chevy equinox

**cyberdoc95** · March 15th, 2005 05:11 AM

[SIZE=3]Ready to Do Battle in the Compact SUV War
[/SIZE]
2005 Chevy Equinox LT AWD Road Test
by Trevor Hofmann , Canadian Auto Press
SOURCE: CLICK HERE!!

Anyone who doesn't believe the world's number one automaker is on the upswing only has to take a look at the 2005 Chevy Equinox, just arriving in showrooms. The replacement for the aging Suzuki Grand Vitara based Tracker has been completely rethought, resulting in one of the best looking small SUVs to hit the road.

The 2005 Chevy Equinox is an impressive replacement for the current aging Suzuki Grand Vitara-based Tracker.

"The Equinox has unmistakable Chevy Truck DNA," commented Margaret Brooks, Equinox marketing director. "Its strong stance reflects the new face of Chevrolet, and sets it apart from the rest of the compact SUV class."

Of course there's more to it than just what meets the eye. Chevy's new compact SUV offers larger interior dimensions than the outgoing Tracker, resulting in the longest wheelbase in its class at 2,858 mm (112.5 inches), plus better quality cabin materials, including soft-touch dash plastics and nicely detailed metallic trim, as well as a more flexible seating/cargo arrangement.

The Equinox is larger, built with better quality cabin materials and features a more flexible seating/cargo arrangement than the outgoing Tracker.

The latter is dubbed 'Multi-Flex' rear seating, which allows the back seat to slide up to 203 mm (8.0 inches) forward and backward, providing increase legroom for passenger when in its rearmost position and increased cargo capacity when pushed toward the front - a simple but effective solution to the passenger/cargo quandary. The flat-folding front passenger seat combines with a split-folding rear seat for stowage of long items.

As part of this functionality Equinox takes a cue from Chrysler's PT Cruiser in offering a height-adjustable cargo shelf, carpeted on one side and hard plastic on the other. It increases storage space while doubling as a partition between prying eyes and valuables, plus it transforms into a convenient picnic table when pulled out.

"As the compact utility segment continues its growth, consumers are demanding more than just traditional SUV functionality," stated Brooks. "They want more style, more features and amenities, in a comfortably sized package."

Although not revolutionary, the interior of the new SUV delivers all the features you could want for its entry-level price.

The interior design won't win any creativity awards, but it delivers what most people want. Large easy-to-read instruments face the driver behind a purposeful 4-spoke steering wheel, while an attractive metal-finish center stack protrudes slightly from dash level toward the driver and front passenger, offering an easier reach to radio and HVAC controls. My LT tester featured optional leather seat surfaces, a nice touch that elevates the vehicle to an upwardly mobile class seemingly beyond its comparatively reasonable fully-loaded price point. The "Preferred Equipment Group" adds $3,130 to the price of the $31,275 AWD LT model, plus in addition to the leather seating surfaces it adds heated front seats, an premium 7- speaker AM/FM audio system with a 6-disc dash-mounted CD changer, a leather-trimmed steering wheel with audio controls, a leather shift knob, light-sensitive rearview mirror with compass and temperature display, plus P235/60R17 Bridgestone all-season tires on 17 by 7 inch aluminum wheels.
A 185-hp 3.4-liter Vortec V6 produces 210 lb-ft of torque at 3,800 rpm.

At the base of the console, and raised up to meet the driver's right hand, is the shift lever for the 5-speed automatic transmission - a manual transmission has been conspicuously omitted from the spec sheet. This connects to either front- or all-wheel drive, powered by a 185-hp 3.4-liter Vortec V6, with a maximum of 210 lb-ft of torque at a very tractable 3,800 rpm. This standard engine not only improves off-the-line acceleration and passing power when compared to the old Tracker, but the towing capacity can be increased to 1,588 kg (3,500 lbs) with an optional package.

I can't say I felt my backside push into the seatback under full acceleration, but then again I also didn't find the engine was annoyingly lacking in forward thrust. It went about its day to day duties admirably, while
The crossover SUV went about its day to day duties admirably, while delivering fairly decent fuel economy.

Part of that size is felt in the SUV's width, both benefiting interior room and side to side handling. On the subject Brooks said, "Its crossover-based architecture responds to customer needs for more refinement, enhanced ride and handling and increased comfort."

