2010 Chevrolet Equinox

CLICK TO VIEW GALLERY

First Look: 2010 Chevrolet Equinox

The utility of a crossover with the economy of a sedan! That's the boast being made by Chevy's second-generation 2010 Chevrolet Equinox, and the claim does not come attached to any expensive hybrid or diesel technology. Instead the base Equinox gets a spanking new 2.4L four bristling with variable valve timing on both cams and direct fuel injection. Letting liquid fuel evaporate inside the hot cylinder cools the charge considerably, permitting an impressive 11.7:1 compression ratio with no knock on regular fuel. That high compression combines with more complete fuel burn to lower hydrocarbon emissions, improve power, and reduce fuel consumption.

People Who Like This Also Like

CLICK TO VIEW GALLERY

The result? It makes 182 hp and 174 lb-ft. That's just three horses and 36 lb-ft shy of the former pushrod V-6's output, and performance with the improved gearing of the standard six-speed 6T45 Hydramatic is supposed to equal the 3.4L V-6's (9.1 sec to 60 mph by our equipment) while EPA fuel economy hits 21/30 mpg FWD, 20/27 AWD, up from 17/24 (FWD and AWD). Furthermore, you may be able to beat that number. An ECO button on the dash remaps the transmission shift strategy and calls for more aggressive fuel shutoff when coasting. There's a slight NVH and driveability penalty, but it reportedly pays off, and the EPA does its testing with and without this button pushed, averaging the results. Ordering a base vehicle without the luggage rack will further improve your mileage (it comes on more than 30% of Equinoxes so EPA tests with the rack). Electric power steering, 17-in. low rolling-resistance Michelin tires, improved aerodynamics (from 0.42 to 0.36 drag coefficient), and a host of other tiny details contribute to the fuel economy bump, but none is expected to dramatically increase the cost of the base car.

Stepping up to the 3.0L V-6 option erodes the fuel economy somewhat, but that engine is also direct-injected, using the same high 11.7:1 compression ratio to deliver 255 hp and 214 lb-ft of torque (down from the 2009 port-injected 3.6's 264/250). Fuel economy still inches upward from the 3.6L's 16-17/24 EPA city/hwy mpg to 18/25 mpg FWD, 17/24 AWD. The optional all-wheel-drive system is Haldex based and incorporates an American Axle-sourced limited-slip rear differential featuring an electronically controlled clutch pack to distribute torque left or right. Maximum trailer weight remains 3500 lb for the V-6, 1500 for the new four.

Chevrolet Equinox ushers in New GM era

2010 Chevy Equinox – Click above for high-res image gallery

The Chevrolet Equinox has never really been a loser in the compact crossover segment, but it has also never really been a leader, either. It was always just kind of "okay," with milquetoast styling, so-so performance and reasonable roominess, but never anything really attention grabbing. Coming just a week after General Motors filed for Chapter 11 bankruptcy protection, Chevrolet General Manager Ed Peper officially introduced the all-new 2010 Chevy Equinox as the first product of the "New General Motors," and it's clear that the company hopes their new baby is able to grab a much larger share of this burgeoning segment.

Among other things, the Equinox gets all new powertrains, including an available four-cylinder engine for the first time. Both the four and the new 3.0-liter V6 have direct fuel injection and are paired up with six-speed automatic transmissions. In fact, everything about the Equinox is new. Apparently the only major component carried over from the old model is the sunroof module. Everything else has been reworked or replaced. We had the opportunity to spend some seat time with both the four-cylinder and V6 models with front- and all-wheel drive. Find out if the Equinox finally has what it takes to be more than just competitive after the jump.

Gallery: First Drive: 2010 Chevrolet Equinox

• 
• 
• 
• 
• 
• 

Photos Copyright ©2009 Sam Abuelsamid / Weblogs, Inc.

Chevrolet calls the Equinox a compact crossover, but when you look at its dimensions, this CUV is in many respects more mid-size than compact. At 187.8 inches long, it out-spans the Ford Escape by 13 inches and the Toyota RAV4 by six inches. It's even two inches longer than a Ford Edge. Chevy's rationale for calling this a compact is the 72.5 inch width, which is 0.5 inches less than the RAV4 and two inches less than the Edge. So it's really a "tweener" of sorts. However you define it, though, the Equinox is especially roomy relative to competitors.



