixture of the old Theta and new Epsilon architecture first seen under the updated Vue, an Opel design from Germany.
Four-cylinder Terrains relied on an electric power-steering system (V6 models used a conventional hydraulic pump), while an electronic noisecancellation system employed a microphone and the vehicle’s audio system to counteract low-frequency resonance produced by the powertrain.
The cabin was a handsome environment with its sweeping dash adorned with chrome and faux-metal accents, set off by red ambient lighting. The centre console was large enough to stow a laptop.
Configured for five occupants, there was enough space to permit the rear bench to slide 20 centimetres fore and aft to fine-tune the best-in-class legroom. Cargo space behind the bench was generous.
“It has a very quiet and smooth ride, with comfortable seats and is spacious for five passengers, with room for some serious luggage,” reader Raj Kang wrote of his 2011.
Terrains were powered by two new aluminum direct-injection engines. The base 2.4-litre DOHC four produced 182 hp and 172 lb.-ft. of torque, decent numbers. The optional 3.0litre DOHC V6 was a smaller version of the 3.6-L found in the Cadillac CTS; it made 264 hp and 222 lb.-ft. of grunt.
Both engines were mated to the standard six-speed automatic transmission with manumatic shifting. Front-wheel drive was standard, while all-wheel drive was optional with either power plant.
Along with good crash-test ratings, the Terrain came with four-wheel antilock disc brakes (with brake as- sist), traction and stability control, a bevy of airbags and OnStar communications. The V6 could pull 3,500 pounds (1,587 kilograms) of toys on trailers.
For 2013, the Terrain got a muscle transplant with an optional 301 hp 3.6-litre V6 in place of the 3.0-litre six, along with sportier suspension settings and an improved audio interface.
The extra-shiny Denali trim became available that year too. Driving and owning the terrain Saddled with unsightly mass, the Terrain is a hefty ox that begs for more motor: zero to 97 km/h took 8.7 seconds with the four cylinder and 7.5 seconds with the 3.0-litre six. The energetic 3.6 V6 did the deed in an impressive 6.5 seconds.
All that weight made for a supremely quiet conveyance, though, which buyers equate with quality and speediness. It felt big and safe, but the driving dynamics are merely competent as the steering is somewhat numb and the transmission is lethargic.
The Terrain was geared to be fuel efficient, but even the four cylinder models barely deliver on that score. Owners complained frequently online about high fuel use, typically no better than 10 L/100 km on the highway.
“It doesn’t get anywhere near the fuel rating — 30 per cent less than rated. What’s more it also uses oil at an insane rate: one litre per 1,500 kilometres,” complained one owner.
Some 2010-2013 Terrain and Equinox models equipped with the 2.4litre four may be candidates for new pistons and piston rings. On models built before March 2011, there is a strong correlation between leaking high-pressure fuel pumps diluting the oil and resulting ring wear.
The four-cylinder Terrain — like its Chevy sibling — is notorious for chugging or jerking badly; eventually the engine can destroy itself once the timing chain stretches and jumps the gear teeth.
It’s important to note these deficiencies appear in the four-cylinder engine and not the V6.
Problems that haunt all models include short-lived air conditioning condensers and batteries, poorly shifting transmissions, worn hub assemblies, sagging headliners and premature rust on the tailgate. Callout: Tell us about your ownership experience with these models: Infiniti M Series and Audi A6. Email: toljagic@ca.inter.net.