2010 Chevrolet Equinox
As the “new” GM gears up, it’s clear that certain vehicles will be key to its success. The 2010 Chevrolet Equinox is the first such vehicle. Now this 5-passenger compact crossover utility returns with a stem-to-stern overhaul and a focus on higher fuel economy, all to be a stronger competitor in a segment pioneered by the Toyota RAV-4 and Honda CR-V. So let’s see if Equinox can lead the General’s march back to success.
The second-generation 2010 Chevrolet Equinox is built on an updated Theta architecture, shared with the upcoming GMC Terrain. Shorter than last year, its very attractive styling draws heavily from the larger Traverse crossover. That includes a front fascia defined by a two-tier bowtie grille, wraparound headlamps, and available fog lights. The sleek profile is accentuated by a thick, forward-leaning C-pillar and the appearance of wrap-around glass.
But it’s powertrains with class leading economy that really makes the Equinox a standout. Standard is a 2.4-liter Ecotec I4 with advanced direct-fuel injection. Ratings are 182 horsepower, almost as much as last year’s standard V6, with 172 pound-feet of torque. Coupled to a 6-speed automatic, in front-wheel drive form, it boasts Government Fuel Economy ratings of 22 city/32 highway on regular gas. The highway number beats all other compact crossovers including the RAV4, the CR-V, and even the Ford Escape Hybrid. All-wheel drive drops the highway number to a still stellar 29. The transmission’s “eco” mode alters shift points for best fuel economy. Interstate cruising range is a bladder-busting 600 miles.
Optional is a direct-injected 3.0-liter V6 with 264 horsepower and 222 pound-feet of torque. With a 6-speed and front-drive, fuel economy ratings are a more normal 18 City/25 Highway on Regular. We spent our first outings in the Equinox on the twisty roads west of Plymouth, Michigan. The Equinox 2.4 did exhibit a moderate strain under hard acceleration, but it was no worse than other I4 compact crossovers. With a respectable zero to 60 time of 8.7 seconds, this big four is more than able to haul a full load. However, maximum trailer tow of 3,500 pounds requires the V 6.
A stiffer chassis with wider front track aids the all-independent suspended Equinox towards excellent road manners. Ride is well-controlled, easily conquering the broken and bumpy Michigan pavement. The cabin is unusually quiet too, thanks to a low drag coefficient and Active Noise Cancellation. Equinox comes with discs brakes with ABS and Brake Assist. Hill Start Assist, stability, and traction control further the active safety equation.
The interior of the Equinox is even more head-turning than the exterior. Not at all utilitarian, it follows the twin-cockpit theme of the Malibu and Camaro. The eye-catching instrument panel features blue lighting and a floating center stack for a truly unique appeal within the segment. Two-tone color schemes and excellent fit and finish provide an added dose of style.
Seats have a more upscale look and feel too, especially when dressed in perforated leather and red stitching. A tilt/telescoping steering wheel with cruise controls is standard. The nominal six-speaker CD stereo can be upgraded to an eight-speaker Pioneer system on up-level trims. There’s also a 40-gig hard drive and Bluetooth.
Available is a rear view camera displayed in the rear view mirror. It really helps overcome the otherwise restricted rear vision. The split-folding rear bench seat now reclines. It retains fore and aft adjustment, a full eight inches, so legroom is also class best. And to keep the kids occupied, there’s an available twin-screen rear DVD system. But with so much people space, something had to give. Its 31.4 cubic feet of cargo volume behind the back seat is less than CR-V and RAV-4. With rear seats folded, that space expands to 63.7, but that’s still below average for its class. But this isn’t: the first programmable power liftgate available for a small crossover. Besides full open, it can be set for a lower opening to avoid contact with a garage ceiling.
With so much to offer, we were also surprised that Equinox has a lower price than last year, starting at $23,185 for the LS, $24,105 for the LT, and $28,790 for the up level LTZ. All-wheel drive adds $1750 more. With upscale styling and interior appointments, class leading fuel-efficiency, and a good overall value, the new 2010 Chevrolet Equinox gives RAV-4 and CRV something new to aim for. As for doing its part for a “new” GM? Well, the Equinox has all the marks of a winner!
