Paul Murrell tests the 2018 Holden Equinox LT with pricing, specs, ride and handling, safety, verdict and everything the over-50 driver needs to know.
Summary: The medium SUV category offers a multitude of choices. The Equinox is Holden’s new entrant in the class, has a lot to offer and is a big leap forward from the Captiva.
2018 Holden Equinox LT
Pricing: From $36,990 (plus on road costs) (the 1.5-litre entry model price looks great; this one not so much)
Warranty: Five-years, unlimited km (this is a big selling feature)
Safety: five star ANCAP
Engine: 2.0-litre 4-cylinder turbo petrol
Power: 188kW at 5000rpm (class leading and very responsive)
Torque: 353Nm at 3000rpm (good for towing, but limited to 2000kg)
Transmission: Nine-speed automatic (so many gears!)
Drive: front-wheel drive
Body: 4652mm (long); 1843mm (wide); 1661mm (high)
Turning circle: 12.7m (we think the FWD models might be less than this AWD figure)
Weight: 1567kg
Towing: 2000kg (braked), 750kg (unbraked)
Spare: Temporary space saver
Fuel Tank: 55 litres
Thirst: 8.2L/100km (combined, premium unleaded)
seniordriver consumption: 8.7L/100km over 271km
[review]
HOLDEN HAS A NEW SUV to replace the Captiva and it enters a highly competitive category, against some well-established players with strong reputations.
On paper, the Equinox has the credentials to tackle the Mazda CX-5, Toyota RAV4 and Honda CR-V, but will it carve out a solid market share?
As usual for the class, the Equinox can be had in five different specification trims, a choice of two engines and two-wheel drive or all-wheel drive.
In the short term, the Captiva will soldier on as a seven-seater until it is replaced by the all-new Acadia.
What do you get over the entry model?
The entry-level Equinox is called the LS and starts at $27,990 for the manual, with an additional $2000 if you specify the auto. Equipment is good for the class, and includes 7.0-inch touchscreen, reversing camera, Apple CarPlay/Android Auto, LED daytime driving lights, automatic headlights, active noise cancellation and 17-inch alloy wheels. For $3000 more, the LS+ adds lane keep assist, forward collision alert, autonomous emergency braking, warning buzzers in the driver’s seat, cross traffic alert, blind spot monitor and keyless start.
The model tested by seniordriveraus.com was the LT which adds a larger engine (2.0-litre– the LS and LS+ make do with a 1.5-litre turbo engine), 18-inch wheels, 8.0-inch screen, sat nav with live traffic updates, front sensors, heated seats, dual-zone climate control and HID headlights.
Sitting above the LT is the LTZ and topping the range is the LTZ-V.
Unusual styling, but at least it’s distinctive.
In a category where it can sometimes be difficult to pick one brand from another, the Equinox has at least shown some imagination. Being aimed primarily at the US market, the Equinox doesn’t put subtlety high on the list of objectives, but as we always say, style is a matter of personal preference. The shaping of the D-pillar and third set of side windows is what makes the Equinox different. There’s a hint of Lexus in the profile, or, less flatteringly, hints of the monumentally ugly SsangYong Stavic. Meanwhile, the overly complicated front grille and air intake are just too busy and the rear view is simply bland.
Inside, it’s more of the same. It looks a little dated and some unkind observers have suggested that the dashboard looks like its melting. There’s nothing to immediately hate, but neither is there anything to immediately love. (We haven’t been able to source a photo of the LT interior but we’re chasing one up and will insert it once we find one.)
Good usable space inside.
One area where the Equinox does excel is its interior space. In this class, the benchmark has been set by the Volkswagen Tiguan and Honda HR-V and the Equinox measures up well. Much of this comes about because the Equinox has been designed for the American market, and as we all know, Americans love to be super-sized. The larger external dimensions translate to excellent cabin space with stretch-out room for a family of five. In the rear cargo area, there’s class-leading capacity of 846 litres (1798 with the rear seats folded). The LT, along with the other high-spec models gets remote release levers for the 60/40 folding rear seats – almost essential for anyone without the flexibility of a 20-year-old. In the rear cargo area, there’s a useful underfloor storage space.
