Let’s face it. If you bet many dollars, the car purse is one of the games with the lowest ratings. Technological updates are very slippery and offer much looser niches (at least compared to the price to be gained or the value on sale). Pay attention to the action of the car-biz for a minute, and you could end up digging a billion dollars with a Chrysler 200 generation and incentive.
But some still have the cojones to play the game. And the most experienced bettors these days are shooting on compact CUVs, the fastest and most important segment in the industry. Chevrolet had a seat at the high roller table with its Equinox, but even after 13 years, it’s a perpetual fifth-place seller. Cardsharp Honda has more than 100,000 additional sales per year. But the all-new 2018 Chevy Equinox brings a new stack of chips to the game. We looked at his initial hand last fall and found him encouraging; A recent drive from the main powertrain offer has allowed us to reduce its chances a bit more.
We reported on the impressive weight loss of the Equinox 400-ish-pound, much of which was made possible by adopting a range of lighter four-cylinder and turbo engines. The first to market is a 1.5-liter version, created primarily as a tax hunt on the Chinese market. Rated at 170 horsepower, he ceded power leadership to the 1.5T in the Ford CR-V (190 hp) and Chevy’s best-selling Ford Escape (179 hp), but Chevy’s 203 lb-ft surpass both rivals Of 24 lb. -ft. (The second and third-place Toyota RAV4 and Nissan Rogue achieve similar power, but a lower torque of 2.4 to 4 cylinders naturally inspired by the former Equinox model mill).
Equinox and Escape use a self-speed six-speed jointly developed, and the CR-V gets a CVT. His transmission could be the biggest negative of the Equinox (and the best argument in favor of his brother MACC Terrain, which pairs the 1.5T at nine speeds). The transmission acts as a total responsibility for the realization of Equinox impressive EPA numbers (26/32/28 mpg city / road / combined with front-drive, 24/30/26 with AWD). No matter how difficult it is, Chevy’s programming has grabbed the highest plausible gear every time the accelerator rises. There is no sports mode and, apparently, no learning Performance Algorithm Shift. There is no red line on the 8,000 rpm tachometer, but the automatic changes occur at 5,500 rpm – 1,000 turns off the fuel stop. This engine is not revolted with enthusiasm, so do not disturb manually the delays.
Chevy only claims a time of less than 0 to 60 seconds for the front driver (an improvement over the old 2.4 seconds 9.5 seconds performance with AWD). This will lead him to hunt with Escape, RAV4 and Rogue, but more of a second slower than the CR-V, very soft, and his CVT optimizing the ratio.
This summer, the Equinox doubles its powertrain offers with a 2.0T version of 252 hp, 260 lb-ft. It really hits the top three sellers. Although it is a push compared to the 245-horsepower Ford EcoBoost 2.0T and 275 lb-ft, its nine-speed automaton should take hold. Of course, the 1.7-liter, 240-lb-ft, 137-inch, 240-lb and more turbodiesel also offers completely new business in the segment.
The limiting obsessive-compulsive weight reduction program (the team used the ritual hemorrhage of all members below its targets) produced a scholarly chassis design with more intelligent materials and junction techniques and cradles And rigid cradles and front and rear. The result is an exceptionally rigid structure that mitigates the bumps like only the German luxury sedans a decade ago, with softer driving control sleeves that tap on bumps better than before. The steering system points the car precisely. Unfortunately, the information that crosses the rim is better to corroborate the reading of the tachometer than to describe the surface of the road. It is interesting to note that the impressive peak torque does not produce discernable torque direction even on front models.
The mechanical fit of the 19-inch Hankook tires on our best test cars in the first drawer seemed appropriate for the class, and although the brakes felt a bit grip at first, they were easy to acclimatize. His weight loss brings the Equinox to a brutal parity with the Honda, minimizing the other best-sellers. This compensates for minimal behavior on the secondary roads of Carolina Hill. Of course, if management is your top buying priority for a CUV, check out the Mazda CX-5.
The interior design and two-tone colors are high-end, but much of the interior plastic feels as hard as a poker chip. Based on the design and ease of use of the infodification screen alone, however, the Equinox deserves to advance some spaces in the sales race. The new, non-sliding rear seat offers an excellent thigh support and two angles of backrest tilt, the lowest of which feels more lying than the seat of a coach. The visibility of the high-back seats is superb, with a low-profile strap suitable for children and a panoramic roof available. It is possible to store things (including cargo shadow) under the loading floor, but there are only two fasteners, and they are in the back. The reader did not include bad weather or bushwhackack, but we are a bit doubtful of an AWD system that will only engage after pressing a button, although perhaps at the request of a ” A warning on the dashboard.
Chevrolet has significantly strengthened the hand of the Equinox with an attractive exterior wrapped around a welcoming and easy to use interior on a tight, cranked, tight chassis. The price seems to be just starting at $ 24,475, the Equinox reduces the 1.5T cheaper variants of Escape and CR-V by $ 1,673 and $ 3,160, respectively. And even if the first-round powertrain might not win the class, later versions seem very promising.