As soon as you lay eyes on the new Equinox, it's clear that the design team put in a serious amount of effort this time. The dowdy looks of the previous generation have been replaced by a bold modern look that's more muscular and better proportioned. Like all other recent Chevrolets, this one starts with a dual port grille that is flanked by a pair of handsome jeweled headlamp clusters. The combination of a rising character line along the flanks, aggressive wheel well flares and a higher beltline combine to visually lower the new model – even though it's actually four inches taller.



The Equinox also gains Chevy's current design DNA on the inside, with a dual cockpit instrument panel layout similar to the Malibu and Traverse. The new look is a huge improvement over the old model, both aesthetically and functionally. Like several other recent GM vehicles, the dashboard flows into the door panels with a look that provides some continuity. Some of the past iterations of this, notably the Saturn Aura, had an issue with vertical alignment of the door panels and dashboard. We've brought up this problem with GM officials on several previous occasions and they have apparently taken it to heart. None of the four Equinoxes we drove had any such alignment issues.

In fact, Mo Wazir, Vehicle Line Director for GM's compact crossovers, explained that the engineering team addressed this from a root cause approach when developing the new Equinox. They examined why the parts were misaligned and found that it was related to tightening the two sides of the dashboard separately. The assembly process has been changed to ensure that the dashboard is more consistently installed. In fact, all the fits in the Equinox testers we sampled were better than before. That's not to say the interior is perfect, however.



The same Ingersoll, Ontario assembly plant that built the previous Equinox began building so-called salable units about two months ago. These early production units are generally kept within GM for its captured test fleet, where engineers and managers drive the cars to look for last minute production problems. The examples that we drove were from this early build batch and the first units destined for customers are being built this week. The most prominent issue that we noted was a color disharmony on the dashboard. All four of the vehicles we drove had the two-tone interior scheme consisting of either black/brown or black/light gray.

The brown was the issue. The plastic panels covering the passenger side airbag and around the instrument cluster on the driver's side had a slightly different shade than the two mating pieces on either side of the center console. According to Wazir, the center stack panels come from a different supplier than the other parts. GM is already aware of the problem and working to resolve it. The gray version also had a slight mismatch, but it was far less noticeable. The only other gripe we had with the interior is the silver plastic cover on the center stack and the vent surrounds. GM opted to put a glossy clear coat finish on these parts that we feel makes them look cheap. We would prefer the richer look of a matte or satin finish for these parts – GM has also heard this complaint from others and is considering a change here as well. Wazir explained that the clear coat finish gives the part better durability and resistance to scratches, but while it may be functional, we still don't like it.



Otherwise, the interior is very good. The controls are well-placed and easy to use, with plenty of storage compartments. Models that don't have the optional navigation system get a storage bin above the radio like the one in the Malibu and all models get a bin ahead of the shifter as well as the deep compartment in the center console. That bin is large enough to accommodate a 15-inch laptop computer. It also has auxiliary audio and USB ports that support MP3 players or just thumb-drives with songs on them.

The front seats use a common seat frame developed by GM that is employed on a variety of platforms including the Epsilon II Opel Insignia, Buick LaCrosse and other models. The seats have excellent cushioning which provides decent lateral support and excellent comfort. In this case, one of the advantages of using a common frame is that the lower cushion is longer than found on many cars, thus providing decent thigh support – of our most common complaints. In the back, GM has retained the sliding rear seat that can move fore-aft a total of eight inches. When pushed back, the 112-inch wheelbase allows for positively luxurious legroom. If more cargo room is needed, sliding the seat forward provides extra space for gear or luggage.



How about those fancy new DI engines? They are very good indeed – especially the four-cylinder. This is the first four-cylinder ever offered in the Equinox and it runs smoothly and quietly with no noticeable ticking from the direct fuel injectors. Both the four- and six-cylinder engines at 182 hp and 264 hp respectively make about the same amount of power as the 3.4-liter and 3.6-liter V6 engines used in 2009 models. Unfortunately, the smaller displacement and lack of boosting mean that both engines lack in torque compared to the old engines. The four pot generates 172 lb-ft at 4,900 rpm while the old 3.4-liter V6 produced 210 at 3,800 rpm. Similarly, the previous model's 3.6-liter V6 that produced 250 lb-ft at 2,500 rpm easily trounces the 3.0-liter's 222 lb-ft at a lofty 5,100 rpm. Frankly, we would have preferred that GM go down the turbocharging path with even less displacement for the resulting fatter torque curve. Of course, that would have added cost, which GM was obviously trying to avoid.



