2025 Chevrolet Equinox

MY2025 opens the fourth-generation Equinox, a full redesign that drops the previous 2.0T option. The only engine is GM's 1.5L turbo I4, rated at 175 hp @ 5,600 rpm on every trim. That makes the volume LT and the range maximum the same number, near the bottom of the SUV band.

Torque depends on the drivetrain. FWD models with the CVT get 184 lb-ft, while AWD models with the 8-speed automatic get 203 lb-ft. The volume LT FWD is scored at 184 lb-ft, well below the SUV band midpoint.

Three independent instrumented tests of the 2025 AWD Equinox measured 8.7 to 9.1 seconds, which is slow for the class. No FWD test was found. FWD has less torque but less weight, so the AWD midpoint is used.

The 1.5T is smooth at light throttle and has usable low-rpm torque for commuting. Reviewers note that acceleration is leisurely and that the engine turns coarse when pushed on merges and passes. That puts it mid-band, well short of the segment's hybrids.

FWD models use a CVT and AWD models a conventional 8-speed automatic. Reviewers call the 8-speed smooth but slow to change gears. The FWD CVT is the usual drone-prone unit when the small engine is worked hard. Neither transmission is a problem, and neither is a highlight.

The maximum conventional tow rating is 1,500 lbs for a properly equipped AWD model. FWD models are rated at only 800 lbs. That is enough for a small utility trailer and matches the compact-SUV baseline (CR-V, Rogue), near the floor of the SUV band.

AWD is optional on the LT and RS and standard on the ACTIV, so buyers can get it at any trim level. The system is a conventional front-biased on-demand setup with no low range or torque vectoring.

The ACTIV trim adds standard AWD, all-terrain-biased tires, a slightly higher ride and a rugged fascia. There are no lockers, low range or skid plates on any trim, so it suits gravel roads and trailhead parking rather than real off-roading.

The redesign dropped the earlier 2.0T, leaving one 1.5L turbo engine with no hybrid or PHEV. Rivals such as the RAV4, CR-V, Tucson and Sportage all offer electrified versions. It scores slightly above the floor only because Chevrolet sells the separate Equinox EV under the same badge.

The redesigned 2025 Equinox's only powertrain, the 1.5T, is EPA-rated at 27 MPG combined with FWD and 26 MPG with AWD. That is mid-pack for a non-hybrid compact SUV and well behind hybrid rivals.

26 MPG city with FWD is respectable for a non-hybrid. With no hybrid assist to recover braking energy, it trails electrified rivals in town, and AWD drops to 24 MPG.

Unusually, the FWD CVT model's 28 MPG highway rating is lower than the AWD 8-speed's 29. The 8-speed's taller gearing likely helps at cruising speed. Both are only average for the class.

The FWD model's 14.8-gallon tank at 27 MPG combined gives about 400 miles per fill. AWD models have a 15.6-gallon tank and reach about 406 miles, which is mid-to-low in the SUV range band.

The EPA estimates $2,500 a year in regular-unleaded fuel for the FWD model and $2,600 for AWD, at 15,000 miles per year. That is $500 more than the average new vehicle over five years for FWD, per the EPA's comparison.

Every 2025 Equinox runs on regular unleaded. There is no premium requirement or other fuel complication.

NHTSA has not published an overall rating for the redesigned 2025 Equinox because the frontal crash test was not run, and no later model year of this generation has one either. The partial results are strong (5-star side, 4-star rollover), but under the framework convention an absent overall rating is recorded as 0.

Three of the four headline IIHS crash tests are Good, including the tougher updated moderate-overlap (rear-passenger) and updated side tests, but passenger-side small overlap is only Acceptable, which cost it a Top Safety Pick. Mostly Good with one Acceptable and no award puts it at the upper end of the middle band.

Every 2025 Equinox trim (LT, RS, ACTIV) comes with the full core suite as standard: AEB with pedestrian and bicyclist braking, adaptive cruise, Enhanced Lane Keep Assist, Side Blind Zone Alert, and Rear Cross Traffic Braking. That matches Toyota and Honda for breadth. It falls short of the very top only because some extras, like the HD Surround Vision camera, are optional.

IIHS rates the standard pedestrian AEB Good, including avoiding a crossing child at 12 mph. On the tougher vehicle-to-vehicle 2.0 test it scores only Acceptable: it avoided most of the passenger-car and motorcycle targets but not all of them.

Side Blind Zone Alert and Rear Cross Traffic Braking are standard on every trim, and the braking adds real intervention beyond an alert. Side Bicyclist Alert is also offered. Blind-spot steering intervention is not universal across the range, which keeps this just below the top band.

