The Equinox is Chevrolet's entry in the car-based small-SUV class, but it's a bit larger than most competitors. Redesigned and much improved for 2010, its base engine is a 182-hp, 2.4-liter four-cylinder with better fuel economy but about the same power as the unimpressive 3.4-liter V6 it replaced. The uplevel engine is a 264-hp, 3.0-liter V6, and both are teamed with a six-speed automatic transmission.
We're testing two all-wheel-drive Equinoxes, a four-cylinder 1LT that listed at $26,350 and a V6 2LT with 18-inch wheels, leather, and other upgrades that brought the price to $31,780.
Initial impressions
Good ride and handling lead the list of notable improvements for 2010. In routine driving the steering is quick and responsive and the body doesn't lean too much when cornering. The ride is taut but compliant and the Equinox stays stable and well planted at speed. Some road noise from coarse surfaces filters into the cabin. The four-cylinder's engine hum isn't too loud and seems fairly refined, and the V6 sounds smoother yet.
At nearly two tons, the Equinox's curb weight takes its toll on power delivery. While power and responsiveness are adequate for most situations, hill-climbs and passing maneuvers require either engine to work hard. The six-speed transmission feels reluctant to downshift, clinging to the higher gears too long, evidently to save fuel. Even the V6 takes a heavy foot to pick up the pace, which would lead most of our drivers to choose the four-cylinder engine unless they needed the larger engine's towing capacity.
Don't be misled by Chevy ads that harp on a 32-mpg EPA highway fuel-economy rating. That's for the lightest front-wheel-drive four-cylinder version. So far our samples have been averaging 24 mpg overall for the four-cylinder and 21 mpg for the V6. That's pretty good but also a far cry from the 30-plus anyone thought they would actually average based on the advertising.
The interior has noticeably better fit and finish than the outgoing version, although some plastics have sharp edges and most are hard to the touch. The standard seats have a welcome power height adjustment, but since the seat moves forward as it rises, it can still be tough to dial in an optimal driving position. We'd opt for the full-power seat. Thick roof pillars partly impeded the outward view both fore and aft. The rear seat is among the most spacious in this class, a considerable plus. Higher trims such as the 2LT come with a rear-view camera that's handy when parking or just backing up. Most controls are easy to use but some are oddly placed, such as the power lock switch, located on the center dash console.
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