Nonetheless, the four-cylinder will still likely be more than sufficient for the majority of drivers who don't need any significant towing capacity. The four can drag along an extra 1,500 pounds, while the V6 can pull 3,500 pounds. The four-cylinder Equinox is no speed demon (neither is the V6 for that matter), but it has enough acceleration that you'll never worry about merging onto freeways or making a pass with a reasonable amount of room. Both six-speed automatic transmissions have been re-calibrated and have much improved shift quality compared to previous versions, especially the larger unit used with the V6.

One new feature of the four-cylinder model is an ECO button located ahead of the shifter. Currently, it just makes adjustments to the shift map and torque converter lock-up points to help enhance fuel efficiency. It's claimed to improve mileage by about 1 mpg overall. Future iterations will likely add control over the electronic throttle response and cruise control, as well. During our drive time in the front-wheel-drive four-cylinder Equinox, we averaged a respectable 26 mpg – not bad for a 3,800-pound non-hybrid CUV.



The aerodynamic work done on the Equinox pays dividends for fuel economy and for NVH. Driving in the Equinox was a remarkably subdued experience. The plastic A-pillar covers on the old model are gone and the windshield is now virtually flush with the surrounding pillars. The result is a drastic reduction in wind noise. Combined with the more rigid body shell (which includes a one-piece body side stamping and acoustic laminated side glass), the Equinox delivers a pleasantly quiet interior.

The Equinox's strut front and multi-link rear suspensions are also well tuned to provide an excellent balance of ride and handling, especially on the base 17-inch wheel and tire package. Front-wheel drive models can have optional 18s, which are standard with all-wheel drive and 19s are optional on AWD versions. Switching to the larger, heavier wheels makes a noticeable difference to ride quality, with small road imperfections being much more likely to pass through to occupants. Another factor that detracts from handling is the all-wheel drive. The extra couple hundred pounds of hardware seem to make it feel much less nimble than the FWD variant, but the system ought to pay dividends when the weather turns sour..



Four-cylinder models get an electric power steering system while the V6s stick with a tried-and-true hydraulic setup. The difference comes down to cost and fuel efficiency. The EPAS is more expensive but draws less power and since GM was trying to max out mileage numbers for the four, it received EPAS. Eventually, as costs come down, EPAS will be offered across the board. Both systems felt about the same at the steering wheel, with comparable levels of effort that were just about ideal. Neither system provide huge amounts of cornering force feedback, although the hydraulic system felt slightly better.

GM is pricing the new Equinox very aggressively and greatly reducing the number of buildable combinations. Most items are now packaged in four trim levels and, including colors, there are now about 1,200 different combinations that the plant can build compared to over 10,000 previously. The base LS model starts at just $23,185 with the four-cylinder engine and front-wheel drive. That's $1,825 less than a 2009 Equinox LS. A maxed out LTZ with every possible option including the V6, all-wheel drive, sunroof and navigation will only be about $35,000. Both four-cylinder and V6 engines and front- or all-wheel drive can be selected at any trim level.

The new Equinox is scheduled to arrive at dealers in the next few weeks. It deserves a look.

Chevrolet Equinox New York

Driving Impressions

The 3.4-liter V6 used by the Chevy Equinox delivers good acceleration under most circumstances, and it's smooth enough. It feels strained when pushed at high rpm, however. When loaded down with people, you'll need to stand on the gas and rev it to merge onto the freeway or tow a trailer. The Equinox is a big box for 210 pound-feet of torque.

The 3.4-liter V6 is an old, iron-block, pushrod-overhead-valve design that lacks modern features such as variable valve timing and variable-length intake runners, though it does feature hydraulic roller lifters, just like a Corvette. It's paired with a wide-ratio five-speed automatic that uses a direct 1:1 fifth gear for efficiency.