Enhanced Lane Keep Assist with lane departure warning is standard and works, but Edmunds says the lane centering doesn't work as well as some competitors' systems. That makes it functional but not best-in-class.

Adaptive cruise is standard on every 2025 Equinox, so it is widely available. Reviewers say it is less polished than rival systems, and the gas Equinox has no higher highway-assist tier, so it sits mid-band.

The gas Equinox offers no hands-free driving on any trim. GM's Super Cruise is limited to the Equinox EV and larger models like the Traverse, so buyers of this powertrain cannot get it at all.

IIHS rates the LED projector headlights Good on every trim, and IntelliBeam automatic high beams are standard. The lamps have no curve-adaptive function, a minor gap.

The boxier, more upright 2025 redesign has a tall greenhouse and good forward and side sightlines. The rear three-quarter view is average because of thick rear pillars, which the standard HD rear camera, standard rear park assist and available HD Surround Vision help offset.

It has the segment-standard two outboard LATCH positions plus three top tethers, and the redesign gave a usable rear door opening and adequate legroom for rear-facing seats. Fitting three seats across is difficult in this compact footprint. IIHS does not list a LATCH rating for this generation.

MY2025 launches the fourth-generation Equinox, a two-row compact SUV sold only with five seats across LT, RS and ACTIV.

Front headroom is mid-pack for a compact SUV. It matches the Escape and is well ahead of the RAV4 (37.9 in).

Front legroom is on the short side for the class. It trails the Escape (42.4 in) and Rogue (44.3 in) because the redesign gave more of the wheelbase to the second row.

Second-row headroom is generous for a compact SUV thanks to the redesign's squared-off roofline, roughly level with the RAV4 and CR-V. AAA's testers note that taller adults fit comfortably in the rear.

Rear legroom is a real strength. At 39.9 in it beats the RAV4 (37.8), Rogue (38.5) and Escape (38.9) and trails only the CR-V (41.0).

No trim offers a third row, so this item scores in the low band by definition. Buyers who need seven seats are directed to the Traverse.

Cargo space behind the second row is the weak point of the packaging, well short of the CR-V (39.3), RAV4 (37.6) and Rogue (36.5). The generous rear legroom comes out of the cargo hold.

Cargo space with the seats folded is again near the bottom of the compact class, about 10–13 cu ft behind the CR-V and Rogue.

Everyday storage is competitive: a reworked center console, decent door bins and some underseat storage. Wireless charging is optional, and there is no standout feature such as a flat-folding passenger seat or an underfloor cargo system.

Testers describe both rows as supportive and comfortable, with good rear-seat room for adults. Power adjustment and ventilation are reserved for upper trims and packages, which keeps the score in the middle of the band.

The ride is compliant and absorbs potholes well around town. Consumer Reports notes some bouncing after highway humps and dips, and no adaptive damping is offered.

Standard active noise cancellation keeps cruising civil. Reviewers consistently say the 1.5L turbo gets loud under hard acceleration, so the cabin is average for the segment rather than quiet.

The LT comes well equipped with heated front seats, a heated steering wheel, dual-zone automatic climate and remote start. Ventilated fronts and heated rear outboard seats are package options on RS/ACTIV only.

The redesigned fourth-generation Equinox launched for 2025 at $29,995 delivered for the LT FWD, one of the lowest entry prices among mainstream compact SUVs and well under the CR-V and RAV4.

The LT is the volume trim and most retail units carry AWD (about +$2,000) plus a modest package, landing near $32,500 delivered — several thousand below comparable CR-V and RAV4 volume trims.

Projections disagree widely: CarEdge puts maintenance and repairs at only $2,875, while Edmunds' maintenance-plus-repairs estimate runs roughly $4,200–$6,300 by trim. A figure near the Edmunds midpoint is used for consistency with peers sourced from Edmunds/KBB; it remains below the CR-V's ~$7,650 projection.

Depreciation is the Equinox's weak point: three residual projections cluster at 43–48%, far below the ~65–70% the RAV4 and CR-V hold, so much of the low sticker price is repaid at trade-in.

GM's standard bumper-to-bumper coverage is the segment minimum, matching Honda and Toyota but half of Hyundai/Kia's term.

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

Chevrolet Complete Care includes one maintenance visit in the first year, plus 5 yr / 60,000 mi roadside assistance and courtesy transportation and an OnStar/connected-services trial. That puts it in the short-included-maintenance band, slightly above Honda's no-maintenance offer but well behind ToyotaCare's 2 yr / 25,000 mi.