Specifications
- Engine: 2.4-Liter Ecotec I4
- Horsepower: 182
- Torque: 172 Lb Feet
- 0-60 MPH: 8.7 Seconds
- EPA: 22 MPG City/ 32 MPG Highway
2024 Toyota Land Cruiser
Toyota’s Go Anywhere Globetrotter Returns To U.S.
Every once in a while, we all need a reset. A time to get back to basics and prioritize the things that really matter. Well, for the Toyota Land Cruiser that time is now. So, let’s find out if that means bigger and better things for Toyota’s iconic off-roader.
The Toyota Land Cruiser’s status among the global off-road community is legendary, and it’s hard to imagine there’s any corner of the earth where a Land Cruiser hasn’t kicked up a little dust or mud. Well, 2024 sees the return of the Land Cruiser to the U.S. market after a 3-year hiatus, getting a major reset for the journey.
The reset comes mostly by no longer being based on the large three-row “300-series” chassis, but a new version of the smaller “200-series,” now known as the J250. As with the latest Tacoma, it uses the Tundra pickup’s full-size steel frame.
While the main Land Cruiser model, which goes by simply Land Cruiser, is packed full of luxury and convenience features, there is also a stripped-down model known as the 1958, honoring the first year the Land Cruiser made landfall here in North America. And it is that 1958 we have here, and we were glad to see it, as it also celebrates the original’s back-to-basics approach as a blank canvas for you to personalize as you tackle more and more adventures.
Not that it’s fully stripped down, as 8-inch touchscreen infotainment, a 7-inch full-color multi-information display, and automatic climate control are still standard. Plus, some seriously durable materials, and great heated cloth front seats that throw off some get serious 1990s Tacoma vibes.
But outside, there’s a definite lack of flashy trim and basic looking 18-inch wheels with Yokohama Geolander all-season tires; plus, big chunky bumpers and tilt-up back glass, which is a rarity that we appreciate. Though there is a little too much plastic in places that are sure to see some abuse if you do any significant off-roading.
It even feels a little rough around the edges, but for us it just adds to the rugged old-school utility vibe in a good way.
We did just that, both here in the Mid-Atlantic as well as in the California desert; and while there are some tech-forward driving aids, the actual hardware is in most cases plenty to get things done. That includes standard full-time dual-range four-wheel-drive, locking center and rear diffs, and 8.7-inches of ground clearance. A front stabilizer bar disconnect is also available to allow for increased articulation.
Who needs a V6 or even a V8 when you’ve got Toyota’s i-FORCE MAX setup at your disposal with 326 horsepower and 465 lb-ft of torque coming from a 2.4-liter turbo-four with an electric motor sandwiched between the engine and its eight-speed automatic transmission. Low speed torque delivery is impressive. It even feels a little rough around the edges, which may be a turn off to some, but for us it just adds to the rugged old-school utility vibe in a good way.
And it certainly feels quicker than an off roader needs to be, with an instant torque dump as soon as we eased on the throttle at our Mason Dixon test track; helping us get to 60 in 8.1 seconds and through the quarter-mile in 16.3 seconds at 86 mph. Considering the Land Cruiser’s terrain conquering mission, it behaved quite well in our handling course; it was plenty responsive to inputs, with less body roll than we expected and plenty of grip from the tires. The steering was light and quick but as expected didn’t provide much feel. Other than significant nosedive, braking performance was exceptional. Only 107-feet to panic stop us from 60 mph.
With the shift to the smaller size, there’s no more third row available, and cargo capacity now comes in at 46.2 cubic-feet with a max of a still healthy 82.1. Now, the best part of the Land Cruiser’s return is the entry price of $57,445. That’s about 30-grand less than what the last Land Cruiser went for back in 2021.
Whether it’s over the top fashion trends, mullets, or zombies; just when you think they’re dead, they come roaring back to life. Of course, we’re much happier to see the resurrection of this 2024 Toyota Land Cruiser than any of those things. Toyota is one brand that still recognizes the value of full-framed rugged rigs and has also acknowledged that sometimes less really is more. The Godfather of Toyota off-roading is back and better than ever.