Fuel economy for 2008 is rated by EPA at 17/24 mpg City/Highway.

The standard 3.4-liter V6 engine is aided considerably by the five-speed automatic transmission. Chevrolet says the Equinox can accelerate from 0 to 60 mph in about 8.5 seconds, which should be adequate performance for most families. And while it may not excel at acceleration, Equinox is rated to pull a 3500-pound trailer, the same as the more powerful Escape and RAV4 V6s.

The Sport model's 3.6-liter V6 is a modern, all-aluminum engine with double overhead cams and variable valve timing. It's smooth enough to drop in a Cadillac. With 264 horsepower it outmuscles the 3.4-liter by 80 horsepower and makes 40 lb-ft more torque and much earlier in the rev band.

You don't have to rev the 3.6-liter up as much to get going, but if you do, hold on. Coupled with a more advanced six-speed automatic the Sport is significantly quicker, smoother than the standard Equinox. And realistically, it's no harder on gasoline consumption. However, the more advanced powertrain isn't cheap and plays a big part in the Sport's price premium over an LT.

The ride quality in the Equinox models is decent, a benefit of its long wheelbase and 3800-pound heft. This makes the Equinox a suitable companion for long trips. Its handling is responsive and it's easy to modulate the brakes for smooth stops.

The Sport model rides more firmly but reacts quicker and more precisely because of its firmer suspension and wider tires, but using forged alloy wheels minimizes the detraction from a smooth ride. The Sport seems a bit happier as people are added because the heavier engine and transmission add a few percentage points to the front of a car already nose-heavy and more people balance that out.

The Equinox has good road feel in highway driving, yet steering effort is lighter at low speeds for easier maneuvering in tight parking lots. The steering ratio is variable, and the Equinox uses electric, rather than hydraulic, power steering. We don't think the average driver will feel the difference between this system and more conventional hydraulics, and that's a good thing. Unlike a hydraulic servo, the electric booster doesn't use engine power, resulting in slightly better fuel economy.

Sport models, more inclined to be driven by people who will notice a difference in steering systems, do use hydraulic assist for the rack-and-pinion steering. It delivers better feel than the regular Equinox (no doubt aided by the suspension and tires as well) and needs just 2.5 turns from full left to full right where the standard car needs almost four steering wheel rotations. Both models need nearly 42 feet to affect a U-turn.

StabiliTrak electronic stability control helps drivers maintain control during sudden maneuvers or in low-traction conditions by using a comprehensive series of sensors to measure acceleration, deceleration, steering angle and yaw rate. The system steps in when the Equinox doesn't seem to be going where the driver intended. When that happens, StabiliTrak regains control by regulating acceleration or applying the brakes at individual wheels, a feat no driver can perform. For 2008, a function has been added that applies the same logic to a trailer sway

Chevrolet Equinox First Drive 2010

The twice annual equinox denotes the crossings of the equator by the sun, when the length of daytime and nighttime are roughly equal.

This has nothing at all to do with the small-to-midsize crossover utility vehicle of the same name offered by Chevrolet for the last several years. Well, except that it is possible to balance a raw egg on end in the general vicinity of any Chevy Equinox, at anytime of the year. This is because of a special gravitational dispensation awarded General Motors with use of the name "Equinox" and also because one can balance a raw egg on any day of any year, anywhere.

Also, as you might have noticed, the 2010 Chevrolet Equinox has been substantially renewed with new engines and styling, and it looks considerably more like an egg than the outgoing slab-sided thing. Chevy therefore is reaffirming the central importance of fertility symbols to the vernal equinox. Coincidence?

Classy, No Yolking
Small crossover utility vehicles are like opinions; everyone's got one. Hell, there's even one called "Tiguan," if you can believe that.

To distinguish itself in this bloated field of modern quasi-wagons, Chevrolet has nabbed the front end of its Malibu sedan, grafted it onto the rear three-quarters of a Mercedes-Benz M-Class and, because it's GM, bolted on some chrome wheels. And there you have the 2010 Chevrolet Equinox.

The result, improbably, is a really very handsome thing that looks upscale — not only more upscale than the styled-by-origami 2009 Equinox but also more so than its raft of competitors.

