2010 Chevrolet Equinox. Click image to enlarge

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Review and photos by Jil McIntosh

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2010 Chevrolet Equinox

Grand Bend, Ontario – Whenever auto companies pack a jam of journalists into a fleet of whatever vehicle it’s launching, they will very occasionally have a couple of the competitors’ models they’re targeting, to enable the writers to drive them back-to-back. It’s always a useful exercise, but of course it’s skewed: no one’s going to bring in a rival that outperforms the new model being showcased. And so, when GM put us in the all-new 2010 Chevrolet Equinox and then handed over some Toyota and Honda keys, everyone took notice.

The RAV4 and CR-V have deservedly earned their spots in the sales race. But this completely redesigned Equinox has done something its predecessor could not: it gives GM the ability to solidly stand head-to-head in the crowded compact SUV market against all domestic and import opponents. The biggest hurdle it’s going to have to face is public perception, because it’s got pretty much everything else in line with its competition.

Its advertising campaigns will weigh heavily towards its fuel economy, which GM says is class-leading, but this Equinox also earns high marks for its looks, performance, interior and comfort.

2010 Chevrolet Equinox. Click image to enlarge

It’s also trimmed and badged as the GMC Terrain, and both are built in GM’s CAMI plant in Ingersoll, Ontario, which also produced the Suzuki XL7 until slow sales brought an end to that model’s production. GM reps say there’s none of the XL7 in the new Equinox, and while the upcoming and redesigned Cadillac SRX shares the same basic platform and some of the Equinox’s components, it’s its own vehicle, and not simply an Equinox wearing a Cadillac crest (the SRX is made in Mexico).

For 2009, the Equinox came only with a choice of V6 engines, in 3.4- or 3.6-litre displacement. There are still two engines for 2010, but the selection is now a 2.4-litre four-cylinder or 3.0-litre V6, both completely new and with direct injection, and both mated to six-speed automatic transmissions. Both can be ordered in front-wheel drive, or with an all-wheel system that primarily runs the front wheels, but sends power to the rear wheels when necessary. In FWD, the I4 rates a fuel-sippy 7.8 L/100 km (36 mpg Imp) in combined driving, and 8.7 L/100 km (32 mpg Imp) in AWD. The V6 uses 10.2 L/100 km (28 mpg Imp) combined in FWD, and 10.5 L/100 km (27 mpg Imp) in AWD. Numbers can get boggling, so to simplify, GM says the four-cylinder front-wheel version gets better mileage and costs less than comparatively-equipped 2009 versions of the RAV4 and CR-V, and the less expensive but thirstier 2009 Ford Escape. Both engines are GM units: the four-cylinder is made in Spring Hill, Tennessee, while the V6 is cranked out of St. Catharines, Ontario. Both also use a timing chain, rather than a timing belt, which will keep down maintenance costs for long-term owners.

When asked if the Equinox might also emerge as a hybrid, GM’s representative said that the company isn’t making any announcements right now, and that given the fuel economy of the four-cylinder, there’s not a lot of advantage to a hybrid when the extra price is factored in.

I’m old enough to remember when four-cylinder engines meant you’d bought solely by your budget, and you kept enough back so you could buy a calendar to time the car’s acceleration. That’s seldom true now anymore, and frankly, I’d take the Equinox’s four-cylinder over its V6 any day. Both are very smooth and work very well, moving the FWD’s curb weight of 1,710 kg (3,770 lbs) very easily, but it’s an extra $1,725 to put the V6 under the hood. The larger engine also requires that you order 18-inch wheels, at $325, so the package adds $2,050 to the price.

2010 Chevrolet Equinox. Click image to enlarge

The four-cylinder produces 182 horsepower and 172 lb-ft of torque, while the V6 spins out 264 horses and 222 lb-ft of torque. But as odd as it sounds, the smaller engine actually feels livelier on acceleration. GM has also wisely made it available throughout the lineup, unlike the days when you had to take the bigger engine if you wanted all of the bells and whistles. The base LS comes only with the I4, while the progressive trim lines of 1LT, 2LT and top-line LTZ can be ordered with the I4 or the V6. Both engines come in front- or all-wheel drive. The starting prices for the FWD I4 are $25,995 for the LS (a $1,345 drop from the base 2009 version); $27,725 for 1LT; $30,110 for 2LT; and $33,460 for the LTZ. The all-wheel drive system adds $1,610 to each.

The four-cylinder is a very refined powerplant and uses some impressive technology. The direct injection provides up to three per cent better fuel efficiency than a comparable non-equipped engine, and reduces cold start emissions by up to 25 per cent. That’s a huge number, given that most of an engine’s worst pollution exits the tailpipe just after the engine starts up, and all automakers are under the gun over what spews out the back.

2010 Chevrolet Equinox. Click image to enlarge

Low rolling resistance tires and improved aerodynamics help both engines improve efficiency, but the four-cylinder has another trick up its sleeve: a noise cancellation system within the cabin. Two sensors in the headliner, one above the driver and the other in the rear, measure noise in the cabin. They then instruct the rear subwoofer to put out a wave to cancel any noise, in the same way that noise-cancelling headphones work. This allowed the engineers to run the engine at a lower rpm for improved fuel economy, but without passengers hearing any extra engine noise. All of the Equinox models have been sealed and sound-deadened to within an inch of their lives, with the result that this is possibly the quietest in its class within its price range. I got into a Buick Enclave test vehicle a few days later that didn’t seem to be any more silent than the Equinox.