$32,500 volume-trim price minus its estimated resale value after 5 years (45% retained, or about $14,625) leaves about $17,875 in depreciation. Add the projected $5,300 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $23,175 in total.

2025 is the launch year of the fourth-generation Equinox, and both major sources rate it weakly. J.D. Power gives it only an Average quality and reliability score, and Consumer Reports rates the 2025 as much less reliable than other cars of the same model year, citing transmission and electronics faults. It is scored at the bottom of the average band, below the mature final-year 2024 (70).

Chevrolet sits in the lower-middle of Consumer Reports' brand reliability rankings but lands around industry average in J.D. Power's Vehicle Dependability Study. That makes it a mid-pack brand overall.

The local NHTSA feed shows no recall campaign for the gas 2025 Equinox, which is clean for a launch year. Owner complaint volume is elevated, though: about 288 NHTSA complaints, led by wiper/visibility and electrical faults. The new generation also has no service-bulletin track record yet, so the score stays in the mid band.

The 2025 keeps GM's 1.5L turbo LSY, which has a known history of oil-consumption and turbo-actuator problems. The front-drive volume trim now pairs it with a CVT, and AWD models get an 8-speed automatic, replacing the proven 6-speed. Consumer Reports owners report transmission fluid leaks and control faults, so this sits in the low end of the mixed-history band.

The redesigned cabin looks more modern but is still dominated by hard plastics on the doors, dash and lower console. Reviewers place it behind the CX-5, CR-V and Tucson for perceived quality at the price.

Panel fit is segment-typical, and J.D. Power's initial-quality figure is above the segment average. However, launch-year owner complaints about wipers, electrical accessories and in-car electronics point to scattered build-quality issues.

Chevrolet has one of the largest mainstream franchised dealer networks in the US, roughly 2,800–3,000 stores, with dense rural coverage. Service satisfaction is around the mainstream-brand average.

The Equinox sells in very high volume, and its 1.5T engine and electrical architecture are shared with the Terrain and other GM models, so parts are widely stocked. Many body and trim parts are new to this generation, so aftermarket support is still building. That puts it a touch below the mature 2024.

An 11.3-inch diagonal center touchscreen is standard on every 2025 trim, so the volume trim and the top trim have the same screen.

The Google-based system is responsive and user-friendly. It keeps a physical volume knob, climate buttons and a center control dial alongside the touchscreen, which helps everyday use.

Wireless Apple CarPlay and Android Auto are standard on all trims. GM's removal of phone projection applies only to its EVs.

Google Built-In supplies the Google Assistant voice assistant and native Google Maps, the strongest embedded voice and navigation package in mainstream compact SUVs. It falls short of the top band because those apps need a connectivity plan once the trial lapses.

The standard 6-speaker system is ordinary. The available Bose upgrade has only 7 speakers, a modest step up rather than a reason to buy.

An 11-inch digital driver display is standard on every trim, including the volume LT. That beats rivals that still fit partial-digital clusters on their volume trims.

The fourth-generation Equinox moves to GM's newer Google-based infotainment stack, which receives over-the-air updates. The scope of whole-vehicle updates and the rate at which they add features are not well documented for the gas model.

The myChevrolet app covers remote start, lock/unlock and vehicle status, but remote functions need an OnStar/Connected Access plan after the trial. No phone-as-key is offered on the gas Equinox.

Four USB ports are standard across the two rows, but wireless charging is optional and there is no 120V outlet. That puts it mid-band.

Keyless start and remote start are standard. ACTIV adds a hands-free gesture liftgate, but no digital or phone key is offered.

An HD rear camera, rear park assist and rear cross-traffic braking are standard. A surround-view camera is optional, and no automated parking is offered.

No trim of the 2025 gas Equinox offers a head-up display, so it scores in the not-offered band.

Second-row space suits car seats well, with 39.9 in of legroom and 39.2 in of headroom, so rear-facing seats fit easily. The segment-low 29.8 cu ft cargo hold makes a stroller plus groceries a squeeze.

Every trim gets automatic emergency braking (including intersection braking), lane keep assist, adaptive cruise and rear cross-traffic braking as standard. That is a strong roster for the trims families actually buy, held below the top band by the absence of top-tier crash accolades.

The roomy rear seat, standard dual-zone climate and active noise cancellation suit long trips. The small cargo hold limits luggage with everyone aboard, and heated rear seats are a package option.

It is a pleasant commuter with a compliant ride, light steering, standard adaptive cruise and an easy infotainment system. Leisurely acceleration from the 175-hp 1.5T and engine noise when pushed hold it back.

The volume FWD model returns 27 MPG combined on regular fuel, average for a gas compact SUV. Hybrid rivals such as the CR-V and RAV4 hybrids are clearly cheaper per mile, and no electrified Equinox is offered.

