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Holden Equinox


Nissan Pathfinder

Summary

Holden Equinox

It has been a long time coming, but this is it - the replacement for the Holden Captiva.. sort of. It’s the 2018 Holden Equinox, a new mid-sized model that will take the fight to some of the most established and successful SUVs on the Australian market.

The competitive set is daunting for a newcomer - we’re talking the Mazda CX-5, Toyota RAV4, Nissan X-Trail, Volkswagen Tiguan, Mitsubishi Outlander, Honda CR-V… Some big selling models from some big name brands.

It’s not as though Holden hasn’t had a presence in this market in the past, though. The company has had the Captiva in the medium segment in the past, and there’s still going to be the seven-seat Captiva, which will soldier on as the brand’s offering in that space until the all-new Acadia arrives later in 2018.

As such the Equinox is purely a five-seat offering, and a roomy one at that - plus, there are five different versions for customers to choose from: the base model LS, the safety-focused LS+, the mid-spec LT, well-equipped LTZ and flagship LTZ-V. 

So, how does it stack up? Read on to find out.

Safety rating
Engine Type1.5L turbo
Fuel TypeRegular Unleaded Petrol
Fuel Efficiency6.9L/100km
Seating5 seats

Nissan Pathfinder

Do you like Nissan's Pathfinder yet find it lacking a certain something? Masculinity perhaps, musculature, or just a sense of menace, rather than middle-of-the-road nice-ness?  If you've always hankered after a seven-seat family hauler with a mean streak, or at least a mean look, then you’re going to love the Pathfinder N-Trek special edition.

So, what makes this Pathfinder an N-Trek and how much does it cost to look this tough?

We tested the new Pathfinder N-Trek to find out.

Safety rating
Engine Type3.5L
Fuel TypePremium Unleaded Petrol
Fuel Efficiency10.1L/100km
Seating7 seats

Verdict

Holden Equinox7.4/10

The Holden Equinox 2018 range has a lot of choice for buyers, and that will be enhanced even further when the diesel models arrive later in 2018. As it stands, there is no denying the Holden magic touch has been applied to the Equinox, and it drives confidently and comfortably in almost every situation.

It is let down by a bland interior with some questionable finishes, and an exterior design that looks a little dated for a brand new model in one of the most important segments in the market. 

It isn’t a class leader, then - but it is among the better options in the class. This writer’s pick would be the LS+, which has the best comfort, peace of mind and a more-than-adequate drivetrain for most people’s needs.

Would you go for the 1.5-litre model? Or do you subscribe to the notion that there's no replacement for displacement? Let us know in the comments section below.


Nissan Pathfinder7.3/10

The Pathfinder is a comfortable, practical seven-seat SUV and the N-Trek special edition adds a tough and stylish look. Research has shown that special editions generally don’t fetch more money when it comes time to sell, so keep this in mind and enjoy the unique look of the N-Trek rather than thinking you’ve bought a collector’s car.

Design

Holden Equinox6/10

I guess you could say that it is interestingly styled, in that it doesn’t really look very much like anything else in the Holden stable. 

I mean, if you squint you can see a bit of Astra sedan (Chevrolet Cruze) about it, and maybe some Trax, too. Some makers are nailing the whole 'brand identity' thing, but that’s not so easy for Holden, which has sourced from the European market and the North American market. The Equinox, for instance, is built in Mexico, primarily for the US, where it sells in big numbers.

That aside, there’s something about the look of it that has a familiarity to it. I personally think it would have been right at home in a 2005 model range line-up, because there are a lot of deep character lines and swooshes, stuff that has seemingly gone a bit out of fashion in recent years as companies push for 'European styling'. And in the same breath, I’d say that the D-pillar is more than a bit reminiscent of a Mercedes-Benz GLE

The entry-level models have 17-inch wheels with big chubby tyres that look a little naff, but 18s and 19s on the higher-spec versions, not to mention the LED headlights on the flagship LTZ and LTZ-V (models below have LED daytime running lights).

The interior falls short of the styling highs we’ve seen in competitor cars, too. It isn’t as high-tech or sexy as, say, a CX-5, Tucson or Sportage. But it does have the practicality side of things sorted.


