Chevrolet calls this colour Cacti Green. It’s a natural for the Activ trim but is also available on the LT and RS.Jeremy Sinek/The Globe and Mail
If electrification is expected to help save the planet, it makes sense that North America’s most prolific vehicular species – the ubiquitous compact crossover – should lead the charge.
But while many segment nameplates do offer hybrid and/or plug-in options, Chevrolet entered the arena earlier this year with a somewhat different proposition: go all-in with the all-new, all-electric 2024 Equinox EV, which starts at around $48,000; or stay on the electrified sidelines with the third-generation gas-powered Equinox that had been around since 2018.
Review: When it comes to range for dollars, it’s hard to beat the Chevrolet Equinox EV
That powertrain duality doesn’t change with the arrival this fall of the new 2025 gas-powered Equinox, which starts at around $33,000. This is a comprehensive re-skin and update of the previous architecture and shares nothing with the EV. While GM has promised an expanding portfolio of hybrids and plug-in hybrids, we’re told the Equinox’s Delta architecture cannot easily accommodate the addition of electric motors and batteries. We shall see.
The new sheet-metal brings a more rugged appearance – Chevrolet calls it trucklike. The SUV is almost six centimetres wider, though length and height are essentially unchanged, leaving the gas Equinox still almost a size class smaller than its EV namesake. However it’s right in there with its compact-crossover peers.
The Equinox is available with all- or front-wheel drive.Jeremy Sinek/The Globe and Mail
An all-new interior is headlined by (surprise!) more and larger screens, including a digital gauge cluster now standard across the board. Equally unsurprising, there’s an expanded roster of automated driver-assist technologies.
At one time a powerful turbocharged two-litre gas engine or a fuel-frugal diesel were Equinox options, but in recent years the 1.5-litre turbo base engine has been the only choice. It returns to duty basically unchanged for 2025, apart from some recalibrations to improve performance during normal driving.
The previous six-speed automatic transmission is history, replaced on the front-wheel-drive LT base model by a continuously variable transmission (CVT) that’s programmed to do pretend shifts like a conventional stepped automatic; all-wheel-drive models upgrade to an eight-speed conventional automatic. As before, drivers of AWD models can select FWD for lower fuel consumption.
The engine still supplies 175 horsepower, but maximum torque is now limited to 184 lb-ft on the FWD and 203 on the AWD models. Fuel consumption is slightly heavier, up to 8.8 litres per 100 kilometres combined from 8.5 with FWD and to 9.2 from 8.9 with AWD.
While the LT and RS trim monikers are familiar, the Equinox adds an Activ trim for 2025. Here, the ‘25′s already butchier look is amplified by quasi-SUV styling cues, though apart from all-terrain tires – which are the real thing, GM stressed – the off-roadiness is all cosmetic. Likewise, the street-sporty RS is all about the look, with 20-inch wheels a new option to the standard 19-inchers.
Over all, we’re told, the new tire specs and chassis re-tuning were directed more at a softer ride than sharper handling. And that’s the way it feels on the road. Disinterested “utility” drivers – for example, the vast majority of compact-crossover buyers – will find much to like and little to offend. The new Equinox is available to order now from Chevrolet dealers.
The street-sporty RS trim.Jeremy Sinek/The Globe and Mail
Tech specs
2025 Chevrolet Equinox
- Price: $32,899 (FWD LT) to $39,699 (RS and Activ) plus $2,000 for freight and pre-delivery inpsection, plus other fees and taxes.
- Engine: 1.5-litre turbocharged four-cylinder.
- Horsepower / torque (lb-ft): 175/184 (FWD); 175/203 (AWD).
- Transmission / drive: Continuously-variable automatic/front-wheel drive or eight-speed automatic/all-wheel drive.
- Fuel consumption, city/highway (litres per 100 kilometres): FWD 9.2/8.3; AWD 10/8.2.
- Alternatives: Dodge Hornet, Ford Escape, GMC Terrain, Honda CR-V, Hyundai Tucson, Jeep Cherokee, Kia Sportage, Mazda CX-5, Mitsubishi Outlander, Nissan Rogue, Subaru Forester, Toyota RAV4, Volkswagen Tiguan
Looks
Wider and brawnier, the “truck-inspired” Equinox has ample showroom appeal. Lighting is LED all-round, wheel sizes go up to 20 inches, and there’s the option of white or black roof colours for $650.
Interior
The new digital gauge cluster and driver-oriented infotainment screen are nicely integrated into a dashboard that looks stylish and upscale. There’s a good range of at-the-wheel adjustability (at least with the eight-way power driver’s seat) though sightlines could be better. As on many recent GM products, the right-hand steering-column stalk is now the P-R-N-D selector, which frees up generous storage space on the centre console, but leaves the left stalk somewhat overburdened with signalling, high/low beam and wash/wipe functions. The light switch and most audio functions are based on the 11.3-inch main-screen, but the climate control retains hard knobs and buttons. The rear-seat is spacious and comfortable, with ample foot room under the front seats.
The Activ trim’s distinctive Maple Sugar and Black interior theme features premium Evotex and 'sueded' microfibre seating surfaces.Jeremy Sinek/The Globe and Mail
Performance
For engaged drivers, the outgoing Equinox delivered unexpectedly deft handling, but tepid acceleration even by the modest expectations of a compact crossover. Not much changes with the new generation. The new transmissions drop engine revs on the highway and may show some acceleration gains at the track, but not so as you’d notice on the road. Chassis-wise, Chevrolet says the goal was to improve ride comfort, which we thought was already pretty good before. Our limited drive time in and around Minneapolis confirmed a supple ride in the Activ, less so in the RS (different tires, remember). But while both carved curves with confidence at real-world speeds, lacklustre steering response will leave driving enthusiasts unenthused.
Technology
A laundry list of driver-assist tech is now standard, but aside from adaptive cruise, it’s almost all of the alert-and-avert variety. There’s no active lane following. Notable aids do include reverse auto braking, rear cross-traffic alert and braking, intersection collision mitigation and side bicyclist alert. Options include rear camera mirror and HD surround vision. Standard infotainment assets include wireless smartphone and wi-fi hotspot capability and 5G connectivity.
While the increased screen acreage may not be to everyone’s taste, we think the dashboard’s overall effect is quite upscale and makes interesting use of contrasting materials and accents.Jeremy Sinek/The Globe and Mail
Cargo
On paper the cargo-volume numbers (845 litres seats-up, 1,799 seats-down) are unremarkable, but the space scores high on usability. The seatbacks nearly fold flat and flush, and there’s substantial hidden space under the (removable) deck, even with a space-saver spare tucked away below decks. Tow ratings are 800 pounds for the FWD LT and 1,500 on AWD models.
Even with this substantial hidden space below decks, there is still room for a space-saver 'donut' spare wheel hidden below the 'basement' floor.Jeremy Sinek/The Globe and Mail
The verdict
The next-generation do-over adds ample showroom appeal to the established left-brain virtues we expect in a compact crossover – comfort, space, practicality, quality – but keen drivers will find little to engage them here.
The writer was a guest of the automaker. Content was not subject to approval.
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