2018 Chevrolet Equinox

2018 is the launch year of the third-generation (2018–2024) Equinox, which went turbo-only, with three engines offered. The volume LS/LT trims use the 170-hp 1.5T, which is low for the class.

The torque arrives early but its peak is modest for the segment. The 2.0T and the diesel offer more torque, but neither is the volume configuration.

The 1.5T is slow for the segment. The 2.0T is notably quick but is not the volume configuration.

The 1.5T is smooth enough around town but strains and gets buzzy when merging or passing with a load aboard, and its stop/start restart is somewhat abrupt. The 2.0T is far more muscular, and the diesel is torquey but slow and somewhat clattery.

The 6-speed automatic on the 1.5T and diesel shifts smoothly but can be slow to kick down. The 2.0T's 9-speed is generally well behaved.

This item measures max capacity in any configuration, and the 2.0T is rated for 3,500 lbs, matching the outgoing model. Volume 1.5T models are limited to 1,500 lbs.

FWD is standard and AWD is optional on the LS, LT and Premier trims, with every engine. It is a basic on-demand system with a driver-selectable FWD/AWD disconnect and no torque vectoring or terrain modes.

A pavement-oriented crossover with about 7.9 in of ground clearance and no off-road trim, skid plates or terrain management.

There are three distinct engines: the 1.5T/6AT, the 2.0T/9AT and the efficient 1.6L turbodiesel (a rarity in the segment). There is no hybrid or plug-in, while the RAV4 Hybrid and others offer electrified options.

This is competitive for a non-hybrid compact SUV. It is scored on the volume 1.5T FWD; AWD and the 2.0T are lower, and the low-volume diesel is higher.

This is the EPA city figure for the volume 1.5T FWD.

This is the EPA highway figure for the volume 1.5T FWD, 1 MPG better than the later-year rating.

The 14.9-gal tank and 28 MPG combined give a mid-pack total range for the segment.

This is the EPA annual fuel cost for the volume 1.5T FWD on regular gasoline at standard assumptions (15k mi/yr).

The volume 1.5T runs on regular unleaded. The optional 2.0T is listed by EPA on premium (GM recommends it), and the diesel needs diesel fuel and DEF, so requirements vary across trims.

2018 is the launch year of the third generation (2018–2024). NHTSA's 5-star overall rating covers vehicles built after GM's running side-impact fix in early 2018. Earlier builds carry a 4-star overall rating with 3 stars for side impact, which matters when shopping used.

The Equinox is Good in every original IIHS crash test, including both small-overlap tests. It earned no 2018 award, though, because every headlight variant rated Marginal and front crash prevention was optional. The later updated side test rates the structure Marginal.

In 2018 no driver-assistance feature beyond the rear camera was standard. Blind-spot and rear cross-traffic alerts were optional on LT. AEB, lane keep assist and adaptive cruise were confined to option packages on the top Premier. Chevy Safety Assist did not become standard until 2020, so 2018 trails rivals like the RAV4, which had standard AEB and adaptive cruise.

When fitted, the optional low-speed system earns IIHS's Superior vehicle-to-vehicle rating. However, it is low-speed only, available only on the Premier via a package, and has no published pedestrian result for 2018.

Lane Change Alert with Side Blind Zone Alert and Rear Cross Traffic Alert are alert-only. They are not offered on L/LS, are a package option on the volume LT, and are standard only on the Premier.

Lane Keep Assist with Lane Departure Warning is available only in a Premier option package. It nudges the car back at the lane line, and no trim offers lane centering, so most 2018s have no lane assistance at all.

Adaptive cruise was available only as a Premier package option. The volume LS/LT have conventional cruise, and there is no highway-assist function.

The 2018 Equinox has no hands-free option. Super Cruise did not reach the Equinox until the 2025 redesign.

IIHS rates every 2018 headlight variant Marginal: halogen, HID and LED projectors alike. Auto high beams were limited to a Premier option package.

The upright seating position gives good forward and side views, but thick D-pillars and a small rear window leave rear-quarter blind zones. A rear camera is standard; the surround-view camera is limited to the Premier.

