Equinox strikes a balance

In the scientific world, equinox signifies those two moments in the year (at the onset of spring and the onset of fall) when the Earth is squared up to the sun, and daylight and dark hours are of equal length.

It therefore seems rather fitting that Chevrolet name a vehicle that balances power with economy, comfort with utility and sportiness with ruggedness after such a phenomenon.

It would be a great idea, had the previous Equinox not been such a gas-guzzling, hulking, unattractive vehicle. I know a vehicle tends to follow design trends and in all fairness, the first-gen Equinox was unmistakably a Chevy truck, with visually apparent ruggedness and a roomy, comfortable cabin.

The new generation vehicle softens up the nose and smoothes out the sides to create a better balanced stance while still hinting at an ability to tackle some off-roading; and it still has the unmistakable Chevy DNA, but more along the division’s car lines. I don’t know that I’d want to venture too far off road in this vehicle, but I don’t like to venture too far off road in any vehicle.

Riding on roughly the same wheelbase as its predecessor, the new Equinox is about an inch shorter in length and height, while gaining an inch in width. That means a bit more room shoulder to shoulder in the rear, where a flat floor also makes it comfortable for three sets of legs. Although, the centre position houses a flip-down centre armrest, so it’s not going to be as comfortable on the back. Reclinable 60/40 split seatbacks enhance long-distance comfort.

The seats all around are comfortable and supportive for long stretches of driving, with our tester’s clothed in subdued brownstone leather that becomes vibrant in direct sunlight. Some find it shocking; I like it.

The dash carries through on the two-tone motif and presents large gauges to the driver along with the traditional GM centre stack of radio over heating/ventilation (with the mixture of buttons and dials easy to figure out and operate even if your fingers are encumbered with bulky gloves). You can also load up the entertainment features, and our Equinox comes with a premium sound system that includes a bass-thumper in the cargo area.

That cargo space will accommodate a truck load of stuff, and could probably house a third row fold-flat seat like some of its competitors (namely Mitsubishi Outlander and Toyota Rav4).

As for off-roading, the angle of approach has been reduced significantly, so you need more care nuzzling up to uphill climbs. It’s closer to the previous gen’s Sport model, which was more of a boulevard cruiser anyway.

And frankly, that’s where this Equinox is quite comfortable (or to be more specific – highway cruiser). The test vehicle’s 2.4-litre four-cylinder engine returned a stunning 7.6 litres per 100 km on a 900 km highway run, while settling in at 8.7 combined over its 1,500 km stay with us. Those are good numbers for a vehicle that weighs in at 1,710 kg (that’s just 300 lbs. shy of two tons). Acceleration is what’s expected, which means you won’t be left in a lurch when trying to pass on an uphill, but you’ll likely want to move up to the V6 if you need more ponies and torques.

And if you think those figures are very “car” like, they are. And that’s perhaps the best “truck” to have these days – one that will allow you to use it day in and day out without breaking the commuting budget, and still allow you to hitch up the trailer with your recreational vehicles on the weekend.

Equinox is an impressive truck for those who find they no longer need to have a hulking vehicle.