Climbing into an AWD 2.4-liter Equinox LT during a rainstorm, we almost hot cranked the ignition. The engine was running, but the sound of rain falling on the sunroof drowned it out, and its idle didn't vibrate through the toe-pan, seat, or steering column. And the triple door seals, acoustic glass windshield, and front-door windows have pretty much eliminated -- eliminated -- A-pillar, wiper, and mirror-patch wind noise at speeds up to about 65 mph.
According to Chevrolet, the front-drive 2.4-liter Equinox is good for a 0-to-60-mph time of 8.7 seconds. The V-6 shaves nine-tenths off that time.
Setting the I-4 Equinox transmission into Eco Mode doesn't significantly change the driving experience when puttering around. Even though the converter clutch engages a lower speed, there's no appreciable added roughness. The Eco Mode's revised shift points are not quite so transparent. At part throttle, acceleration becomes more leisurely, not to where the Equinox feels doggy, but apparent enough to a sensitive driver. The majority of drivers in the segment would be hard-pressed to feel the slight decrease in performance.
To the enthusiast, discussing vehicle dynamics in this segment seems irrelevant. If you're looking to carve up a canyon road in a CR-V rather than a Civic, for example, you've got one strange set of priorities. With that in mind, the 2010 Equinox is a less than optimal choice for said twisty driving than a Cobalt SS. But when the road becomes more challenging than a thoroughfare, the Equinox will do nothing untoward or dangerous unless provoked by a madman. The base P225/65R17 all-season Michelins are optimized for reduced rolling resistance and good tread life. They become the "fusible link" when pushing the Equinox very hard, giving the driver plenty of audible notice before they let go of the road in complete frustration. The ride/handling compromise has been biased in favor of comfort and predictability, the segment rule. Compliance and road isolation is the order of the day for driver comfort and reduced cabin noise. Cars with the optional P235/55R19 Hankooks generate considerably more tire sound than those equipped with 17- or 18-inch rubber.
Power steering with the V-6 is a hydraulic system, while the I-4s get a new rack-mounted electric power-steering system. Steering feel is noteworthy for a direct-acting electric rack, better than some electronically controlled hydraulic systems.