IIHS rates the LATCH hardware Acceptable, with two full LATCH positions, a tether-only center seat and low attachment force. The rear seat fits rear-facing seats, but three across is tight.

MY2018 is the launch year of the 2018–2024 third generation, which is a two-row compact crossover that seats five on every trim.

Front headroom is generous for the class when the car has no sunroof.

Front legroom is short for a compact SUV.

Second-row headroom is good for a compact SUV.

Rear legroom is near the top of the compact class, and the rear seatback reclines. The back seat is the Equinox's strongest packaging point.

No 2018 Equinox has a third row. It is strictly a two-row, five-seat SUV.

Cargo space behind the rear seats is middling for the class and trails the CR-V and RAV4.

Maximum cargo space shrank from the previous generation and trails the CR-V's 75.8 cu ft.

Everyday storage is competitive: a console bin, door pockets, an underfloor cargo tray, 60/40 rear seats that fold flat and a front passenger seat that folds flat. Nothing is class-leading, and the 120V outlet comes only on upper trims.

Owners rate comfort among the car's strengths, and the rear bench reclines. Reviewers do flag front-seat support and limited adjustment on the cloth LS/LT seats.

Reviewers describe a slightly firm ride that keeps the body well controlled. It is composed most of the time without leading the segment.

The highway cabin is reasonably hushed, but the 1.5T grows coarse under hard acceleration. The optional diesel adds clatter at idle.

Heated front seats are optional on the LT and standard on the Premier. Ventilated seats, heated rear seats and a heated wheel are Premier package items. Dual-zone automatic climate control and remote start are standard only on the Premier.

The all-new 2018 Equinox (first year of the third generation) opens at about $24,500 delivered through the L trim, near the bottom of the compact SUV class.

The LT 1.5T is the volume trim, and AWD is the common configuration. At about $29,400 delivered it undercuts comparably equipped CR-V and RAV4 trims.

Routine service on the 1.5T and 6-speed automatic is cheap. As the launch year of the generation, the 2018 carries the most exposure to early 1.5T problems (oil consumption, coolant loss, PCV/turbo issues), which pushes projected repairs slightly above later years.

Resale is the Equinox's weak point. Heavy fleet volume and steady incentives keep used values well below the CR-V and RAV4 (mid-60s), although the 2023 used-car price spike cushioned this model year somewhat at age five.

GM's 3/36 basic coverage is the segment floor. It matches Honda and Toyota and is half of Hyundai/Kia's term.

5/60 powertrain coverage is the class minimum, well short of Hyundai/Kia's 10 yr / 100,000 mi.

MY2018 still carried the older, more generous Chevrolet Complete Care: up to two scheduled maintenance visits (oil and filter) in the first 2 yr / 24,000 mi. That was before the cut to a single visit for MY2020. It also had 5 yr / 60,000 mi roadside assistance and courtesy transportation, plus an OnStar/connected-services trial. It roughly matches ToyotaCare, though only the first oil changes are covered.

$29,445 volume-trim price minus its estimated resale value after 5 years (47% retained, or about $13,839) leaves about $15,606 in depreciation. Add the projected $5,800 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $21,406 in total.

2018 is the launch year of the third generation (2018-2024), an all-new design on GM's D2XX platform with new 1.5T, 2.0T and 1.6L diesel engines. J.D. Power gives it 82/100 'Great' for Quality & Reliability, a little below later years of this generation, and Consumer Reports rates it about average. Owners report stop-start, transmission and interior-quality complaints. That makes it average, as first-year builds often are.

Chevrolet sits in the lower-middle of Consumer Reports' brand reliability rankings and near industry average in J.D. Power's Vehicle Dependability Study. That is mid-pack, well short of Toyota, Honda and Lexus.

MY2018 has five recalls, more than any later year of the generation, and several are safety-relevant. A right front intermediate driveshaft could fracture, the high-pressure fuel pump could detach, a broad rear-caliper piston coating defect could reduce braking, the door glass was not properly tempered, and the start/stop accumulator endcap could be missing bolts. Most campaigns are small, but the count and severity sit at the low edge of typical for a first-year build.

