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
2025 Genesis G80
New Interior And New Tech Elevates G80 Sedan
Talk about bad timing. This second-generation G80 debuted at the height of a global pandemic. But that hasn’t stopped Genesis or this Bentley-on-a-budget sedan. In fact, since then, Genesis has unveiled a spectacular all-electric version and now given all G80s a makeover. So, let’s find out what a better and better-timed new G80 is ready to deliver.
Breaking into the luxury sedan scene requires going up against traditional brands with long pedigrees and legions of loyal buyers. But Hyundai has never shied away from a challenge, and has made steady progress with their Genesis brand, and hopes that a revised 2025 G80 midsize sedan will be their next step up.
Styling matters more when you’re the upstart, and the Genesis Athletic Elegance theme changes very little for ’25; just a new grille, slightly reshaped bumpers, new wheels ranging from 18 to 20 inches, and an updated color palette. The G80’s unique two-line LED headlamps get revised Micro Lens Array technology that boosts performance while minimizing the brightness for oncoming drivers.
Changes inside are much more significant with an entirely new dash and console, eliminating both the hooded gauge panel and dashtop wide info screen. Merging them together into one 27-inch wide LG panoramic display than runs from behind the steering wheel to over the center stack. There’s a bigger and more comprehensive control panel in the center stack; while the console gets less armrest coverage, more space for storage, and reshaped cupholders. The wider display is still a touchscreen, but there is also a console mounted controller if you prefer to keep it fingerprint free. Both options work well, but the controller is still too easy to confuse with the dial-like shifter.
Materials are on par if not a notch above most European luxury rivals, and there are 18 speakers to crank out 1,400 watts of premium sound from Bang & Olufsen. Top Sport Prestige trim comes with Nappa leather seats, carbon fiber trim, micro-suede materials for the headliner and pillar covers, heated armrests, head-up display, and upgraded active safety features. Front seats are immensely comfortable without feeling overly soft, and there’s plenty of comfort and room for adults in the back seat.
More Bentley than Benz; streaking down the track with European-style solidity that gives you very little indication of the high speed you’re traveling at.
Same powertrains as last year. Base power comes from a 300-horsepower 2.5-liter turbo-four; the upgrade is this 3.5-liter twin-turbo V6 that outputs 375 horsepower and 391 lb-ft of torque. Both are hitched to standard all-wheel drive. At our Mason Dixon Dragway test track, the AWD delivered enough grip for consistent slip-free launches. We hit 60 in 5.0 seconds flat. Run after run, the 3.5T pulled as strong as it sounds. All G80s work with the same paddle-shift eight-speed automatic transmission, and while shifting was silky smooth on the street, here on the track with Sport Mode and wide-open throttle they were noticeably firmer and quicker.
It was a very surreal experience in the cabin. More Bentley than Benz; streaking down the track with European-style solidity that gives you very little indication of the high speed you’re traveling at. For us, that was 105 mph in 13.4 seconds at the quarter. In addition to the G80’s Sport Mode that tightens steering, improves throttle response, adjusts shifting points, firms up the suspension, and reconfigures stability system parameters; Sport Prestige trim adds rear-wheel steering and an electronic limited slip differential. But, even with all of that, it didn’t feel overly sporty in our handling course. Now, we were able to comfortably carry quite a bit of speed through the cones, but there was just an overall soft, somewhat disconnected and heavy presence that had us unsure of how hard we could push. Sport Prestige also adds upgraded performance brakes. They were plenty capable, bringing this 4,600-lbs. luxury liner consistently down from 60 in just 104 feet with little fade.
Government Fuel Economy Ratings for the six-cylinder are 16 City, 24 Highway, and 19 Combined. We averaged a good 21.3 mpg of Premium. Still, that’s a slightly below average Energy Impact Score, using 15.7 barrels of oil annually with 7.8 tons of CO2 emissions.
Considering the amount of luxury packed into the G80, its $58,350 starting price, even though slightly higher than last year, remains pretty remarkable. It’s a substantial step up to the 3.5T though, as it begins at $70,850.
Genesis has existed as a standalone luxury brand for just less than a decade, and it has indeed been making steady progress into what is surely the hardest segment of all to master. The 2025 Genesis G80 sedan continues to impress and is a great option for luxury-minded buyers who prioritize true value over badges.
Specifications
As Tested
- Engine: 3.5-liter twin-turbo V6
- Transmission: eight-speed automatic
- Horsepower: 375
- Torque: 391 lb-ft
- EPA: 16 City | 24 Highway | 19 Combined
- 0-60 mph: 5.0 seconds
- 1/4 Mile: 13.4 seconds at 105 mph
- Braking, 60-0 (avg.): 104 feet
- MW Fuel Economy: 21.3 mpg (Premium)