All you need do is look around the next time you’re out on the road to see how well General Motors is doing in the compact crossover

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business. The Chevrolet Equinox is extremely popular while its Theta platform-sharing GMC Terrain cousin more than pulls its own weight. The redesigned Equinox and all-new Terrain went on sale in 2009 as 2010 models and within three years managed to find in excess of a million buyers, although the Equinox more than doubles the Terrain’s annual sales.

A quick look back into my own personal archives shows that this is my seventh Equinox road test review. It all began with the original 2005 version tested on the new model launch program in 2004, followed up by a review of the 2008 mid-cycle refresh of that same version loaned to me and my production team during a GM fleet program, and then the all-new 2010 model that I was also invited to drive during the model’s launch program, after which I tested a 2012 version here at home, a 2013 model here last year, and now this 2014 version. I’ve

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covered various grades of trim along the way too, but mostly mid-grade LT models like this tester. None have been without fault, but all have left me impressed, showing good reason why the Equinox sells as well as it does.

First off, the Equinox is a good-looking compact crossover from all angles. My latest tester was finished in Silver Ice Metallic paint, one of 11 shades and hues available. I wouldn’t say it’s the most alluring, but no one can argue against a silver vehicle’s potential resale opportunities. My only question about this choice was, why didn’t GM Canada choose the only new colour available for 2014, blue-tinted Silver Topaz Metallic to coat this mostly carryover model? Now that would’ve been something unique. After all, the only

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other change to the 2014 Equinox is a set of standard chrome wheels on top-line LTZ trim, not a factor with my 2LT.

The two-tone interior colour scheme of my tester certainly appeared more upscale than the monotone black LS model I saw in the GM showroom where I picked it up, and there doesn’t appear to be any fewer soft-touch surfaces in that version of this little SUV than my LT’s padded armrests and door panel inserts. I made a similar comment last year and like I said just a moment ago, there are no major changes to the 2014 model. All the same, my loaner included great looking Light Titanium (grey) webbed-cloth seat inserts rimmed in Jet Black fabric with contrasting red stitching for a totally unique appearance, a colour scheme that matched the grey and black dash as well as the door panels, red stitching added to the latter. Last year’s complaint that there’s no available proximity sensing access

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with pushbutton start despite GM offering such conveniences on other models and this becoming the norm in upper echelon trims of competitive crossovers still irks me, but the key fob is better than what it includes in the more expensive and larger Traverse, as is the Equinox’ infotainment system.

This brings up an observation I’ve made from testing Chevrolet products over the years: there’s not a lot of continuity from one model to the next when you get inside, other than the bowtie on the steering wheel. I mean, if I’m upgrading from a Sonic to an Equinox I want seatbelt mechanicals that feel as robust as the compact car’s in my new crossover SUV, which isn’t the case, and then from the Equinox to the Traverse I want a key fob that feels like a quality piece of engineering as it is in both the Sonic and the Equinox, not a five-and-dime remote on a dollar store key ring (I take that back, a penny store key ring). Even more so, the GMC

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Acadia (kissing cousin to the Chevy Traverse) I drove the week before had its window wiper switch on the left steering column stalk, whereas this Equinox had its on the right, while you twist the stalk to engage the wipers on the Acadia and flick it up-and-down in the European fashion with the Equinox. Connecting your phone in the Equinox is made easy by either using voice commands or manually via the infotainment system, but the Acadia’s Bluetooth can only be connected by voice command. I can understand it takes a bit more to redesign a car to accept the Equinox’ impressive Chevrolet MyLink infotainment system with its clear and crisp seven-inch colour display, so we can expect something as good or better in the next-generation Traverse, but there’s really no excuse for not offering a better key fob in the larger CUV or pushbutton start in either.

My

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Equinox 2LT came with optional navigation and a backup camera, while the knobs and buttons just below the touchscreen were nicely detailed and tightly fitted with good damping. The best switchgear is on the Equinox steering wheel spokes, with premium feel and useful access to secondary controls. Just above, the primary gauge package is a gorgeous combination of aqua blue, white and red on black dials surrounded by tasteful metallic trim, while the eight-speaker Pioneer audio system that those aforementioned steering wheel buttons and dials connect through to sounds very good indeed; it comes standard with the 2LT. Additional 2LT features include an auto-dimming rearview mirror, an eight-way powered driver’s seat, heated front seats, a remote starter and tire pressure monitoring.

While we’re on the subject of features, the 2LT also gets everything that 1LT buyers

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enjoy such as the previously mentioned premium cloth upholstery and Chevrolet MyLink infotainment with a backup camera and satellite radio, plus a leather-wrapped steering wheel, automatic climate control, heated and powered body-colour mirrors, fog lights, a roof rack and more, while all of these get added to the base LS model’s standard feature menu that includes all the usual standard luxuries in this class such as powered locks with remote entry, powered windows, air conditioning, etcetera, plus a tilt/telescopic steering wheel with Bluetooth hands-free, cruise, and audio controls, a four-way powered driver’s seat, six-speaker AM/FM/CD/MP3 audio with an auxiliary input and USB port, driver information centre, OnStar telematics, automatic headlights, handy blind spot mirrors, 60/40 split-folding Multi-Flex sliding rear seats with three-position recline and a centre armrest, 17-inch alloy rims on 225/65R17 all-season rubber, four-wheel

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disc brakes with ABS, traction and stability control, and all the usual airbags. The only obvious shortcoming is a front passenger seat that only has two-way manual adjustment, although no one riding shotgun complained about discomfort.

