#CHEVY EQUINOX REVIEWS 2018 MANUAL#

I’ve never owned a car that didn’t last til at least 250k miles, and I suspect this one will be no different. Judging by how I’ve seen most people driving this car, it’s understandable they are having shifting/engine problems. If you drive a car like an idiot, you’ll have mechanical issues with any car. I’ve yet to have any issues with it in 70k miles so far no burning oil, no shifting issues, haven’t even had to service brakes yet. I ignore modern cars suggested extended oil change intervals and change it every 5k (I think the built in oil life gauge is set to 7.5k), and anyone who thinks “lifetime transmission fluid” is a thing is an idiot change it every 30-60k miles depending how hard you drive it. There’s a little delay with the backup camera kicking in and turning off, but the feed is live. The stock audio from Apple CarPlay is better than some “premium” audio I’ve had in other cars, it’s really punchy and clear. It gets decent gas mileage but not the best in its class. It’s relatively slow, but about what you’d expect from 170hp. But the new Equinox represents such a big step forward relative to its predecessors that it’s certainly worth those buyers giving it a look.It’s not a luxury car so don’t expect luxury things. Given the less-than-stellar previous Equinox models, Chevrolet will face an uphill battle convincing Toyota, Honda, and Ford faithful to join the bow-tie fold, especially if they have to pay more for the Chevy. Perhaps most important, equivalently equipped CR-Vs and CX-5s are thousands less, so unless Chevrolet is planning to offer heavy incentives from the get-go, the Equinox’s value equation looks weak. Some of the Premier models we drove exceeded $35,000, and the diesel and 2.0T versions will be more expensive still. But to get any active-safety systems, or even relatively common must-have features such as automatic climate control and heated seats, you have to shell out for the LT model and add a pricey option package, pushing the cost toward $30,000-and beyond if you opt for the $1750 all-wheel-drive option. Yes, Chevrolet offers a bargain-basement, front-drive-only L trim for just under $25,000, which lines up with the base prices of key competitors. The Equinox hits a snag when you examine its pricing. We like its overall proportions, but competitors such as the Mazda CX-5 and the Hyundai Tucson look more athletic and appealing to our eyes. Engine stop-start, a fuel-saving feature found in few competitors, is standard on the Equinox, and it’s among the smoothest and least obtrusive of these systems we’ve sampled-a good thing, considering the only way to turn it off is to move the shifter to the L position.Ĭompact crossovers aren’t known for design flourish, and the Equinox’s relatively nondescript exterior doesn’t move the needle.

The 1.5-liter’s fuel-economy numbers (28 mpg combined for front-drive models and 26 mpg with all-wheel drive) are above average for the class, although its EPA ratings fall a few mpg short of the CR-V’s optional 1.5-liter turbo. A 1.6-liter diesel four-cylinder also joins the menu later this year, promising an impressive 40 mpg on the highway. Luckily, a more powerful, optional turbocharged 2.0-liter paired with a newer nine-speed automatic transmission arrives in a few months, and it should mitigate these concerns.

#CHEVY EQUINOX REVIEWS 2018 MANUAL#

Manual shifting capability is possible in the transmission’s L setting but can be operated only by an awkwardly placed toggle switch atop the gear lever (paddle shifters aren’t available). The little four-cylinder also seems buzzier and less refined than it is in the Malibu sedan, likely because it’s working harder to move this heavier crossover. The transmission is keen to shift into higher gears, presumably to benefit fuel economy on the EPA test cycle, which would be more tolerable if the downshifts weren’t so sluggish when more power is requested. The turbo 1.5-liter inline-four produces a decent amount of low-end torque, but the lazy six-speed automatic doesn’t make the most of the output.

With such solid and composed handling, it’s a shame that the standard powertrain isn’t more eager. Combine the Equinox’s overall sense of solidity with its nicely weighted, accurate steering and firm, progressive brake pedal, and it adds up to impressive dynamic capabilities. Road and wind noise are impressively hushed, something that two of our favorite small crossovers, the CR-V and the Mazda CX-5, struggle with. There’s remarkably little body roll and the ride is expertly damped, with well-controlled wheel motions and no sensation of body float. Indeed, the new Equinox soaks up bumps with nary a quiver through the cabin. HIGHS: Composed chassis, hushed cabin, roomy rear seat.

Chevy equinox reviews 2018