2005 Chevrolet Equinox

Normally, the debut of a new SUV, joining the 70 or so others of various shape, size, price class and marketing hype already out there, should be greeted with a stifled yawn. But there are a couple of angles to Chevrolet’s new Equinox that make it noteworthy, not the least of which is that it’s built in Ontario at the CAMI plant in Ingersoll – GM’s joint-venture facility with Suzuki.

The Equinox is Chevy’s first car-based SUV, based on the Theta platform already used by the Saturn Vue. The key difference between the two, and Chevy’s marketing spin, is that at 2,857 mm the Equinox has a 150-mm-longer wheelbase, making it the largest SUV in the compact segment.

Kudos are due Chevy for redefining what constitutes a compact SUV. Much like Dodge did with the first-generation Durango, it has super-sized its entry – the Equinox is only 77 mm shorter in length than the mid-sized TrailBlazer and 63 mm narrower. The more substantial height and weight differences (the Equinox is 189 mm shorter and 379 kg lighter than the TrailBlazer) come down primarily to its unitized body construction and a lightweight on-demand AWD system.

Not that there is anything wrong with that. Chevy, unlike Jeep, doesn’t appear overly concerned about not being able to conquer the Rubicon. It is placing far greater emphasis on value, refinement, ride and handling, and functionality for a younger crowd.

Equinox is being offered with standard front-wheel and optional all-wheel drivetrains. There is but one powertrain combo – GM’s established, 185-horsepower, 3400 V6 engine mated to a five-speed automatic. While no raging powerhouse, it accelerates the Equinox with little effort, even with 320 kilos of adults aboard. Chevy claims the Equinox will sprint to 100-km/h in 8.5 seconds, which is about par with most compact, V6-powered SUVs. The engine’s overhead valve design is yestertech, but it is quiet, delivers decent fuel economy and usable mid-range torque that will provide up to a 1,587-kg towing capability.

Buyers opting for on-demand AWD will find a system set up to deliver power to the front wheels during normal driving conditions on dry road surfaces, and redistribute up to 33% of it to the rear wheels when slip is detected.

As well, the ride and handling proved to be the new ute’s strong suit on the few twistier stretches that were encountered. The electronic power steering system is well weighted and provides solid feedback to the driver.

Someone must have stopped slipping Prozac into the stylists’ coffees because, externally, the Equinox incorporates a far more muscular look to it than the rest of GM’s SUV lineup, with well-defined wheel arches, strong front end and distinct front fascia.

All is well and good so far, but not a whole lot different from the competition. That all changes upon entry into the Equinox’s cabin. Simply, it is the first SUV in the compact segment where I can comfortably set the front seat (I am 6-foot-2), then climb into the rear seat and not have any part of my lower extremities touch the front seat back. And it is wide enough to handle three baby seats. There’s also a sliding rear seat in the sport-ute that offers more than 200 mm of travel – hence the available legroom.

GM is not the first automaker to realize that the vast majority of consumers don’t really require truck-based SUVs to obtain all-season functionality. But, without wimping out on what makes a sport-ute a sport-ute, it has created minivan-like spaciousness in an economical and user-friendly package. Chevy may be playing fast and loose with word “compact,” but the Equinox is the best alternative yet to buying a mid-sized SUV.

Base Price:$26,560

Engine:3.4L ohv V6

Transmission:Five-speed automatic

Length: 4,793 mm (189 in.)

Fuel, L/100 km:City – 12.7, Hwy. – 8.6