Pontiac got its own version, the Torrent, for 2006. ABS brakes and traction control were standard on all but the base front-drive model in 2005 (made standard in 2006). ![]() The power-steering system was electric, rather than hydraulic. All engine power was normally directed to the front wheels, but if the computer detected front-wheel slip, it transparently engaged a clutch that dispatched up to one-third of the torque to the rear axle. Interestingly, the Aisin autobox was built in Japan, while the engine was imported from GM’s China division.įront-wheel drive was standard optional was an all-wheel-drive system without low-range gearing. of torque, hooked up to a new five-speed automatic transmission. There was only one powertrain: GM’s familiar 3.4 L pushrod V6, rated at 185 hp and 210 lb.-ft. The one-piece rear hatch lacked hinged glass. Tall strut towers intruded, but were usefully shaped to support a sturdy shelf. No third-row seat was offered, which left the cargo area neatly configured for, well, cargo. “Upholstery cleaner will clean the stain however, the cleaner will stain the seats as well,” posted one owner, paradoxically. Owners noted, however, that even water stained the fabric upholstery. The instrument panel was handsome and uncluttered with everything in full view. The 60/40-split rear bench provided space for three-across seating, although it was tight for more than two adults. Step height from the curb was shorter than most SUVs and the floor was minivan-flat. The all-new-for-2005 Equinox shared GM’s Theta unibody platform with the Saturn Vue, although the five-door body was made of steel and the wheelbase was stretched 15 cm, yielding a commodious cabin with a rear seat that cleverly rolled fore and aft 20 cm on tracks.īig doors opened almost 90 degrees, giving parents room to affix their tots in their seats. The lead engineering unfolded at GM’s Canadian Regional Engineering Centre in Oshawa, and assembly took place at the joint GM-Suzuki CAMI Automotive plant in Ingersoll. In our branch-plant economy, Canadians have done little more than change the tail lights and badges on a few econoboxes, turning a Ford Pinto into a Mercury Bobcat and a Honda Civic into an Acura EL. Sure, we’ve had flashes of brilliance - the Avro Arrow comes to mind the zipper, too - but for the most part we’ve been content to fish and process trees into neat stacks of lumber. As hewers of wood and drawers of cartoons, Canadians weren’t always entrusted to engineer something as complicated as an automobile.
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