![]() The only complaint I can muster is about the standard tires they were Hankook 235/50R19 and I thought they were really lousy they has less than acceptable traction on wet roads and terrible on ice and snow - and NO I don't mean 20 inches - but on 1 to 3 inches of power when the plow guy hasn't done the driveway yet. When we transport furniture back and forth we usually have plenty of room with the seat down. Finally - it is comfortable - even the back seat is comfortable. I've never felt nervous about pulling out into traffic to accelerating on to 287 in rush hour traffic the little dude has great "get up and go" for this purpose. Then I discovered that the gas pedal is "adaptive" and a "sport mode" activates automatically when I attack the pedal with quick depressions as opposed to a slow press attacking the pedal quick causes the transmission to downshift very quick which of course quickly raises engineerings RPM and I get a nice turbo boost that is really quite satisfying. Te 6 speed manual takes some getting used to - and at first I missed the little button to turn on some sort of "sport mode". I am a driving enthusiast and appreciate two older model BMWs that I tinker with and drive to fulfill me need for "fun driving" - but I find the Equanox comfortable, great in corners on Vermont mountain roads, and also fun to drive. I have read reviews where owners complained about the 1.5 Liter turbo lacking in power - and while it is no L6 I think it has great pickup when needed. It uses regular gas, gets 31 MPG out on the NY Thruway, averages 21 around town - and there is a button to turn on and off the AWD - which is awesome because laving it off adds 2.5 MPG to the highway miles I know this because I tried it just to see. Our 2018 Equanox has the 1.5 Liter Gas turbo Engine and is so far fulfilling our needs extremely well. The body sides get various creases and character lines, while the wheel arches are much less pronounced than before.My wife and I are approaching retirement and needed an all wheel drive vehicle to get to and from our retirement home in Vermont while we are still working in NJ. Stacked vertical taillights have been replaced by horizontal lamps that are visually connected by a full-width crease across the liftgate. The new model is only 0.9 inch lower and 0.1 inch wider, but it appears more squat. The redesigned face closely aligns the Equinox with new Chevy styling seen on the Cruze, the Malibu, and the Traverse. The headlights no longer encroach into the hood’s territory, and the grille, which now features active shutters, is higher and wider. The new Equinox isn’t knockout gorgeous-what small crossover is?-but the fresh styling imparts a restrained, handsome look, like a post-haircut Gordon Hayward. There is a smidge of body movement, specifically some dive during hard braking, but overall the suspension is firm and well damped, largely keeping disturbances to a minimum. The cabin is quiet, the sense of isolation enhanced by a chassis and suspension setup that’s more refined than in the previous Equinox. Engaging the AWD system also cures the torque steer, but in either mode the 2.0T feels legitimately quick, significantly more so than the 1.5T. One need not come to a stop to engage the rear axle, and once the button is pressed, all-wheel drive will remain engaged even if the car is turned off and restarted. If the car senses wheel slippage, it triggers an alert on the instrument cluster suggesting that the driver switch to all-wheel drive, which is accomplished by pressing a button on the center console. And when it is, there’s a noticeable amount of torque steer, because all-wheel-drive Equinoxes like the one we drove default to front-drive by decoupling the rear axle in the interest of fuel economy. The lower power peaks make more sense for a small SUV that’ll likely spend most of its time tooling around town-it’s better when the oomph is easily accessible.īoosted engines can have turbo lag, and, foot to the floor in the Equinox, there’s a definite pause before the bowstring is released. The 2.0’s output reaches 252 horsepower at 5500 rpm and 260 lb-ft of torque at 2500 rpm versus the previous V-6’s 301 horses at 6500 rpm and 272 lb-ft at 4800 rpm. ![]() The base, turbocharged 1.5-liter inline-four with its modest 170 horsepower might trigger flashbacks, but the optional 2.0-liter turbo that replaces the previous 3.6-liter V-6 as the step-up choice has much more life, and it pairs with a new nine-speed automatic transmission that is smooth and well programmed. The new 2018 model wants to suppress those memories with a revamped engine lineup.
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