A 183.2-in footprint and a tight 37.1-ft turning circle make it easy to place in town. A rear camera and rear park assist are standard, and surround view is optional.

This is not a work vehicle. Towing tops out at 1,500 lbs (800 lbs FWD), the single 175-hp 1.5T has little in reserve, and the cargo hold is the smallest in the class.

This is a light-duty unibody crossover with a small turbo engine. It should hold up to normal use, but it is unproven under hard work, and no commercial or fleet-specific variant is offered.

There are few work provisions: USB ports and roof rails (standard on ACTIV), but no 120V outlet, no upfit ecosystem and no rubberized cargo floor.

Comfortable seats, standard adaptive cruise with lane keep assist, and active noise cancellation make it a decent touring car. The FWD's 14.8-gal tank gives about 400 miles of range, some highway float and an engine that strains on grades limit it, and Super Cruise is not offered on the gas model.

The ACTIV adds standard AWD, all-terrain tires, roof rails and rugged styling, which is enough for gravel roads, trailhead parking and bike racks. There is no low range, no lockers and no skid plates, and the 1,500-lb tow limit rules out most trailered toys.

A 60/40 split rear seat handles normal luggage, but 29.8 / 63.5 cu ft is near the bottom of the compact class for bulky gear. Roof rails are standard only on ACTIV.

Reviewers split. Consumer Reports calls it one of the better-handling small crossovers for how well it rides, while AAA notes noticeable body lean in corners. Secure but unremarkable overall, with passive dampers on every trim.

The steering is light but precise, natural rather than sharp. Some testers call it vague, and it offers little road feel.

Consumer Reports praises short stops and a confidence-inspiring pedal. Edmunds measured a long 133-ft panic stop on the ACTIV's all-terrain tires, which keeps it mid-band.

The 175-hp 1.5L turbo is smooth at light throttle, but acceleration is leisurely (about 9 s to 60). The FWD CVT and the AWD 8-speed, which shifts slowly, are adequate rather than polished.

Under hard acceleration the engine turns loud and coarse, and the FWD CVT is prone to drone. Standard active noise cancellation keeps steady cruising civil.

A 37.1-ft turning circle on the 107.5-in wheelbase is competitive with the RAV4, CR-V and Rogue (about 37 ft), so it is easy to maneuver in parking structures.

An upright seating position with good sightlines, a standard 11-inch digital cluster and physical climate/volume controls plus a center dial make a sensible layout. Power seat adjustment on upper trims only and no HUD hold it below the best.

It is competent transportation with no character: about 9 s to 60, light steering and no performance trim. The RS is mostly styling.

Even the entry LT gets an 11.3-inch touchscreen, an 11-inch digital cluster, wireless Apple CarPlay/Android Auto and the Chevy Safety Assist suite (AEB with pedestrian detection, lane keep assist, auto high beams). It misses the top band because cloth seats, single-zone climate and a manual liftgate are the LT baseline.

At $29,995 delivered, with real transaction prices about 9% below sticker, the Equinox gives large screens, a much-improved interior and optional Super Cruise for less than comparable RAV4, CR-V and Tucson trims. The 175-hp 1.5T (0–60 in 8.7 s AWD) and no hybrid option keep it out of the standout band.

Three trims — LT, RS and ACTIV — with FWD or AWD cover the mainstream middle. There is no stripped base below LT, no Premier-level flagship above, and only one powertrain; RS and ACTIV are styling alternatives at the same price, not separate steps up.

The redesign was a hit: Equinox family sales reached about 301,000 in 2025, up roughly 45% and the best year since 2019, and GM Authority reported the segment's fastest growth in several quarters. The gas model alone sold an estimated ~240,000, still behind the RAV4 and CR-V on volume.

Chevrolet is a neutral, widely serviced mainstream brand without the loyalty halo of Toyota, Honda or Subaru in this segment. The Equinox's weak residuals (about 45% at 5 years) and fleet exposure reflect that.

Buyers paid about 9% under MSRP on average, and GM regularly runs cash allowances and low-APR financing on the Equinox. That makes it far more negotiable than the RAV4 and CR-V, which tend to sell near sticker.

2025 is the launch year of the all-new fourth generation, with new body, new interior and current GM infotainment and driver-assist hardware, so buyers face no redesign risk for years. The carried-over 1.5L turbo is the only aging piece.

Critics like the bold styling, the much better interior, the tech and the price, but repeatedly call it underpowered, unengaging and not very fuel-efficient, so it lands mid-pack rather than winning comparisons. No major class award.