Nissan Pathfinder8/10

The N-Trek pack adds a menacing look to the Pathfinder, making it look more mafia family than just family. As mentioned above, the N-Trek edition adds the black grille, black roof rails, black door handles, black mirror caps, plus front and rear lower bumper trim in black. I’m a fan of the sinister look the accessories bring and it suits the Gun Metallic grey paint my test car wore (see the photos I took) perfectly. The Pathfinder N-Trek special edition comes in four colours, so along with the grey there’s Ivory Pearl, Diamond Black and Caspian Blue.

What do you think of those wheels? They’re unique to the Pathfinder N-Trek, too, but I’m not the biggest fan of the design.

The cabin doesn’t get anything in the way of N-Trek equipment – it’s the same cabin as you’ll find in the ST+ and ST-L, which is beginning to age in terms of its design and equipment, with the small screen being the most obvious example. Still, it’s a comfortable and premium-feeling cabin, especially in the ST-L with its leather seats.

Measuring 5042mm end to end, 1963mm wide and 1793mm tall, the Pathfinder isn't petite. 

Practicality

Holden Equinox8/10

The Equinox is undoubtedly one of the more practical and spacious models in the segment - up there alongside the brilliantly practical Honda HR-V and Volkswagen Tiguan - and a lot of that comes down to the fact that there aren’t seven seats squeezed in, and it’s on the bigger side of things for the class.

With dimensions of 4652mm long, a wheelbase of 2725mm and a width of 1843mm, it certainly has the supersized American market in mind. For context: Toyota RAV4 is 4605mm long (2660mm wheelbase) and 1845mm wide; Hyundai Tucson is 4475mm long (2670mm wheelbase) and 1850mm wide; Mazda CX-5 is 4540mm long (2700mm wheelbase) and 1840mm wide.

The result of the Equinox's extra footprint is a roomy cabin, easily large enough for a family of five. There are three top-tether anchor points and dual outboard ISOFIX attachments, and Holden claims a massive, class-leading boot capacity of 846 litres with the back seats in place, and 1798L with them folded down in a 60/40 fashion.

The higher-spec models have remote release levers in the boot area to drop the seats, too, and the LTZ and LTZ-V versions have a hands-free tailgate, which is handy if your digits are otherwise occupied.

There are cupholders up front and in the back, and the door pockets are a good size, too, with space for a bottle or (fold-up) umbrella. A central storage bin in front of the gear selector allows enough space for wallets and phones, while the console between the front seats is massive.

High-spec models (again, LTZ and LTZ-V) have four USB ports to keep the kids’ devices charged on road trips, plus there’s a 230-volt powerpoint in the back seat. The rest of the range makes do with a single USB port, and a couple of 12-volt plugs. 

The media system you get depends on the model you choose. LS and LS+ models have a 7.0-inch touchscreen with Apple CarPlay and Android Auto phone mirroring tech and Bluetooth, while the LT, LTZ and LTZ-V have a slightly more attractive (but no more intuitive) 8.0-inch touchscreen with the same tech, plus sat nav (including live traffic updates).

The interior presentation is a little bland and dated, and there’s an array of hard plastics throughout that don’t imbue the cabin with a sense of luxury - while competitor SUVs like the Volkswagen Tiguan can feel like expensive cars that have been de-specified, the air the Equinox gives off is one of a more affordable car that has been tarted up.

That’s not to say it’s unpleasant - I liked the leather on the seats in the up-spec models (and the seat cooling on the humid day of my test drive), but I reckon the fabric trim in the lower-spec models has a bit more character and charm to it.


Nissan Pathfinder8/10

The Pathfinder is a seven-seater SUV and practicality is its main strength.

Space up front is excellent, with good head, shoulder and elbow room, even for somebody with my two-metre wingspan and 191cm height. I can sit behind my driving position and behind that in the third row without my knees touching any of the seat backs.

Directional air vents in all three rows, plus large windows make life more comfortable for everybody. So does the raised second row, which offers a view over the top of the driver and co-pilot.

The floor does seem overly elevated in the Pathfinder, which places the knees of second and third-row passengers higher. For a model comparison see the Pathfinder ST+ vs Holden Acadia LT video.

Boot space with the third-row seats up is 453 litres, opening up to 1354 litres with them folded flat and the second row in place. You’ll find extra storage space under the boot floor.

Cabin storage is excellent with 10 cupholders (yes, 10) on board (two up front, four in the second row and another four in the back row); large door pockets, a tray in front of the shifter and a deep centre-console storage bin.

For charging and media there are three 12-volt and two USB outlets up front and two USB charging points and a media USB port in the second row.

Room for improvement? Well, the Pathfinder could do with wireless charging and it’s also lacking USB ports in the third row.