The volume 2018 Equinox uses the then-new 1.5L turbo LSY four with GM's 6-speed automatic; a 2.0T with a 9-speed and a 1.6L diesel were optional. The 6-speed is a proven GM unit. The LSY was unproven in its debut year and later built a mixed record of oil-consumption and turbo bulletins, and this year carries the driveshaft, fuel-pump and accumulator recalls.

This is the pre-facelift third-generation cabin, heavy on hard plastics. Reviewers placed it behind the CX-5, CR-V and RAV4 for perceived quality, and owners cite interior quality among their complaints. It is serviceable but plain for the money.

As a launch-year build its initial quality was decent (JDP 82), but several recalls trace to manufacturing and supplier lapses: untempered door glass, caliper piston coating and accumulator bolts. Fit and finish was generally solid, a notch below the settled later years.

Chevrolet has the largest single-brand mainstream dealer network in the US (roughly 2,800-3,000 franchised stores), with dense rural coverage and generally solid service satisfaction.

The Equinox is one of the best-selling compact SUVs in the US and shares its LSY engine, 6-speed automatic and D2XX platform parts with the Terrain, Malibu and others. Parts are cheap, abundant and well supported by independent shops and the aftermarket. The one-off 1.6L diesel is the exception.

The volume LS/LT trims use the 7-inch Chevrolet MyLink screen, and the 8-inch screen comes on the Premier or as an LT option. That is small even by 2018 standards.

Reviewers praise the MyLink/Infotainment system for being easy to use with sharp graphics, and physical climate controls are kept. The small screen holds it back.

Apple CarPlay and Android Auto are standard on every trim but work only over a cable. Wireless projection reached the Equinox with the 2022 refresh.

Built-in navigation comes only with the 8-inch system on the Premier, in a package. Voice commands are basic, so most owners will rely on phone projection.

The base six-speaker audio is adequate, and a seven-speaker Bose system is available on the Premier only.

Analog gauges flank a driver-information screen, which is in color on LT and up. No full digital cluster is offered.

The 2018 Equinox predates GM's Vehicle Intelligence Platform. Its infotainment can receive limited over-the-air updates, but it cannot take whole-vehicle updates that add features.

The myChevrolet app, working through OnStar, offers remote lock/unlock, vehicle location and remote start where equipped. Many functions require a subscription, and the phone cannot act as a key.

USB ports are standard front and rear, but wireless charging is Premier-only and the 120V outlet is limited to upper trims.

Push-button start is standard. Remote start is optional on the LT and standard on the Premier, which also gets a hands-free power liftgate. The phone cannot act as a key.

A rear camera is standard, while rear park assist and the HD Surround Vision camera are Premier content. The volume LT usually has only the rear camera.

No 2018 Equinox trim offers a head-up display.

Generous rear legroom (39.9 in), wide-opening rear doors and a flat rear floor make car-seat duty easy. However, IIHS rates LATCH only Acceptable, and cargo space for strollers trails rivals.

Later builds earn a 5-star NHTSA rating (early builds got 4 stars with 3-star side), and IIHS crash tests are mostly Good. But no award was given, all headlights are Marginal, and AEB, lane-keep and blind-spot alerts are optional packages rather than standard.

The reclining rear seat has generous legroom, and rear vents and USB ports help. There is no rear climate zone, luggage space with the seats up is mid-pack, and adaptive cruise is limited to a Premier package.

It is easy and agreeable to drive in traffic. The non-defeatable auto stop/start and the 6-speed's hesitant downshifts on the volume 1.5T are daily annoyances.

The volume 1.5T returns 28 MPG combined on regular fuel, average for a non-hybrid compact SUV. A 32-MPG diesel is offered for 2018, but no hybrid is.

A compact footprint and a 37.4-ft turning circle suit the city. Thick D-pillars limit rear visibility, and the 360-degree camera is Premier-only.

