2010 GMC Terrain

2010 GMC Terrain

Episode 2934 , Episode 2947
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

With sales of its surviving four brands doing well, General Motors appears on the road to recovery. A big reason is a steady stream of attractive new models. Case in point, the 2010 GMC Terrain. While sharing its mechanicals with the popular Chevrolet Equinox crossover utility, the Terrain shuns pure badge engineering, and dons the distinct, angled look of a more traditional SUV. Now, let’s see if it drives the same way.

While the 2010 GMC Terrain shares the Equinox’s compact-to-midsize Theta unitized chassis, it’s more “tough truck” shape ends up being about 2.5 inches shorter in overall length. So, to the eye, Terrain is stouter than the sleeker Equinox, and more along the lines of the venerable Jeep Cherokee.

The Terrain’s visual macho starts with projector-beam headlights, stacked to either side of a massive chrome GMC grille, which drops low into a deep, substantial-looking front fascia. The Terrain’s pronounced, squared-off fenders house wheels from 17 to 19 inches. Our tester split the difference, with six-spoke 18-inch alloys.

Standard roof rails proved useful, and fit the Terrain’s stance nicely. We also like the blacked-out D-pillars that give the impression of a wraparound rear greenhouse. Ditto the rear wiper that appears to float above a chrome bar connecting big, wide taillights. It shares no sheetmetal with the Equinox, but pop the Terrain’s hood, and things are happily familiar.

Our all-wheel drive tester sported the same direct-injected Ecotec 2.4-liter four we applauded in the Equinox. Ratings are 182 horsepower and 172 pound-feet of torque. A 3.0-liter direct-injected V6 is optional with 264 horsepower and 222 pound-feet of torque, and when properly equipped, a trailer tow limit of 3,500 pounds.

In front or all-wheel drive, engines attached to a six-speed automatic with manual mode. Four-cylinders get an “Eco mode” which lowers shift points for better fuel economy.

This combo gives Terrain the same stellar fuel economy as Equinox. Our all-wheel drive four has Government Fuel Economy Ratings of 20 miles-per-gallon city and 29 highway. We managed an excellent 27.5 miles-per-gallon on regular gas. Our Terrain’s Energy Impact Score stands at a modest 14.9 barrels of oil consumed annually, and its Carbon Footprint of 8 tons of CO2 is likewise light-footed.

But, at the track, our Terrain loped from a standstill to 60 in 9.7 seconds. That’s about a second slower than the front-drive Equinox we tested last fall. Shifts came slow, even in manual mode. The quarter mile came in at 17.3 seconds at 83 miles-per-hour. Beyond times, however, the 2.4 felt plenty strong for highway passing, especially between five and seven thousand rpm.

The Terrain’s low power-to-weight ratio proved less of a hindrance through the slalom, where it felt much lighter than its almost two-ton curb weight. It delivered impressive car-style grip, sharp turn-ins, and only modest body roll, with none of the flabbiness of a traditional SUV.

Steering was slack on center, but tightened up nicely when we asked the Terrain to dance. In the high-speed lane change, the all-independent suspension and electronic control nannies kept the rear end reassuringly in check. Stomping the ABS disc brakes from 60 yielded a short average stopping distance of 122 feet. Brake feel was excellent: smooth and firm.

All Terrain cabins come standard with flowing lines, soft-touch materials, and six airbags. They’re setup in a sporty, twin-cockpit theme that, except for the gauge pod, has a lot in common with Equinox.

Our well-optioned SLT included a sunroof, which shed light on the nicely drawn dash, and steering wheel audio controls that put channel surfing at our fingertips.

Bluetooth connectivity also fell easily to hand. Four auxiliary power outlets and a USB port are standard, as is Active Noise Cancellation. On 2.4  Terrains, it neutralizes engine boom using the audio system’s eight speakers. Also standard is a backup camera that shows up in the rear view mirror, or on the available navigation screen.

Our Terrain’s heated, leather trimmed front seats were plenty comfortable on long hauls. Equally comfy is the split-fold rear bench that, like Equinox, reclines and slides with eight inches of travel. Also like Equinox is Terrain’s optional programmable power liftgate. Besides full open, it can be set for a lower opening to avoid contact with a garage ceiling. Once open, owners find 31.6 cubic feet of cargo room seats up, and a small-for-its-class 63.9 cubic feet seats down.