Price and features

Holden Equinox8/10

The new Holden Equinox 2018 model range isn't the outright most affordable mid-size SUV on the market, nor is it pushing the limits in terms of pricing. It's a middle-ground player. 

The entry-level Holden Equinox LS is the only model available with a manual transmission, and it starts things off at $27,990. The automatic version adds two grand ($29,990). It's powered by a 1.5-litre turbocharged four-cylinder petrol engine, and is only available in front-wheel drive (FWD).

The LS has 17-inch alloy wheels, a 7.0-inch touchscreen media system with Apple CarPlay and Android Auto connectivity, automatic headlights with LED daytime running lights, dual ISOFIX child-seat anchor points, and the automatic has what Holden calls 'Active Noise Cancellation'.

Next up in the range is the LS+ at $32,990, which runs the same 1.5L auto drivetrain as the LS. The LS+ adds a leather steering wheel and power folding side mirrors.

It also adds a heap of safety equipment - some of it, arguably, that should be included in the low-spec car.

The list is topped by auto emergency braking (AEB), but packaged alongside that tech is a range of other potentially life-saving stuff: lane-keeping assist, lane departure warning, and forward collision warning.

Additionally, there’s blind-spot monitoring, rear cross-traffic alert and auto high-beam assist, and Holden’s 'Safety Alert' driver’s seat, which will vibrate to warn the driver of potential hazards.

Next up the list is the LT, at $36,990, which gets a bigger engine than the two lower-spec models - a 2.0-litre four-cylinder turbocharged unit with plenty of extra poke: 188kW and 353Nm, or about 48 per cent more power and 28 per cent more torque than the entry-level cars. Gone, too, is the six-speed automatic, with a new nine-speed auto transmission taking its place. A diesel will be available later in 2018.

The LT builds on the LS+ model, upgrading to 18-inch alloy wheels, a larger 8.0-inch touchscreen media system with Apple CarPlay and Android Auto connectivity, sat nav with live traffic updates, four USB points (two front, two rear) a 230-volt powerpoint in the second row, heated front seats, dual-zone climate control, HID headlights and provision for roof-rack mounting.

The LTZ uses the same 2.0L drivetrain, and is available in FWD at $39,990 or all-wheel drive (AWD) at $44,290. A diesel will come for it, too. 

It upsizes to 19-inch alloy wheels, while also adding a hands-free power tailgate, semi-automated parking (parallel and perpendicular), rain-sensing wipers, leather-appointed seats, wireless phone charging, heated front and rear seats, power adjustable driver’s seat, roof rails, DAB+ digital radio, LED headlights and tail-lights, and a Bose premium sound system.

The flagship LTZ-V comes solely in AWD and costs $46,290 - which effectively makes it a $2000 jump over the LTZ AWD, running the same 2.0L/nine-speed auto. A diesel will be offered later.

The LTZ-V adds a dual-panel panoramic sunroof, heated steering wheel, power adjustable passenger seat, and ventilated (cooling) front seats.

So, there’s something for everyone, really. I just reckon maybe the LS and LS+ should have been merged into one model with the safety kit…


Nissan Pathfinder7/10

Available on the ST + and ST-L grades, the N-Trek editions come with a $1500 price increase over the grades they’re based on.

The front-wheel-drive Pathfinder ST+ N-Trek lists for $46,840, while the front-wheel-drive ST-L N-Trek is $57,140. As for the four-wheel-drive versions: the ST+ N-Trek is $50,340 and the ST-L N-Trek is $60,640.

The N-Trek edition brings a body kit with black elements for a stealthy look. There’s the black grille, black roof rails, black door handles, black mirror caps, plus front and rear lower bumper trim in… you guessed it – black.

Standard features on the ST+ N-Trek include an eight-inch touchscreen, sat nav, a reversing camera with all-round-view monitor, a six-speaker stereo, DVD player, privacy glass, rear parking sensors and three-zone climate control.

Stepping up to the ST-L N-Trek adds a 13-speaker Bose stereo, LED headlights, sunroof, leather seats, front fog lights, heated side mirrors and power adjustable driver and front passenger seats.

Is the special edition worth the extra $1500 over the regular model? That depends how you look at the extra costs – some would see it as just different coloured paint but others would see it as paying for uniqueness, and there won’t be many Pathfinders that look like yours. Yes, you could have similar enhancements done yourself, but it’ll cost you more, if done properly. Nissan has done it for you with genuine accessories.

