Car_and_Driver_USA_July_2017

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TESTED Evolutionary Success Chevrolet’s all-new, 2018 Equinox is smaller, better-handling, and just as practical as the crossover it replaces. _by Don Sherman NOW THAT COMPACT CROSSOVERS have surpassed sedans as America’s preferred form of get-around, we’re wondering when they’ll become fun to drive. Splicing car and truck genes is a boon to kid and pet hauling, but enthusiasts expect more from their steering wheels than a place to rest an elbow while dining. Honda’s CR-V and Mazda’s CX-5 are great all-arounders, but what this class needs to achieve lustworthiness is a half-price Porsche Macan. Well, Chevy’s third-generation Equinox arrived this spring to alter the status quo. Riding on a new Opel-engineered platform, it’s hundreds of pounds lighter and 4.7 inches shorter but virtually as spacious as its predecessor. Trimming the wheelbase 5.2 inches and rehabbing the engine room with three choices of turbo inline-fours (including the Cruze’s 1.6-liter diesel, later) moves the Equinox into the realm of the interesting. After testing an Equinox Premier AWD with the base turbocharged 1.5-liter, we’re convinced Chevy may be onto something. This top-trim edition has every imaginable safety aid except for adaptive cruise control. Its interior is replete with stitched and perforated leather, polished-metal trim plates, and more than enough USB outlets. As you’d expect with a sticker crowding $40,000, all-wheel drive engages at the touch of a button, the 8.0-inch touchscreen is compatible with Android Auto and Apple CarPlay, and the OnStar communication system includes a Wi-Fi hotspot. But this Chevy’s handling impressed us more than its creature comforts and room for four adults. While the electrically assisted power steering, as usual, lacks feel, there’s minimal center slack, the rise in effort is linear and natural, and every wheel Lighter, leaner, class-kicking cornering and braking. Stuck in the slow lane until the 2.0-liter turbo arrives. command yields a lively response. We measured 0.86 g of lateral grip provided by humble Hankook 235/50R-19 all-season radials, and with commendably little understeer. That cornering stick tops both that of the best handlers in this class and an all-season-shod Macan S by wide margins. Proving that it wasn’t a fluke, the Equinox stopped from 70 mph in 161 feet, beating its key rivals by 5 to 23 feet and the aforementioned Macan by a remarkable 25 feet. On our local crypto-Nordschleife, the Equinox melded its steering, cornering, and braking assets into a cohesive whole, feeling more like a sports sedan than a sport-utility. Unfortunately, the only powertrain available at the time of our test was the turbocharged 1.5-liter four making 170 horsepower (14 to 20 horsepower less than the CR-V) and 203 pound-feet of torque mated to a six-speed automatic transmission. What that combo lacks in speed and passing alacrity, it more than makes up for in racket. The run to 60 mph takes an agonizing 8.9 seconds, and there are 81 decibels of full-throttle din for accompaniment. Sadly, the Equinox is slower than the Toyota RAV4 and far in arrears of the quickest crossovers, which hit 60 in the midseven-second range. But salvation is on the horizon: a turbocharged 2.0-liter packing 252 horsepower abetted by an all-new nine-speed automatic. Prophetically, that’s the same peak power that Porsche bestows upon its $48,550 base-spec Macan. We’ll be back. 2018 CHEVROLET EQUINOX PREMIER 1.5T AWD VEHICLE TYPE: front-engine, front-/ all-wheel-drive, 5-passenger, 4-door hatchback PRICE AS TESTED: $39,045 BASE PRICE: $35,330 ENGINE TYPE: turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injection DISPLACEMENT: 91 cu in, 1490 cc POWER: 170 hp @ 5600 rpm TORQUE: 203 lb-ft @ 2000 rpm TRANSMISSION: 6-speed automatic with manual shifting mode DIMENSIONS WHEELBASE: 107.3 in LENGTH: 183.1 in WIDTH: 72.6 in HEIGHT: 65.4 in PASSENGER VOLUME: 99 cu ft CARGO VOLUME: 30 cu ft CURB WEIGHT: 3646 lb C/D TEST RESULTS ZERO TO 60 MPH: 8.9 sec ZERO TO 100 MPH: 26.8 sec ZERO TO 110 MPH: 36.6 sec ROLLING START, 5–60 MPH: 9.6 sec 1/4-MILE: 16.9 sec @ 83 mph TOP SPEED: 124 mph (drag limited) BRAKING, 70–0 MPH: 161 ft ROADHOLDING, 300-FT-DIA SKIDPAD: 0.86 g* FUEL ECONOMY EPA COMBINED/CITY/ HWY: 26/24/30 mpg C/D OBSERVED: 21 mpg *Stability-control-inhibited. 100 . CAR AND DRIVER . JUL/2017 photography by MARC URBANO
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VW FIXES ITS DIESELS. WE SEE IF IT
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Fit for your everyday journey ©201
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Join the Fuel Rewards ® program to
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Car and Driver vol. 63, no. 1 098 D
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Backfires: The joyful noise of the
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knocked all the branches right off
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like playing footsie with a manatee
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Savings that stack up. You could ge
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INTERIOR The cabin’s switchgear,
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A New Dimension FINE PRINT THE NAPS
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The Columnists Back in the days whe
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The Columnists It’s been a while
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036 . FIRST DRIVES . CAR AND DRIVER
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2018 McLaren 720S — Our European
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