Pricing, however, is very competitive given the Terrain’s high level of standard equipment. Base four-cylinder stickers range from $24,955 for the front drive SLE, to $29,945 for the all-wheel drive SLT. The V6 adds $1500 more.

For General Motors to prosper, they will need more efforts like the 2010 GMC Terrain. This gutsy, fuel-efficient, tough looking crossover is a family slam dunk, with build quality, interior, and drivability, on par with, if not better than, any rival utility across town, and across the oceans.

Specifications

  • Engine: 2.4-Liter Four
  • Horsepower: 182
  • Torque: 172 Lb Feet
  • 0-60 MPH: 9.7 Seconds
  • 1/4 Mile: 17.3 Seconds @ 83 MPH
  • 60-0 MPH: 122 Feet
  • EPA: 20 MPG City/ 29 MPG Highway
  • Mixed Loop: 27.5 MPG
  • Energy Impact: 14.9 Barrels Oil/Yr
  • CO2 Emissions: 8.0 Tons/Yr
2024 Hyundai Kona EV 1

2024 Hyundai Kona Electric

Plugging In And Riding The Wave

Episode 4410
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

With Hyundai expanding their fantastic lineup of IONIQ EVs, it’s easy to forget about the Kona, which has been available in all-electric form since 2019. In fact, this second-gen Kona was designed as an EV from the get-go and adapted to employ ICE powertrains for those who are either not ready or not willing to go down the full EV path. It’s a great strategy, one we’re about to dive further into.

As we nudge closer to the theoretical end of the internal-combustion engine for our personal transportation, it’s vehicles like this 2024 Hyundai Kona, available with both ICE and electric powertrains, as in this Kona Electric, that are best equipped for this transition, allowing consumer demand to be the sales driver.

All Kona Electrics are front-wheel drive, available in SE, SEL, and Limited trims. The base SE gets a 133-horsepower motor and a range of 200 miles from its 48.6-kWh battery. SEL and Limited get a larger 64.8-kWh battery, and a bigger 150-kW motor producing 201 horsepower and 188 lb-ft of torque. This Limited is rated for 261 miles, but based on our highway-heavy driving loop, we’d put the actual range closer to an impressive 290 miles. With DC Fast charging, the Kona Electric can get to 80 percent in 43 minutes, and with the charge port mounted right up front, we like the convenience of being able to just pull right up to the charger without worrying about which side the port is on.

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Now, this is not the kind of EV that feels crazy fast wherever you go, but like most EVs it clearly has an edge over gas-fueled competitors. And it was plenty quick at our test track, where despite a hesitation to deliver full power immediately off the line, 60 mph arrived in just 7.1 seconds; plenty quick for a commuter car and half a second quicker than its turbocharged ICE counterpart. Power did seem to taper off towards the end of the track, but we still managed to clear the quarter in a decent 15.6 seconds at 92 mph. Stops from 60 were well-controlled and consistent, averaging 110 feet with good initial bite, and an acceptable amount of nosedive.

This is not the kind of EV that feels crazy fast wherever you go, but like most EVs it clearly has an edge over gas-fueled competitors.

Carrying its powertrain weight down low instead of over the front axle, the Kona EV felt even more stable in our handling course. The front end will start to slide as you reach its limits, but we’ll chalk that up to the hard, eco-minded tires as much as the chassis. The steering feel tightens up quite nicely in Sport Mode.

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This second-generation Kona is much roomier inside than the first gen, and while there are some EV-oriented aspects to the new design, the overall layout appears fairly traditional, and it shares everything with the ICE version. Front seats are firm but supportive, and covered in H-Tex simulated leather, helping top Limited feel a tad more lavish than it should at its price point. The large horizontal 12.3-inch touchscreen display with navigation sits more in front of the dash than on top of it, and merges directly with the 12.3-inch digital driver’s display; both are standard.

Using 29-kWh of electricity per 100 miles, the Kona Electric is quite efficient. Pricing starts at $34,070; that’s about eight-grand over a base ICE Kona, but certainly at the low end when it comes to battery electric vehicles. Top Limited comes in at $42,440. A sportier N Line version is set to arrive next year.

The Kona design is a great package, made even better with the option to go Electric. And even with all the push to go full EV, there are still relatively few inexpensive options for buyers to choose from. This 2024 Hyundai Kona Electric is one of the best yet, making it one of the easiest ways to join the EV lifestyle.