2018 Chevrolet Equinox

2018 Chevrolet Equinox

Episode 3645
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With crossover utility sales being what they are, you shouldn’t be surprised that the Equinox has long been Chevrolet’s best-selling vehicle that’s not a pickup truck; even though it hasn’t really changed that much since its gen 2 redesign for 2010. Well, an all-new 3rd generation has finally arrived. So let’s find out if it will signal continued four-season success for Chevrolet.

When the Chevrolet Equinox first arrived for 2005, it was GM’s answer to what Honda and Toyota had started in the late 90’s with the CR-V and Rav4; and what has become one of the most popular of all vehicle segments, the compact crossover. And it didn’t take long for the Equinox to get right in the mix for sales, even beating both rivals on occasion. 

But that segment is much different now, with more modern rides, and many more of them. So, the all-new 2018 Equinox is well timed. 

Getting on board with the GM weight loss plan means it’s about 400–lbs. lighter than before, and you do feel it.

It looks smaller too, and indeed it is, by about 5-inches in length; yet with more efficient packaging, overall passenger volume is actually up, with cargo room about the same. 

There’s 29.9 cu-ft. of space behind the rear seats, with a max of 63.5. The seat-folding design is much improved; it’s easier to use and allows for a flatter load floor.

Up front, the driver enjoys a fairly high seating position with good visibility, and pronounced comfort from the back and lower cushions. 

Rear seat room is plentiful for a compact ute, and seat comfort is equally good. All techno goodies you might need are available on either a 7 or 8-inch MyLink touchscreen. Available safety includes automatic braking.

But, you’d better like small displacement turbo engines, as that’s all that now powers this Equinox.

This 1.5-liter I4 is standard, with 170-horsepower and 203 lb-ft. of torque; connected to a 6-speed automatic transmission. A 252-horsepower 2.0-liter I4 with a 9-speed automatic is the upgrade, and keeps max towing at 3,500-lbs. 

But, most interesting, is a 137-horsepower 1.6-liter I4 turbo-diesel, arriving shortly after launch; a first for the segment.  

Front drive is standard, with a new selectable all-wheel-drive system available, that fully disconnects the rear axle when appropriate to boost efficiency. 

Government Fuel Economy Ratings for the all-wheel-drive 1.5-liter are 24-City, 30-Highway, and 26-Combined. We averaged a very good 28.0 miles-per-gallon of Regular. For an average Energy Impact Score of 12.7-barrels of yearly oil use, and 5.6-tons of CO2 emissions. 

Despite the lower weight and smaller engine, the Equinox still drives stable and comfortably, and everything feels a bit more responsive than before.  

Even at the higher speeds of our slalom course, it didn’t feel cumbersome at all; displaying only moderate hints of both over and understeer, with minimal computer intervention. 

Things weren’t quite as thrilling in the straight line, however. There’s not much in the way of guts off the line, taking us 8.7-seconds to hit 60, or more than a second slower than the CR-V. Engine noise is, however, well-subdued for a 1.5-liter turbo.

The lack of urgency is consistent throughout the 1/4, accompanied by momentum-killing shifts from the 6-speed auto.

Eventually, the ¼-mile ended in 16.7-seconds at 84 miles-per-hour. Note, an Equinox with the 2.0T and 9-speed more than levels the playing field.

A slight increase in base price over last year puts an Equinox L at $24,525. Top level Premier starts just over 30. 

Leaner, but certainly not meaner; the 2018 Chevrolet Equinox has gotten itself into fighting shape, ready to battle it out with all comers in the compact crossover segment. Fully modernized with all-turbo powertrains, more functional interior, and up-to-the-minute tech options; this Equinox does indeed signal more seasons of success for Chevrolet.   

Specifications

  • Engine: 1.5 liter
  • Horsepower: 170
  • Torque: 203 lb-ft.
  • 0-60 mph: 8.7 seconds
  • 1/4 mile: 16.7 seconds @ 84 mph
  • EPA: 24 mpg city / 30 mpg highway,
  • Energy Impact: 12.7 barrels of oil/yr
  • CO2 Emissions: 5.6 tons/yr
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW