Road test
CHEVROLET Equinox 2018
Let's wipe the slate clean and start over! (And not a moment too soon...)
May 19, 2017
Pros and cons
Pros
- Impressively quiet ride
- Well-balanced suspension
- Well-matched 1.5L engine and transmission
- Good price-to-equipment ratio
- Relatively simple controls
Cons
- Restricted driving position
- Poor rear headroom
- Just adequate cargo space
- Driver assistance technologies restricted to Premier model
- Overly light steering
Overview
"Erase and start over” was no doubt the watchword when Chevrolet began developing the third generation of the Equinox. Less weighty, new platform, different engines, updated styling and technology… a complete transformation for 2018, and not a moment too soon. After eight years with no major changes, the Chevrolet Equinox needed a total makeover to halt the erosion of GM’s share of the most competitive segment of the market.
Still assembled in Ontario, the 2018 Chevrolet Equinox is priced from $27,145, including destination fees. That’s about $1,700 less than what the 2017 Equinox LS retailed for with less equipment. In fact, prices are lower on all models, giving Chevrolet’s SUVs a competitive edge, at least in terms of retail price. Additionally, with residual values expected to increase, GM finally can offer competitive monthly lease plans for the Chevrolet Equinox.
Verdict
The wait was worthwhile, to say the least. The revamped 2018 Chevrolet Equinox is now a top contender instead of a questionable choice. And while it may not be as spacious as the Honda CR-V, as agile as the Mazda CX-5 or as renowned as the Toyota RAV4 for reliability, it matches or even surpasses them in comfort, quiet and overall refinement. However, GM must facilitate access to advanced safety technologies, something that many of its competitors have already understood.
Evaluation
Body and cabin
The 2018 Chevrolet Equinox allies contemporary Chevrolet styling cues with the overall proportions of the former model. Successful overall, the combination masks a significant reduction in dimensions, to the tune of 13 cm in wheelbase and 12 cm in length. The new Equinox stretches 465 cm, positioning it squarely in the middle of the compact SUV segment.Despite concerns about the impact of the shortened wheelbase on the interior, the cabin proves nearly as roomy as before, and in line with the segment average. The only exception is rear headroom, where the 5.9 cm reduction makes itself felt; with the optional panoramic sunroof, a person of average height (1.78 m/5 ft 10 in.) will find their head nearly touches the ceiling.
Overall, there is no lack of space in front, where the seats provide good support without being too firm. However, the big centre armrest and a too-high footrest may prevent many drivers from getting comfortable. That casts a shadow on the otherwise inviting cockpit, which is well finished and better assembled than before.
The plastics are still hard but textured to look and feel more pleasing. A recent Chevrolet trademark, logical and accessible controls, including those of the centre touchscreen, do much to facilitate life on board.
Technology buffs will no doubt be pleased to note the multiple USB ports, 4G LTE Wi-Fi connectivity (monthly subscription required) and Apple CarPlay and Android Auto interfaces. Moreover, all Canadian Equinoxes come with heated seats and remote starting, features that in the U.S. are reserved for the top-trim models.
The rear bench provides good comfort, with sufficient cushion height for good thigh support. The completely flat floor makes it more feasible for someone to sit in the middle but the mid-seat section is hard, high and narrow. The 60/40-split seat reclines to two angles but no longer slides fore and aft, contrary to the former generation.
As a result, it is no longer possible to expand the cargo area without folding the seatbacks. It’s unfortunate, since the “trunk” stands among the least generous of the segment, with the seats in place or folded. Fortunately, the shortening of the Equinox has little impact on overall capacity. New hidden underfloor storage adds a few more litres of space, but it would have been even more practical if the floor could have been lowered to the bottom to increase load height.
Safety
High-end versions of the former Chevrolet Equinox already were available with lane-departure and forward-collision alert as well as blind-zone and rear cross-traffic monitoring. For 2018, automatic emergency braking (AEB) is added to the list, along with automatic lane-keep assist.Unfortunately, Chevrolet chose to bundle AEB, the most important of the advanced safety features, in an options package reserved for the top-trim Premier model. Adaptive cruise control, often paired with AEB, is not listed for the Equinox. Chevrolet officials at the press launch had little to say about the omissions, even as several automakers are facilitating access to these technologies.
Crash test results
National Highway Traffic Safety Administration (NHTSA)Overall score: 4 / 5
Frontal impact: 5 / 5
Side impact: 4 / 5
Rollover resistance: 4 / 5
Insurance Institute For Highway Safety (IIHS)
Moderate overlap frontal impact: 4 / 4
Small overlap frontal impact:
- driver side: 4 / 4
- passenger side: 4 / 4
Side impact: 4 / 4
Rear impact: 4 / 4
Roof strength: 4 / 4
Mechanical overview
For 2018, the Chevrolet Equinox migrates onto a recent GM platform that also underpins the Buick Envision unveiled in 2016. The Equinox’s more upscale twin, the GMC Terrain, will, of course, use the same architecture. This lighter yet more solid chassis contributes to a weight loss of 180 kg, or 10 percent of the total mass of the former Equinox. Obviously, the more compact body also plays a role.Reduced weight means improvements in performance and fuel consumption, at least with an equivalent engine. With the Equinox, the designers chose to further tip the balance in favour of fuel economy by adopting a smaller engine.
The new 1.5L 4-cylinder produces 170 hp, which is less than the 182 hp of the old 2.4L and several other compact crossovers. On the other hand, its 203 lb-ft torque output surpasses that of the base engines of all the competition.
The result? Acceleration, though assuredly not lightning-quick, is smooth, linear and surprisingly discrete. Even when you tramp the accelerator, engine response remains smooth and free of vibration; at stable speeds, it becomes inaudible.
Even with just six speeds, the transmission makes full use of engine power with near-total smoothness. You sometimes have to prod it to downshift, but that’s how most transmissions are programmed these days, to promote fuel economy. In any case, this transmission does a significantly better job than that of the outgoing Equinox.
Expected in the fall of 2017 is a new 1.6L diesel engine, which will be paired with a slightly revised version of the same six-speed gearbox. Chevrolet is promising a combined 5.9 L/100 km for this drivetrain, 22 percent less than the 7.6 L/100 km delivered by the 1.5L gasoline engine.
Drivers who want more power will soon be able to opt for another four-cylinder turbocharged engine, this one a 2.0L. Its 252 hp and 260 lb-ft of torque will rival the ratings of competing optional engines. It will be mated to an all-new nine-speed automatic designed by GM in collaboration with Ford. It will be interesting to see if it does a better job than other nine-speeds currently on the market.
On the Toronto-Niagara throughway, we were immediately impressed by the redesigned Equinox’s quiet ride, in a segment where so many vehicles are poorly soundproofed. Its composed ride and good directional stability are in marked contrast to the comportment of its weightier predecessor.
The steering is still light and too uncommunicative to be genuinely dynamic, but it is significantly more precise than before. Additionally, the occasional stretch of bumpy pavement encountered in Ontario’s wine-growing region left the body unperturbed; the former version would have been rocking left to right.
All in all, our first test of the 2018 Chevrolet Equinox left a very good impression that we hope to confirm on our home test route.