She's right about that. It's a far cry from the previous Tracker and easily as good through the curves than anything else in its class. GM is marketing the Equinox as its first crossover SUV, due to its combination of truck-like full-length frame rails and car-like unitized body. The one-piece unit also incorporates a safety cage, like the frame rails, made of high-strength steel. The result is a rigid structure with a reduced overall curb
When it comes to handling, the Equinox is a far cry from the previous Tracker and easily as good through the curves as anything else in its class.

On that theme a traditional MacPherson strut front suspension and an independent 4-link, coil sprung rear suspension connect tires and wheels to the SUVs galvanized steel body. While not seemingly as off-road biased as the outgoing Tracker that sports a solid rear axle preferred by 4x4 enthusiasts, the new model is much more engaging on pavement - where it will spend the majority of its time. Standard are 16-inch steel wheels riding on P235/65R16 Bridgestone tires, while 16 and 17-inch alloy rims are available.

My only complaint with regards to the suspension comes from up front, where a disconcerting rattling noise accompanies
While the SUV's handling is refined, the suspension produces more noise up front than desired when enduring extremely rough road surfaces.

While rear drum brakes are normally preferable for bushwhacking, they don't usually produce confident performance in city and highway traffic. I have no complaints with the brakes fitted to my LT test model, however, maybe due to the vented discs with dual piston calipers up front. Under panic braking Chevy delivers a Bosch anti-lock system standard on everything but the base LS FWD.

The Equinox is manufactured at the CAMI Automotive, Inc. facility in Ingersoll, Ontario, a joint venture between GM of Canada, Ltd. and Suzuki Motor Corp. of Japan.

"With the recent rebirth at Chevrolet, and its first crossover SUV, the Equinox is symbolic of good things that are
GM's new compact SUV will face strong competition right out of the starting block, with nearly every major automaker competing for the same customers.

happening at Chevrolet," stated Michael Grimaldi, President, General Motors of Canada at a press conference at the Ingersoll facility. "This new Equinox is going to hit a real sweet spot in the Canadian market with the right fit, the right form, the right functions, and the right price."

With the first examples having recently rolled off the line, its arrival at dealerships across the country was welcome. After all, the Tracker has long been needing a replacement, with competitors from Ford, Honda, Jeep, Mazda, Suzuki, Toyota, and recently Mitsubishi, all competing for the same customer. The compact SUV market is heating up even
Chevy has hit the market with a serious contender, offering more interior space and increased flexibility over its compact SUV rivals.

further with the new Hyundai Tucson expected in the fall, and in Canada Nissan's X-trail has just hit the market.

Does the Equinox have what it takes to go head to head in this market? From all accounts Chevy has hit the market with a serious contender, offering more interior size and increased flexibility over its compact SUV rivals. What's more, it's better looking than just about anything else in its segment.

What's wrong with it? Ironically the compact SUV's standard V6, that would have previously been seen a bonus, might cause it to lose sales to 4-cylinder models such as the Honda CR-V, due to skyrocketing gas prices. Its lack of a manual shifter may also be a negative to some.

All in all, Chevy is ready to do battle in this highly contested arena. I'm truly impressed with the automaker's newest compact SUV entry, and recommend that those shopping in this category take one for an overnight test.

**cyberdoc95** · March 15th, 2005 05:14 AM

**cyberdoc95** · March 15th, 2005 05:25 AM

[SIZE=3]Test Drive:
2005 Chevrolet Equinox LT[/SIZE]
Review and photos by Greg Wilson
SOURCE: CLICK HERE(CANADIANDRIVER.COM)

Replacing the Chevrolet Tracker, the Ontario-built Equinox is now the largest 'compact' SUV on the market. Compared to the Ford Escape, the Equinox is 358 mm (14 inches) longer and 51 mm (2 inches) wider and has the largest passenger cabin in its class.

Based on a longer and wider version of the Saturn Vue platform, the Equinox has unit body construction, a fully independent suspension, and a 185 horsepower 3.4 litre V6 engine and 5-speed automatic - it's not offered with a base four cylinder engine and/or manual transmission. Both front-wheel-drive and all-wheel-drive drivelines are available - the latter is an 'automatic' four-wheel-drive system that requires no intervention from the driver. Under normal driving conditions, the AWD Equinox runs in front-wheel-drive, but should the front wheels begin to slip, a portion of the engine's power is transferred to the rear wheels.

My test vehicle was an Equinox LT with the optional leather interior, 17-inch tires and alloys, 6-disc CD player and premium sound system, and trailer towing package. With options, Freight and A/C tax, my Equinox came to $35,970.