Again with the American market firmly in mind, there are cupholders front and rear and large, useful door pockets. The console between the front seats is epically large and there’s a useful storage bin ahead of the gear selector that is perfect for wallets phones and other essential travelling paraphernalia.
The LT gets a higher-spec and larger touchscreen with sat nav and live traffic updates. It is similar to the system found in other Holdens – it works, but it’s not particularly intuitive or attractively designed.
In fact, that’s a criticism of the interior overall. It just doesn’t feel very special. And nor does it exhibit much character.
There were also a couple of minor niggles that are probably down to the interior being originally designed for left-hand drive. The parking brake button is to the left of the gear change lever and out of sight for the driver. Also, the Equinox travels its own road when it comes to some features: to hold a gear, the lever needs to be moved from D to L and there is a strange little switch on top of the gear lever to activate manual over-ride, something you’ll need to do on long downhill runs because the cruise control does not hold the Equinox to the chosen speed.
Another complaint we have is with the external mirrors. In common with a lot of SUVs, these large units are attached low down on the A-pillar and together with the quite chunky pillars, conspire to create a large blind spot that can easily hide kerbs or gutters.
On the upside, we quite like the reminder to check the rear seat when you switch the engine off.
Class leading performance.
seniordriveraus hasn’t driven the 1.5-litre variant, so we obviously can’t comment on it, but the 2.0-litre engine as fitted to the LT pumps out a hefty 188kW of power and 353Nm of torque, well up at the top end of the class.
Mated to a nine-speed automatic, gearchanges are almost imperceptible, but the Equinox is quick to drop back a few gears when it encounters a slight incline or the driver pushes the accelerator a little more firmly.
Towing capacity sits in the middle of the range for the class, at 2000kg (braked) and 750kg (unbraked).
Fuel consumption for the 2.0-litre engine in the two-wheel drive model is quoted at 8.2L/100km. In our week of fairly gentle driving, we managed 8.5L/100km, which is about as close as most people will get to the quoted figure. Don’t forget to factor in, unfortunately, that the Equinox sips premium unleaded fuel.
There is one area where the Equinox belies its “built-for-America” characteristics: it inspires confidence in its handling and steering. In fact, the steering is a standout – the electric power steering is perfectly weighted and delivers plenty of feel and excellent response. Torque steer is negligible, quite an achievement when so much torque is being fed through the front wheels. The suspension manages to be both compliant, responsive and comfortable. The Equinox is lighter than the Captiva it replaces, despite being longer, and certainly a better handling all-round vehicle – and it has been tuned to suit local conditions.
The changing rules of safety.
The Equinox has ben rated as a five-star car by ANCAP, but it’s worth mentioning that the entry-level LS really is short-changed for safety equipment – not so long ago, we would have commended Holden for fitting it with reversing camera, rear parking sensors, ESP, ABS and six airbags, but times have moved on, and this is bare bones safety gear for a 2018 model. For this reason alone, we’d recommend buying at least the LS+. And you can’t get active (adaptive) cruise control on any Equinox, a major oversight.
Welcome to the world of the five-year warranty.
Those canny Koreans have really pushed manufacturers into offering much better warranties and capping ownership costs.
The five year/unlimited kilometre warranty now offered by Holden is a strong selling feature.
The Equinox requires servicing every 12 months or 12,000km and each service averages out at a very reasonable $310.
Summary.
The Holden Equinox will appeal to many buyers, including updating Captiva owners, because it is relatively conservative and does most things as well as most people will demand. The styling is distinctive enough to stand apart from the crowd, without alienating most potential buyers. It’s a shame the interior is a little dated and uninspired, and the attractive headline price of the entry level model is compromised by missing out on highly desirable safety features. All in all, the new Equinox is not a class leader, but certainly deserves to be on your shopping list.