Size Is No Object
The 2010 Chevrolet Equinox's new body is stretched over a version of the same platform as before with its big-for-the-class 112.5-inch wheelbase and strut-type front and four-link rear independent suspension. This makes the Equinox longer than the Ford Edge, to say nothing of the Ford Escape. The Chevy's modest girth compared to the Edge means that overall roominess and cargo capacity are down a bit, but in terms of legroom, the two are shockingly close. The Escape (which Chevrolet regards as the Equinox's prime competitor) is a comparative pipsqueak with a 103.1-inch wheelbase and more than a foot less in overall length.

Whichever subclass of crossover you choose to put the Equinox in, it's fair to say that its backseat accommodations are generously sized. There's plenty of room for 6-footers. And like previous versions of the Equinox, the rear seat can be moved fore and aft by almost 8 inches to suit whatever variety of cargo you're carrying, human or inert.

To go with the newly upscale body, Chevy has redesigned the interior of the 2010 Equinox as well. For the makeover, Chevy drops some of the Equinox's truck-ish styling licks. The new design is decidedly more carlike, with a dual-pod dash layout that flows down into the door panels, plus a high center console. Thankfully, Chevy also relocated the power window switches from the center out to the door panels (this is a pet peeve of ours).

Our only real complaint about the interior is that once it's been optioned with the navigation system, the center console is littered with all manner of buttons, including, oddly, the button to reset the trip odometer.

32 mpg! 32 mpg! 32 mpg!
Chevrolet will no doubt be peeved that we've failed to mention thus far that the 2010 Equinox has an EPA highway fuel-economy rating of 32 mpg. Thirty-two! That's no small achievement for a vehicle that weighs nearly 2 tons.

Chevrolet is very proud of this figure — as well it should be — since it betters even the smaller, slower competition in the process. This figure is, of course, for the front-wheel-drive model with an inline-4 engine that's new to the Equinox mix for 2010. This model's city fuel economy is a quite respectable 22 mpg. At 26 mpg EPA combined, the Equinox returns 2 to 3 mpg more than its four-cylinder competitors. Much of the credit goes to the efficient new direct-injection 2.4-liter inline-4, which also delivers 182 horsepower, more than any other four-cylinder in the class.

The 2.4 is mated to a six-speed automatic transaxle. But there's more to this combination than just gears and direct injection. To achieve its big EPA number, Chevrolet added an ECO button immediately in front of the shifter. Push it and and the transmission becomes reluctant to downshift, eager to upshift, and locks up its torque converter at a lower rpm than in standard mode. This clearly doesn't make the Equinox any more fun to drive, but it won't likely drive you insane either. Chevy reckons it's good for 1 mpg. Were it us, we'd leave the thing in standard mode and just drive.

On the Move
The 2.4-liter moves the Equinox well enough — Chevrolet claims a quite reasonable 0-60 mph run of 8.7 seconds. It is not the most inspiring experience, though. Under load, the engine sounds like it's working pretty hard.

The Equinox is also available with a 3.0-liter V6, which is derived from the corporate "high feature" 3.6-liter V6 and also benefits from direct injection. It makes 264 hp, neatly matching the output of the port-injected 3.6-liter V6 from the outgoing Equinox Sport model. The 3.0-liter doesn't pack the torque punch of the old motor (222 pound-feet of torque at 5,100 rpm compared to 250 lb-ft of torque at 2,300 rpm) and you can feel that this is a small V6 in passing maneuvers.

The upside is that at least in front-wheel-drive versions, the new Equinox V6 gets a couple more mpg in the city and one more on the highway (18 mpg city/24 mpg highway) than the old Sport (16 mpg city/23 mpg highway). The new V6 is also bolted to a six-speed automatic.

Been a Long Time
We admit that it's been awhile since we'd driven an Equinox before experiencing the 2010 model. But somehow the ride-and-handling experience feels pretty familiar.

The full-boat Equinox V6 LTZ we've driven feels a little stiff in the knees. This example is shod with 18-inch tires; and while the ride doesn't feel harsh, it nevertheless feels a bit unyielding on the lumpy Michigan roads. We will say that the four-cylinder model that we've driven wears 17-inch tires, and the ride feels a little more forgiving. And (will wonders ever cease?) the relatively quick electric-assist steering that comes standard on the four-cylinder models actually feels better and more natural than the conventional hydraulic-assist unit in the V6 model.