The volume 1.5T and the diesel tow only 1,500 lbs, while the optional 2.0T is rated for 3,500 lbs. Modest cargo volume keeps it light-duty either way.

It is a common fleet and rental vehicle, but launch-year recalls, a small turbo engine and middling reliability reports leave it unproven for hard use.

It offers cargo tie-downs, roof rails on most trims and a factory trailering package with the 2.0T. Beyond a 120V outlet on upper trims there is no onboard power, and there is little upfit ecosystem.

The ride is composed, and the 14.9-gal tank gives about 417 miles of range (the diesel goes much farther). Adaptive cruise is limited to a Premier package, and there is no lane centering.

Available AWD on all three engines and roof rails handle gravel roads and bike racks, and the 2.0T can tow a small camper. About 7.9 in of ground clearance and no rugged trim limit adventure use.

The 60/40 rear seat folds flat, and the front passenger seat folds for long items, with underfloor storage as well. The 63.5 cu ft maximum trails the CR-V and RAV4.

Reviewers call the new Equinox a nimble handler that is more engaging than most of its class, though it is less athletic than the Mazda CX-5. It is secure but not class-leading.

The steering is accurate and direct but light, with little feedback.

Stopping power is adequate and pedal feel is conventional. No 2018 instrumented stopping distances were retrieved.

The volume 170-hp 1.5T is adequate in town but strains when pushed, the 6-speed can hesitate on downshifts, and auto stop/start cannot be switched off. The optional 2.0T with the 9-speed is much more responsive.

Quiet enough at cruise, but the small turbo four turns buzzy under hard acceleration and stop/start restarts are noticeable. The optional diesel adds clatter.

A tight turning diameter for a compact SUV helps maneuverability.

Controls are logical, the climate knobs are physical and the view ahead is commanding. Rear-quarter visibility is poor, and front legroom is short at 40.9 in.

With the volume 1.5T the Equinox is a competent appliance. The optional 252-hp 2.0T, quicker than nearly every rival, gives the lineup more character.

Every 2018 trim gets a 7-in MyLink touchscreen with Apple CarPlay/Android Auto, a 4G LTE Wi-Fi hotspot, a rear camera, 10 airbags and Teen Driver. However, automatic emergency braking and lane-keep assist were optional extras on upper trims, at a time when Toyota made Safety Sense standard on the RAV4. It is competitive on infotainment and behind on driver-assist tech.

It has a low sticker price ($24,525–$38,175 delivered) and a rare choice of three engines, including a 252-hp 2.0T with a 9-speed automatic and a 1.6L turbodiesel that few rivals offer at the price. Regular cash incentives cut the transaction price further. Weak resale and missing standard active safety keep it fair-to-good value rather than a bargain.

There are four trims (L, LS, LT, Premier), FWD or AWD (the L is FWD-only), and three powertrains: 1.5T, 2.0T and the 1.6L turbodiesel. That gives the widest engine menu in the compact SUV class for 2018 and a well-spaced price ladder, though there is no hybrid.

The redesign drove a sales surge to 332,618 US units in calendar 2018, up from about 290,000 in 2017. That made it GM's best-selling crossover and a top-four compact SUV, behind the RAV4, Rogue and CR-V.

Chevrolet is a familiar mainstream brand with a vast dealer network, but its crossovers lack the resale reputation and loyalty of Toyota, Honda or Subaru. Heavy rental-fleet presence softens the Equinox's image.

Even in its launch year, Chevrolet ran steady cash and GM Financial incentives on the 2018 Equinox, building to $3,750 off by December 2018 as the 2019 model arrived. That is meaningful buyer savings without the deep 15%-off pricing seen in 2020.

2018 was the debut year of the third-generation Equinox: a new, lighter (about 400 lb) platform, new turbocharged engines and current infotainment. It was among the freshest designs in the class that year.

Reviewers praised the redesign's quiet ride, available 2.0T and diesel, but criticized the base 1.5T as sluggish, the cabin as plain, and the interior as smaller than the outgoing model. It typically placed mid-to-lower pack in comparison tests against the CR-V, CX-5 and RAV4 and won no major 2018 awards.