The four-cylinder also includes an “Eco” button on the centre stack, which changes the transmission’s shift points, but it’s very subtle and doesn’t drastically affect performance the way similar buttons do in some of the newer hybrid models. The six-speed transmission shifts smoothly and includes a manual mode for those who like to pretend they have a clutch, but the button is on the side of the shift lever and isn’t as easy as a shifter that you move back and forth.

The models also differ in their steering, with the four-cylinder using rack-mounted electric power steering, and the V6 getting a hydraulic rack-and-pinion system. They’re both responsive and nicely weighted, and the electric system doesn’t have any of the artificial feel that used to be inherent to the breed. It feels like you’re driving a car, not an SUV (or it might be a crossover; I still haven’t figured out all the labels), with no torque-steer, minimal body sway, confident brake feel and a smooth ride over gravel roads and rough pavement.

2010 Chevrolet Equinox. Click image to enlarge

Styling has improved immensely over the previous generation, as well. The wheelbase is the same, but other dimensions change: it’s wider, but not as long or as tall. It also features the brand’s split-grille nose that debuted on the redesigned Malibu. Headlamps and taillights wrap around, the wheels are set off by strongly defined arches, and the back window curves up to the roof to provide good visibility.

GM has made great strides with its interiors, and the Equinox is very well done. There’s a lot of hard plastic, but it’s fitted with minimal gaps and the design is handsome. The steering wheel looks like it was copied from Acura, but that’s a good thing: GM was famous for its ugly steering wheels, and when it’s the part of the car that’s always in front of you, that’s no way to make an impression. Deep-set dials house the instruments, and if I have any complaint, it’s that bright sunlight reflects off the textured steering column and directly into these dials, making it difficult to see the speedometer. The centre stack control buttons are too small to be trying to find one while driving, but they’re intuitive. Small items can be popped into a dash-mounted covered cubby or an open centre stack cavity, but while the door pockets will hold a water bottle, they’re too shallow to be any use at holding maps or papers. On the other hand, the deep console bin will easily swallow a laptop.

The front seats truly impress: I don’t remember any Chevrolet with chairs this comfortable. The LTZ comes with leather upholstery, but the fabric seats in the lower trim lines felt more cushioned and easier on the spine. Little details show that the company’s serious about making its mark in the segment: contrasting seat stitching, ambient lighting, and electric rear-door child locks that work via a button on the dash. The Equinox is strictly a two-row vehicle, and the rear seat, dubbed Multi-Flex, slides 203 mm (eight inches) back or forward, to maximize cargo space or legroom, depending on whether parcels or passengers take precedence. The 60/40 seats fold, although not quite flat; cargo volume runs from 889 litres with the seats up, to 1,803 litres with them folded.

2010 Chevrolet Equinox. Click image to enlarge

The features list is also fairly complete, and the LS offers air conditioning, telescopic wheel, cruise control, keyless entry, power windows, power driver’s height and lumbar adjustment, automatic headlamps, and CD/MP3 stereo. The 1LT adds features such as charcoal-coloured roof rails, heated mirrors, premium cloth upholstery, automatic climate control, deep tinted glass, fog lamps, compass and floor mats, while the 2LT adds eight-way power driver’s seat, Bluetooth, rearview camera (which displays in the rearview mirror if navigation isn’t ordered), remote starter, premium sound system, leather-wrapped wheel, and tire pressure monitoring system. The LTZ tops up with chrome accents, heated leather seats with memory, rear park assist, and a power liftgate that can be set to open at different heights. Safety-wise, all Equinox models have electronic stability control and six airbags, although active front head restraints aren’t included.

So how did the Equinox stack up against the competitors at the event? It faces a large number of rivals, including the Ford Escape, Hyundai Santa Fe, Dodge Nitro, Kia Sportage, Nissan Rogue and Subaru Forester, but the RAV4 and CR-V were brought along because they are perceived by the public to be the most refined, GM said. I took all three on a loop of road, and at the risk of sounding like a shill, Chevrolet has squarely hit the mark. All are decent contenders, of course, but in comparison, the RAV4 was noisy and choppy, with far less comfortable seats. I’ve always liked the CR-V, especially its smooth engine, but the seats still fell short of the Equinox, the sportier suspension transmitted every road bump through them, and while it was quieter than the RAV4, there was wind noise at the tops of the windows. In its favour, though, its centre console doesn’t extend between the front seats, and so there’s a place to put a purse or a bag within reach on the floor. If a company’s going to market to a female audience, it’s a very important consideration.

This is a very serious segment: these compact SUV/crossover vehicles command 27 per cent of the light truck market in Canada, and 12 per cent of the total new vehicle market overall. GM’s big hurdle is to get buyers into the showroom and set them behind the wheel. Once that happens, this newest Equinox will very easily sell itself.

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