Every 2010 Equinox benefits from additional acoustic insulation, and there's acoustic-insulated laminated glass as well. Chevy says the Equinox is now quieter than a RAV4 and CR-V. OK, we can certainly buy the line about the Honda, which is in fact a loud thing. But either way, there aren't many unpleasant noises bouncing around the interior (although our driving partner during this test did make some).

Chevrolet has had to add a noise-canceling system to the four-cylinder models to get the quiet ride it seeks. It seems that locking up the torque converter at such low speeds generates some booming noises through the cabin. The active noise canceling system phases those out. So think of it as an absence of vice more than a virtue.

Dinghy-Tow Capable
The 2010 Chevrolet Equinox is dinghy-tow capable.

More important, the 2010 Equinox is priced pretty much right on top of its small competitors. The cheapest one could be had at $23,185 for an LS-trim package with front-wheel drive and the inline-4. The other end of the pricing spectrum is the all-wheel-drive LTZ model we drove for part of the day which came with a navigation system and twin-screen DVD system for the rear seat ($3,440), the V6 ($1,500), sunroof ($795) and 18-inch cast-aluminum wheels ($250) listed at $36,525.

This represents a price cut compared to the outgoing Equinox. And frankly it was a necessary one, considering what the toughest competitors cost. Compared to the old Equinox, the 2010 Chevrolet Equinox represents a better, more upscale-looking vehicle with better NVH control, more optional technology and better fuel economy.

But we would have gone with a way cooler name like, maybe, Solstice or something.

Edmunds attended a manufacturer-sponsored event, to which selected members of the press were invited, to facilitate this report.

Chevrolet Equinox

The 2008 Chevrolet Equinox midsize Sport Utility Vehicle (MSRP: $23,355.00 - $30,060.00, Invoice price: $21,876.90 - $28,146.08) comes in four basic trim levels - LS, LT, LTZ and Sport. This model competes with the Acura MDX, Buick Enclave, Chrysler Aspen, Dodge Durango, Dodge Nitro, Ford Expedition, Ford Expedition EL, Ford Explorer, GMC Acadia, GMC Envoy, GMC Yukon, Honda Pilot, Hyundai Santa Fe, Isuzu Ascender, Jeep Cherokee, Lexus RX350, Mazda CX-5, Mercury Mountaineer, Nissan Pathfinder, Saturn Outlook and Toyota 4Runner. The Chevrolet Equinox was first introduced in 2004.1 It is assembled in Ingersoll, Ontario, Canada.

The LS, LT and LTZ trim levels are available with a 185-horsepower, 3.4-liter V6 engine, five-speed automatic transmission and a choice of all-wheel and front-wheel drive system. The Sport trim levels are available with 264-horsepower, 3.6-liter V6 engine, six-speed automatic transmission, a choice of all-wheel, and front-wheel drive system.

The 2008 Chevrolet Equinox has a four-wheel independent suspension, a MacPherson strut front suspension, and a multi-link rear suspension.

Exterior features on the 2008 Chevrolet Equinox include 16 x 6.5 inch alloy wheels, all season tires, a steel spare wheel, variable-intermittent wipers, and a roof rack. It has a rear defogger, an intermittent rear wiper, a rear spoiler, SUV and minivan doors, and a fixed liftgate window.

2008 Chevrolet Equinox instrumentation features are a tachometer, a clock, low fuel level warning, and cargo tie downs.

Basic seats and trim features on the 2008 Chevrolet Equinox include a five-person total seating capacity, bucket front seats, cloth upholstery, and a height-adjustable driver seat. It has a fold flat passenger seat, a bench rear seat, a split-folding rear seatback, and reclining rear seats.

Power and convenience features on the 2008 Chevrolet Equinox include remote power door locks, power windows and mirrors, and 1 one-touch power windows. It has cruise control, an electric speed-proportional power steering, and a tilt-adjustable steering wheel. It also has cruise controls on steering wheel, front and rear cupholders, and front and rear door pockets. It is equipped with 12-volts power outlets in the front, rear and cargo area, a front console with storage, and a retained accessory power.