Chevy offers the True North package with an eight-way powered passenger seat for those who want their significant other (or themself for those moments when they’re not driving) just as comfortable as the driver for $1,150, which also includes perforated leather upholstery, a powered liftgate and a universal remote, while it’s also possible to get the Safety package at $780 that includes forward collision alert, lane departure warning and rear parking assist. Most of my test vehicles

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have some sort of sunroof, but this year’s Equinox didn’t include the $1,095 optional powered tilt-and-slide glass moonroof. I should also mention Chevy doesn’t even offer a panoramic glass roof option on the Equinox, all the rage these days. And other than a few other packages and options the final upgrade I’d like to mention is a set of 18-inch chrome clad aluminum wheels wrapped in 235/55R18 all-season tires for $950.

Those wheels and tires were on my tester, but not via the standalone option. Rather, GM Canada added the $1,260 Chrome Appearance & Cargo package that also includes chrome exterior mirror caps, chrome door handles, and a cargo closeout panel. I should probably mention you can get all the chrome upgrades including the rims and rubber with an upgrade to top-tier LTZ trim, not to mention chrome

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skid plates, chrome accents on the roof rack rails plus the addition of crossbars, as well as projector style headlights and some of the features of the above packages such as perforated leather, a powered liftgate, a universal home remote, rear parking assist, lane departure warning, forward collision alert, etc.

Even though many of these features weren’t included in my 2LT tester, everyone including me found the Equinox completely comfortable. It’s roomy for a compact, with plenty of front seat space and loads of rear passenger capacity, while cargo volume is better than the class average at 889 litres behind the rear seatbacks and 1,803 litres when they’re fully laid out. While we’re on the subject you can load up to 537 kilos back there, or if you need to haul more the Equinox can tow up to 680 kilograms (1,500 lbs) with the four-cylinder engine and 1,588 kg (3,500 lbs) with the V6.

Yes, you

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get the choice of two engines with your Equinox, and unlike some competitors only the base LS model forces you into the four-cylinder. This means that 1LT, 2LT and top-line LTZ models come standard with the 2.4-litre direct-injection Ecotec four-cylinder that features 182 horsepower and 172 lb-ft of torque, while the 3.6-litre direct-injection V6 that makes a sizable 301-horsepower and 272 lb-ft of torque is optional with each of these trims. A six-speed automatic is standard with no manual transmission available, while front-wheel drive is standard and all-wheel drive is available across the entire range.

My tester was the 2.4-litre four with all-wheel drive, an ideal combination for maximizing traction as well as fuel economy. This model receives a Transport Canada EnerGuide rating of 10.1 L/100km city, 6.9 highway and 8.7 combined, the

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highway number exceptionally good for this largish compact weighing in at about 1,800 kilos. Of course, EnerGuide numbers are only good for comparison purposes, my real-world testing results coming closer to the U.S. EPA’s estimated mileage figures, which when metric-converted equal 11.8 city, 8.1 highway and 10.2 combined. The most fuel-efficient Equinox is the same engine in front-wheel drive guise, which is EnerGuide rated at 9.2 city, 6.1 highway and 7.8 combined, and EPA rated at 10.7 city, 7.4 highway and 9.0 combined. Of course the V6 will cost you more to use, the thriftiest FWD version getting a 12.4 city, 8.1 highway and 10.5 combined EnerGuide rating and 13.8 city, 9.8 highway, and 11.8 combined EPA rating, while the thirstiest uses 13.2 L/100km in the city, 8.4 on the highway and 11.0 combined via the EnerGuide system and 14.7 city, 10.2 highway, and 12.4 combined according to the EPA. A big bonus is that both engines only require cheaper regular unleaded.

Of

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course the four-cylinder I most recently tested isn’t as energetic as the V6 powerhouse I drove last year, but that’s not to say it’s boring. It gets up and goes reasonably well, has ample power around town and cruises nicely on the highway, although when fully laden passing maneuvers can take longer than you might like. The ride is always quiet and smooth on paved surfaces, however Chevy has found a good balance between comfort and performance through the curves where it’s certainly up to fast tracking on a snaking mountain road. With all-wheel drive its traction is even better, especially on the wet or in slippery conditions.

You can get into a 2014 Chevrolet Equinox LS with FWD for only $26,375 plus $1,600 for freight and pre-delivery prep, although my 2LT AWD starts off at $34,275 plus freight, and after all the options came to $38,485. What’s an LTZ cost? They start at $35,875 but with AWD, the larger engine and other extras can climb over $45k including freight. That’s premium territory, incidentally, so you might want to check out what some of the luxury

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brands (including Cadillac which bases its SRX on the Equinox platform) have to offer before plunking down that much money on a compact Chevy.

Reducing long-term running costs is a powertrain warranty that lasts up to five years or 160,000 km, much longer than the industry standard, while its comprehensive coverage is only average at three years or 60,000 km. The Equinox’s final feel-good feature is its homegrown origins: it’s built right here in Canada at GM’s Ingersoll, Ontario plant, supporting our economy.

As far as compact crossover SUVs go, the Equinox remains a strong contender despite its age, while its replacement, expected to be smaller because of the retirement of the current model’s Theta platform architecture and the introduction of new D2 underpinnings, won’t be here until model year 2016. Considering it will be six years running when it goes to pasture, today’s Equinox is a classic example of doing it right from the start. Is it the most advanced CUV out there? Not at all, but advanced doesn’t necessarily mean better. The Equinox does a lot of things very well. Its extremely roomy, nicely put together, boasts advanced drivetrains with good fuel economy, and some impressive available features, while it offers proven reliability.

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