Chevrolet Equinox reviews

2009 Chevrolet Equinox Driving Impressions

The 3.4-liter V6 used by the Chevy Equinox delivers good acceleration under most circumstances, and it's smooth enough. It feels strained when pushed at high rpm, however. When loaded down with people, you'll need to stand on the gas and rev it to merge onto the freeway or when towing a trailer. The Equinox is a big box for 210 pound-feet of torque.

The 3.4-liter V6 is an old, iron-block, pushrod-overhead-valve design that lacks modern features such as variable valve timing and variable-length intake runners, though it does feature hydraulic roller lifters, just like a Corvette. It's paired with a wide-ratio five-speed automatic that uses a direct 1:1 fifth gear for efficiency.

Fuel economy is EPA-rated at 17/24 mpg City/Highway.

The 3.4-liter V6 is aided considerably by the five-speed automatic transmission. Chevrolet says the Equinox can accelerate from 0 to 60 mph in about 8.5 seconds, which should be adequate performance for most. And while it may not excel at acceleration, the front-wheel-drive Equinox is rated to pull a 3500-pound trailer, the same as the more powerful Escape and RAV4 V6s.

The Sport model's 3.6-liter V6 is a modern, all-aluminum engine with double overhead cams and variable valve timing. It's smooth enough to drop in a Cadillac. With 264 horsepower it outmuscles the 3.4-liter by 80 horsepower and makes 40 lb-ft more torque and much earlier in the rev band.

You don't have to rev the 3.6-liter up as much to get going, but if you do, hold on. Coupled with a more advanced six-speed automatic the Sport is significantly quicker and smoother than the standard Equinox. And in practice it's no harder on gasoline consumption. However, the more advanced powertrain isn't cheap and plays a big part in the Sport's price premium over an LT.

The ride quality in the Equinox models is decent, a benefit of its long wheelbase and 3800-pound heft. This makes the Equinox a suitable companion for long trips. Its handling is responsive and it's easy to modulate the brakes for smooth stops.

The Sport model rides more firmly but reacts quicker and more precisely because of its firmer suspension and wider tires, but using forged alloy wheels minimizes the detraction from a smooth ride. The Sport seems a bit happier as people are added because the heavier engine and transmission add a few percentage points to the front of a car already nose-heavy and more people balance that out.

The Equinox has good road feel in highway driving, yet steering effort is lighter at low speeds for easier maneuvering in tight parking lots. The steering ratio is variable, and the Equinox uses electric, rather than hydraulic, power steering. We don't think the average driver will feel the difference between this system and more conventional hydraulics, and that's a good thing. Unlike a hydraulic servo, the electric booster doesn't use engine power, resulting in slightly better fuel economy.

Sport models, more inclined to be driven by people who will notice a difference in steering systems, use conventional hydraulic assist for the rack-and-pinion steering. The Sport delivers better steering feel than the regular Equinox (no doubt aided by the sports suspension and performance tires). The Sport needs just 2.5 turns of the steering wheel to go from full left to full right where the standard car needs nearly 4 rotations. Both models need nearly 42 feet to affect a U-turn.

StabiliTrak electronic stability control helps drivers maintain control during sudden maneuvers or in low-traction conditions by using a comprehensive series of sensors to measure acceleration, deceleration, steering angle and yaw rate. The system steps in when the Equinox doesn't seem to be going where the driver intended. When that happens, StabiliTrak regains control by regulating acceleration or applying the brakes at individual wheels, a feat no driver can perform. Trailer sway control is built in to the system but doesn?t replace a proper hitch setup. All-wheel drive improves stability on wet pavement, which makes it a valuable safety feature. The system sends the power to the front wheels in normal conditions on dry roads; it automatically transfers power to the rear wheels only if the front wheels slip.

Sport models have a much lower front lip and 1.3 inches less ground clearance than the others, so a little more care is required on steep driveway transitions, such as when entering an underground garage.