Though it's in the same class as compact, car-based SUVs like the Ford Escape, Saturn Vue, Honda CR-V, Hyundai Santa Fe, Nissan X-Trail, Subaru Forester, Toyota RAV4, Mazda Tribute, and Mitsubishi Outlander, the Equinox is considerably larger than most of these. The Equinox's long 2857 mm (112.5 inch) wheelbase provides a roomy cabin with plenty of front and rear legroom. As well, the Equinox has a unique sliding rear seat that slides 203 mm (8 inches (203 mm) fore and aft, allowing more rear legroom, or alternatively, more cargo room.

Behind the rear seats is a unique adjustable shelf that can be positioned in any of three positions between the suspension towers. The shelf is carpeted on one side and hard plastic on the other side, the latter useful for wet or dirty items. The shelf also doubles as a picnic table.

But the overall width of the cargo area is restricted by the large suspension housings for the independent rear suspension. In fact, the width of the cargo area is quite narrow considering the overall width of the vehicle. Total cargo area with the rear seats up in their most rearward position is slightly less than in the Ford Escape (32.2 cu. ft.). However, with the sliding rear seat, split folding rear seatbacks, and a fold-flat right-front passenger seatback, the cargo area can be expanded considerably lengthways.

The Equinox has very large doors, and the step-in height is low. Once in the driver's seat, you'll find an elevated driving position and good visibility. The optional leather seats in my test vehicle were firm and there was minimal side support - and the rear seats were even firmer. The rear seats do have a reclining feature though.

Interior quality is very good (much better than the Vue) with a nice blend of plastic and faux metallic trim. The centre stack is easy to reach and controls are simple to use, although the radio might take you a day or so to figure out. The shift lever is mounted high, so it's easy to reach. Unique are the power window buttons on the centre console just below the shift lever - there are none on the front doors.

There's plenty of open storage space on the floor between the front seats, map pockets on the side of the centre console, and a bi-level centre armrest, but all of these require you to take your eyes off the road to reach them - I would have liked to see an open bin or tray that's visible at a glance from the driver's seat.

In addition to the standard dual front airbags, side curtain airbags are available as an option on the Equinox.

Driving impressions
With a longer wheelbase and wider track than most small SUVs, the Equinox offers a more comfortable ride, less 'choppiness' and more stability in the corners. It's a very comfortable freeway cruiser, and is easy to drive around town - steering effort is very light. However, its length and wide turning circle (42 ft.) make manoeuvring in tight spaces more difficult - I found myself having to back up after failing to make sharp turns on more than one occasion.

With a fully independent suspension (front McPherson strut/rear four-link with coil springs), the Equinox glides over road undulations quite well. But sudden bumps - like potholes or manhole covers - bring out the worst in it suspension. For a new vehicle, I thought there was way too much suspension clunking. Handling is balanced with some lean, but the wheelbase is too long and the turning circle too wide for it to be considered nimble.

The 3.4 litre overhead valve V6 motor and 5 speed automatic transmission are superb - the engine is very responsive from a standing start, during lane changes, and while entering the freeway. Though it doesn't have the most horsepower in it class (185 * 5200 rpm), it has more torque (210 lb-ft * 3800 rpm) than most of its competitors. GM quotes a 0 to 60 mph time of 8.5 seconds which is pretty quick for a 1713 kg (3776 lb.) SUV. The Equinox has a 3,500-pound (1,587 kg) towing capability, but you have to buy the optional trailer package ($515) that includes a trailer hitch and 4 pin harness connector. Payload capacity is 525 kg (1157 lb.).

Fuel consumption of 12.7 l/100 km (22 mpg) City and 8.6 l/100 km (33 mpg) Highway is not great, but comparable with other V6-powered compact SUVs like the Ford Escape and Hyundai Santa Fe 2.7 .

Some critics deride GM for continuing with traditional overhead valve engines, but I find them much smoother and quieter than they used to be, and they offer superior responsiveness at non highway speeds.

Front disc brakes/rear drum brakes are standard on all models, and ABS is standard on all but the base LS FWD model. FWD models with ABS also get traction control.

The all-wheel-drive system is imperceptible on dry surfaces, and there are no gear levers to engage or buttons to push. I didn't get a chance to try this system on snow or ice - that will have to wait for a winter test-drive.