Holden Equinox 2018 preview drive

So even though it won't be built here, the local team has had a say in drivetrain choices and packaging, but was also given free rein to tune the suspension dampers, sway bars and bushes, plus steering calibration. This has given them the scope to ensure it feels like a Holden to drive, not some generic Chevrolet.

Interior and exterior design and drivetrains were finalised long ago, but Holden is in the process of signing off its localised suspension specs with the first cars to roll off the production line. 

These are known internally as MVB prototypes, or Manufacturing Validation Build, and are undergoing the CTF program (Captured Test Fleet), which basically ensures the manufactured items perform according to Holden’s requirements. 

Aside from Australia's preference for more dynamic suspension than the motorway-proliferated US, another key reason for our bespoke suspension tune is our generally warm climate.

The extreme cold – hot spectrum of North American weather means the Chevrolet Equinox rolls off the line with all-weather tyres, with a suspension tune to match their grip properties. 

Simply fitting Australia-preferred summer tyres to the US suspension results in compromised performance, so the need was clear for our own set-up.

The final result will roll on an array of four bespoke suspension tunes, spanning three different trim-level dependent wheel sizes, the trio of engines and either front or all-wheel drivetrains. 

Another unique requirement for Australia is our desire to tow decent loads with mid-size SUVs. The smaller-engined petrol and diesel Equinox will carry a 1.5-tonne braked tow rating, while the larger 2.0-litre equipped models will have an impressive 2.0-tonne rating. To achieve such figures, all Australian Equinoxes will be fitted with the biggest brakes available from the program catalogue.  

Aside from its Aussie bits, the Equinox will be about as all-new as new cars get. Riding on the same Opel-developed (D2XX) global platform as the new Astra, its 2725mm wheelbase has been stretched by 63mm over the hatch and 25mm beyond the sedan for Equinox.

Based on the dimensions quoted for the US-spec model (Aus figures aren’t stated yet), it’s got a 25mm longer wheelbase than the segment-favourite CX-5, with a 201mm longer 4652mm body, but with a 14mm lower 1661mm profile.

Holden loyalists (and fans of ergonomic consistency) will also be impressed to reach for a right-hand indicator stalk and not find the wipers.

Several key engineering staff were on hand at Lang Lang to explain their input, most of whom had worked on hero projects like Monaro and the Billion Dollar Baby VE Commodore in the past.

What you may find surprising is how clear their enthusiasm is for these new international products. They truly get a kick out of our satisfaction with their work, so thank you General Motors for keeping the local development team alive.

Climbing aboard the back seat, there’s heaps of legroom behind my (175cm height) driving position, good visibility for children, but rearward visibility for the driver is hampered by thick C and D-pillars.

We counted four cupholders, four bottle holders and two ISOFIX child seat points, and the large boot has good storage space beneath the floor. Unsurprisingly, there’s a space saver spare underneath everything, but still accessible from the boot.

The three engine line-up will kick off with a new 1.5-litre turbo petrol, before moving up to a new 1.6-litre turbo-diesel, with the same 2.0-litre turbo-petrol destined for the next Commodore sitting at the top of the range.

The smaller engines will use a six-speed torque converter auto, while the 2.0-litre will use a nine-speed unit.

Local outputs are yet to be confirmed, but bank on something close to the 127kW/275Nm, 102kW/325Nm and 188kW/353Nm respective outputs stated for overseas versions.

Holden is also yet to specify what engines will be available with which drive type, but both two and all-wheel drive will be available.

The Equinox could be a new performance benchmark among mid-size SUVs.

This is another area yet to be locked in for Australian models, but based on the freshness of the engine designs and impressive gear ratio count for the 2.0-litre, we’d be surprised if they didn’t compete well with segment rivals.

Holden will likely keep official pricing and specs close to its chest until the November launch, but you can bank on there being three trim levels to choose from. 

Key features that will appear in the range include Apple CarPlay, Android Auto, 'Qi' wireless phone charging and an auto tailgate. The 230-volt power outlet from the Trax will also make an appearance, in addition to four USB outlets and three 12-volt points. 

Haptic seats will also feature, which give the driver the option of seat vibration alerts instead of chimes.

The headline act here will be that the Equinox will be the first Holden SUV to feature AEB. It’s unclear whether it will be standard across the line-up as with the CX-5, but we hope so.

Other safety features set to appear in the range include forward collision and cross traffic alerts, lane departure warning, and auto parking.

ANCAP is yet to test the Equinox, but given the Captiva 7 scored a five star rating in 2011, we’d be very surprised if the Equinox didn’t manage the maximum safety rating with the current standards.

This is another area with very little in the way of confirmations, but you can expect Holden’s lifetime capped price servicing plan to apply.

There are also whispers of extending the brand’s current three-year/100,000km warranty to a five year plan for future models, similar to the launch incentive initial Astra sedan buyers have been treated to.

We had a very brief drive of a 2.0-litre front-wheel drive variant with the nine-speed auto over Lang Lang’s Hill Road circuit and through a flat road slalom. 

It’s also important to preface these thoughts by highlighting the unlikelihood of any new car failing to impress on the test track it was developed on. 

So it certainly felt great on the bumpy handling course, with tight but compliant and composed suspension behaviour.

What impressed is that this body control perception continued through the flat road slalom course. It also reinforced our feeling that the 2.0-litre is a crisp and tractable performer that isn’t flustered by enthusiastic driving. 

Most rivals require Sport mode to be selected to liven them up, particularly when it comes to transmission behaviour, but the mode-less Equinox felt great out of the box. It also contained torque steer brilliantly for such a grunty front-driver.

Even without considering the 188kW/353Nm claimed in US guise, this could be a new performance benchmark among mid-size SUVs. We weren’t expecting that.