A better question to ask is: does the Pathfinder’s price in general represents good value? Well the current Pathfinder is getting old now and it’s not loaded with the latest equipment, such as Apple CarPlay and Android Auto, such as you’ll find in the Holden Acadia or Mazda CX-9. In those terms it’s not great value any more, but Nissan will fix this when the new-generation Pathfinder arrives next year.

Engine & trans

Holden Equinox8/10

The entry-level engine offering is a 1.5-litre turbocharged four-cylinder with 127kW of power and 275Nm of torque. It comes with a six-speed manual (LS only) or six-speed automatic, and is FWD only. 

The other drivetrain on offer is a 2.0-litre four-cylinder turbo with a class-leading 188kW of power and 353Nm of torque. It is solely mated to a nine-speed automatic transmission, but can be had with either front- or all-wheel drive (the LT is FWD only, the LTZ is FWD with the option of AWD, and the LTZ-V is AWD only).

The AWD model employs a clever system that can allow the driver to effectively disconnect the rear drive axle, in order to help save fuel - it is controlled by a button near the gear selector. If the car is in AWD mode it will generally default to front-drive, but can split torque up to 50:50 front to rear if slip is detected. The AWD model also has revised suspension and a higher ride height.

A diesel model will be added to the range later in 2018, with that drivetrain being a 1.6-litre four-cylinder turbocharged unit producing 100kW/320Nm. It will come exclusively with a six-speed automatic transmission, but will be offered in FWD or AWD.

Towing capacity is 750kg for an unbraked trailer on all models, while the 1.5-litre petrol and 1.6-litre diesel have towing capacity of 1500kg for a braked trailer, and the 2.0-litre petrol has a 2000kg braked towing capacity. That’s good, but not a benchmark for the segment (Volkswagen Tiguan 162TSI:  2500kg).


Nissan Pathfinder6/10

The N-Trek special edition comes with the same 3.5-litre V6 petrol engine found in the regular Pathfinder, with the same 202kW and 340Nm outputs. The continuously variable transmission (CVT) is smooth, although it produces lacklustre acceleration, accompanied by a droning sound that you might find annoying.

Fuel consumption

Holden Equinox7/10

Claimed fuel consumption for the 1.5-litre drivetrain is 6.9L/100km for the manual and automatic variants. Our launch drive saw a much higher return, due to some pretty spirited driving: 10.4L/100km.

The 2.0-litre version is a bit thirstier, thanks to its extra grunt. It is claimed to use 8.2L/100km for the FWD model and 8.4L/100km for the AWD. On our launch drive, we saw 9.7L/100km

The diesel, when it comes, will be the most frugal in the Equinox line-up - exact figures haven’t been revealed at this stage, however.


Nissan Pathfinder6/10

The Pathfinder N-Trek ST+ and ST-L both have a 3.5-litre V6 petrol engine and Nissan says after a combination of open and urban roads the four-wheel-drive version should use 10.1L/100km, while the front-wheel-drive only uses a coffee mug less at 9.9L/100km. In my own testing of the four-wheel-drive Pathfinder I’ve measured the combined consumption to be 14.9L/100km.

Driving

Holden Equinox8/10

It’s as though Holden’s engineers have waved a magic wand and made the Equinox - a big-for-its-class SUV - drive much smaller, and with much more confidence than you might expect.

The steering is the highlight - Holden has nailed the electric power steering system for feel and weighting, with excellent response whether you’re simply twirling the wheel at low speeds to park, or pushing it through a series of corners. There’s bugger-all in the way of torque-steer, too (that’s where the steering wheel will tug to the side when you accelerate).

The suspension, too, is a compliant and comfortable balance of control and plushness. Only in the models with the 18- or 19-inch wheels do you start to notice some terseness, and that comes down to both the extra weight of those variants and the lower profile tyres.

The LS and LS+, then, are the models that are the peachiest of the five variants. With 17-inch wheels and chubby 65 profile Continental rubber, the pliancy was excellent, as was the grip. 

That said, the turning circle in the LTZ-V, in particular, is poor - 12.7m, which is worse than a lot of much bigger dual-cab utes.

The drivetrain in the LS+, too, was a fuss-free affair: it never felt underdone with two burly adults and some luggage on board, easily dealing with pushing away from intersections and rapid-fire overtaking moves without hassle.