2008 Chevrolet Equinox comfort features include air conditioning, front and rear reading lights, dual vanity mirrors, and a cargo area light.

Basic entertainment and telematics features on the 2008 Chevrolet Equinox include an AM/FM in-dash single-disc CD player stereo, six-total speakers, and a mast antenna. It has an auxiliary MP3 audio input, an OnStar telecommunications service, and hands-free phone.

The 2008 Chevrolet Equinox has the following safety and security features: a 4-wheel Anti-Lock Braking System (ABS), and height-adjustable headrests (two in front and two in rear). It has traction control, stability control, and auto delay off headlamps. It also has front seatbelt pretensioners, rear door child safety locks, and child seat anchors. It is equipped with a rear center three-point belt, a remote anti-theft alarm system, and an engine immobilizer. It is also equipped with daytime running lights, dusk sensing headlamps, and tire pressure monitoring. More features include a passenger airbag occupant-sensing deactivation, and an electronic brake-force distribution.

The LT trim level is available 1LT and 2LT sub-trim levels, with more features that include a body-color exterior trim, premium cloth upholstery, a rear privacy glass, and leather-wrapped steering wheel with audio controls for the 1LT sub-trim level. The 2LT sub-trim level, on the other hand, has a satellite radio, an auto-dimming rearview mirror, and a power driver seat. It also has a remote engine start, foglamps, and 17-inch chrome-plated wheels.

The 2008 Chevrolet Equinox LTZ trim levels, meanwhile, has a Pioneer premium sound system, an in-dash six-disc CD changer, heated front seats, a leather-trimmed seating, and a chrome exterior trim.

Additional/alternative features on the Sport trim levels include a sport-specific instrumentation, sport bolstered front seats, a special exterior trim, a sport-tuned suspension, and 18-inch aluminum wheels.

A safety and crash test report from the National Highway Traffic Safety Administration (NHTSA) showed that the 2008 Chevrolet Equinox SUV received five stars out of five in frontal and side crash tests; and four stars out of five in rollover tests (FWD and AWD).

A reliability history report from ConsumerReports.org showed how the Chevrolet Equinox SUV held up mechanically. The Chevrolet Equinox SUV received the following ratings for the year 2007 (major redesign year was 2005): Excellent ratings for its engine, transmission, fuel and electrical systems, and exhaust; Very Good ratings for its drive and audio system, suspension, and paint and trim; Good ratings for its climate system, brakes, and body hardware; Fair rating for its power equipment; and Poor ratings for its squeaks and rattles.

Click here for more information on 2005, 2006, 2007, 2008 and 2009 Chevrolet Equinox car prices, auto insurance, auto loans, car dealers, and car leases.

GM marketing boss Mark LaNeve apparently unaware that diesel is now cheaper than gas 2009

Over the last several years, we've heard a lot of excuses from many auto executives as to why their companies aren't offering diesel engines in their American market cars. Yesterday, General Motors' Mark LaNeve, the company's vice president of sales and marketing, made an appearance on C-SPAN's Washington Journal. The final question of the segment came from a viewer wondering why GM has failed to offer U.S. consumers the chance to buy some of the high-mileage diesel cars it offers in Europe.

It would appear that LaNeve might have done better to take a pass on the question. Instead of talking about the cost of making those diesels meet U.S. emissions regulations or the difficulty in helping Americans overcome the misconceptions about the fuel, he claimed that no one has successfully cracked the diesel passenger nut in the U.S. (which based on VW's May sales appears to be wrong). More startlingly, LaNeve went on to claim that diesel is $1.25 a gallon more expensive than gasoline. According to the Energy Information Agency, the national average for diesel this week is $2.35 / gallon while regular gas is $2.52 or $0.17 more than diesel. Admittedly, the fact that diesel is now cheaper than 87 octane gas is a recent development (a trend that nobody is sure how long it will last), but – going on national television and quoting outdated fuel prices as a reason for your bankrupt company's business decisions... well, that doesn't strike us as a terribly hot idea.

You can hear the question and response at 20:30 into the video replay over at C-SPAN.