2010 Chevrolet Equinox: Eclipses forerunner handily

BRIAN EARLY FOR THE TORONTO STAR

The new Equinox beats its predecessor in most ways, including a more visible instrument panel and improved seats.

Brian Early

SPECIAL TO THE STAR

General Motors seems to be on a bit of a tear lately. Several current models represent profound improvements over their predecessors. Among them: the Cadillac CTS, the Chevrolet Malibu (where "profound" is almost an understatement) and the company's full-sized SUVs, crossovers and pickups.

To that list, add the 2010 Chevy Equinox. There may be areas in which the old Equinox was better, but this new model offers advances where GM is showing the rest of the industry how it's done.

Part of what makes the Ingersoll, Ont.-built Equinox stand out is the interior – more specifically, the first-row area. This applies to its newly minted GMC Terrain brother, de facto replacement for the defunct Pontiac Torrent, as well.

With a more liberal use of soft-touch materials, one could imagine the Equinox's boldly styled instrument panel finding use in a Cadillac product – this in a vehicle with a $25,995 base price.

Among the highlights is the use of perimeter illumination to make the audio and climate control panel seem to float in place at night.

Not only does the whole design make the old Eek's instrument panel seem dated, but it throws an unflattering light on the more basic, almost economy car-like interiors found in contemporaries such as the Toyota RAV4 and Honda CR-V.

Further, like the Malibu that inspired it, the Equinox's dash and seats can be had in a handsome contrasting two-tone treatment – although my $30,310 "1LT" tester's was a more serious black on black.

It's not all sunshine and roses though. Among my gripes:

There's no display for the automatic climate system, leaving manual fan speed or mode a mystery once set.

The low-mounted CD slot seems like an afterthought, and the release for the lid of the dash-top cubby bin is conspicuously flimsy.

All four windows are now automatic down, though oddly, none is auto up.

In terms of carrying capacity, seats-up cargo is down, yet still class competitive. The Eek's huge centre console bin offers some consolation.

Outward visibility suffers – in the front and rear quarters in particular – from fairly thick roof pillars and rear-window placements.

Applause is due, though, for the carry-over of the clever "MultiFlex" sliding/split folding rear seat. It adjusts over a 20-cm range to maximize cargo room or allow for generous rear-seat legroom. GM wisely decided not to stuff in an optional third row of seats, leaving that feature to the Chevy Traverse.

The Equinox gets a rare-for-the-segment six-speed automatic. I like that the console-mounted shifter uses an up/down rocker button on its handle to effect manual gear changes in "M" mode – no potentially accidental side-to-side lever motion or secondary gates required.

GM does offer an optional 264 hp 3.0-litre V6, which gets the six-speed autobox. The same automatic is also paired with a direct-injected, 182 hp 2.4 litre Ecotec four-cylinder – both use regular grade gas. The engine/transmission has to work noticeably hard at times to motivate the Eek's 1,700-plus kilograms – a comparable Honda CR-V weighs more than 150 kg less.

some motors sound happy to work; the Ecotec isn't one of them, although it is quiet at most times. The previous Equinox's standard 3.4-litre V6 sounded less burdened, even if the Ecotec's actual performance is comparable.

To its credit, the Equinox drives much smaller than its length and curb weight. It's 9.6 cm longer than the three-row capable Hyundai Santa Fe, and a substantial 25.3 cm longer than the CR-V. That long wheelbase smothers big bumps that would upset the ride of shorter, more firmly suspended competitors, such as the RAV4. This would be a great family road-trip vehicle.

The electrically assisted steering is accurate and nicely weighted, although there's little feedback.

There's little faulting the four-cylinder front-wheel drive model's city fuel cycle of 9.2 L/100 km and class-leading 6.1 L/100 km for highways (30.7/46.3 mpg). The Eeks with the optional AWD are rated 10.1/6.9 L/100 km (27.9/40.9 m.p.g.). Obviously, Natural Resources Canada has a lighter foot than I do, but I still got 11.2 L/100 km (25.2 m.p.g.) with my AWD tester – very good by my standards.

The outgoing Equinox's strengths were its relatively large size and one of the only standard V6s in its class. A V6 may be optional now, but in every other meaningful way, this new Eek eclipses its predecessor, and it introduces some upscale features to the segment at the same time.

Freelance writer Brian Early can be reached at bandb.early@sympatico.ca

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