The 2.0-litre is undeniably faster, and it’s also pleasantly refined. There’s a level of effortless to the way it pulls away, but it never really feels quite as potent as, say, the Volkswagen Tiguan 162TSI (with 162kW/350Nm) - and that is, in part, down to the weight of the Equinox. It’s a bit of a tubby thing, tipping the scales at 1778kg (kerb weight) in the top-spec LTZ-V. For comparison’s sake, the aforementioned top-spec Tiguan is 1637kg…

The moral here is, then, that less can be more. Make sure you drive the 1.5-litre…


Nissan Pathfinder7/10

The Pathfinder N-Trek was tested on about 130km of winding country roads, which at times turned from bitumen into loose gravel. My test car was the ST+ grade with four-wheel drive, although there should be no difference in the way it drives over the ST-L version.

I’ve said it before in reviews of the Pathfinder – this is an easy and comfortable large SUV to drive, with light steering, good visibility and plenty of grunt.

That said, the Pathfinder felt a bit challenged when pushed on the twisty, tight roads, with plenty of body roll to remind me that it was a two-tonne, five-metre-long metal box. If anything, it’s a compliment to how insulated from the world you are in the cabin.

The loose gravel roads we took also seemed to unsettle the Pathfinder at times. I pulled over, selected four-wheel drive and watched the display screen show drive split 50-50 between the front and back axles. The problem was that our as speed was increased the system switched to Auto, which decides on the fly how to distribute the drive, but tends to choose a heavy bias towards the front.

The Pathfinder’s 180mm ground clearance rules out anything more challenging than dirt and gravel roads, but a 2700kg braked towing capacity makes this SUV a great choice for hauling trailers and caravans – although you should know it likes to drink petrol.

Safety

Holden Equinox7/10

At the time of writing there hadn’t been an ANCAP crash test performed on the new Holden Equinox, but the brand made specific reference to an expectation of a five-star score during a presentation to media at the launch.

Still, there’s an elephant in the room - the LS. If it were 2014 we would have applauded Holden for offering a reversing camera, rear parking sensors, ESP and ABS, and six airbags in a family SUV. But it’s not 2014, and times have changed.

That’s what makes the LS’s lack of standard safety equipment disappointing, because the brand had the chance to take it to its mainstream rivals with a strong safety package across its entire model line-up. Yet here we are, and those on a tight budget will miss out on the latest tech - maybe those buyers will head to a Toyota dealer, as the RAV4 now has a pre-collision warning with auto emergency braking (AEB), lane-departure alert, active cruise control and automatic high beam.

You can’t get active cruise control on any Equinox, but every model from the LS+ up has safety kit coming out the wazoo. Those models have the 'Holden Eye' camera safety system with AEB, lane-keeping assist, lane departure warning, and forward collision warning. Additionally, there’s blind-spot monitoring, rear cross-traffic alert and auto high-beam assist, and Holden’s Safety Alert driver’s seat, which will vibrate to warn the driver of potential hazards.


Nissan Pathfinder8/10

The Pathfinder was given the maximum five-star ANCAP rating when it was tested in 2013. Coming standard is advanced safety technology such as AEB, blind-spot warning, rear cross traffic alert and adaptive cruise control.

There are rear parking sensors, but not front ones, which is odd.

The rear-view camera is good, and these grades come with a 360-degree moving-object-detection system – which is great for when kids are running around the car.

For child seats you’ll find two ISOFIX mounts and three top-tether points in the second row, and a third top-tether point in the right-hand-side seat in the third row.

A space-saver spare wheel is under the car.

Ownership

Holden Equinox7/10

If you buy a Holden Equinox (or any other Holden) before January 1, 2018 you will get the brand’s limited offer seven-year/175,000km warranty. If you buy one after that, you’ll get the bog-stock three-year/100,000km plan - another peculiar move from Holden, especially for a brand that needs a good news story at the end of a treacherous year for the company.

The service intervals for the Equinox will be 12 months/12,000km, which is better than some of the other models in the company’s showroom that require maintenance every nine months.

As with all Holden products, the company will back the Equinox with a capped-price service campaign for the life of the car. The first seven services, no matter the engine, average out at $310 per go.


Nissan Pathfinder8/10

The Pathfinder ST+ is covered by Nissan’s five-year, unlimited-kilometre warranty.

Servicing is recommended every 10,000km or 12 months. As a guide you can expect to pay $290 for the first service, $309 for the next, $458 for the third, $367 for the fourth, $314 for the fifth and $502 for the sixth.