CG editors put over 5,000 miles on a test 2009 Suzuki Equator and averaged 16.2 mpg.
Our 2009 Equator RMZ-4 came fully equipped with a 261-horsepower 4.0-liter V6, 5-speed automatic transmission, part-time 4-wheel drive, off-road suspension, and many other handy and entertaining features like adjustable tie-down cleats in the pickup bed, a premium Rockford Fosgate audio system, satellite radio, and a wireless cell-phone link.
The Equator has plenty of power, a high seating position, and a decent amount of interior space. Those traits, unfortunately, come with typical truck characteristics like a bouncy ride, high step-in, and not-so-great gas mileage. Over most bumps, the truck bounds and jiggles; the pothole-strewn streets around our Chicago office were no match for Equator’s off-road-tuned suspension. When you hit a bump, you know it, but rarely is it jarring. We also noticed the steering gets rather slow and heavy just when you need it for low-speed maneuvers; this makes parking a bit difficult. One editor lays the blame on the large off-road tires which force the power-steering mechanism to work harder. The large turning radius is also unimpressive. And like most trucks, it wasn’t very quiet inside. The engine growls on hard acceleration, wind rush on the highway is prevalent, and the tires make noise on harsh pavement.
Test-Car Specifications Model: Equator Crew Cab RMZ-4 Engine: 261-horsepower 4.0-liter V6 Transmission: 5-speed automatic Total Miles Driven: 5,168 miles CG Observed Fuel Economy: 16.2 mpg Base Price: $28,550 Major Options: Sport Package (antiskid system, hill-descent control, sunroof, 6-disc in-dash CD changer, satellite radio, steering-wheel audio controls, and a wireless cell-phone link) Price As Tested: $31,375 Problems During Test: None |
The interior is made of mostly hard plastic, but most pickups in this class are similarly equipped. The front seats are cushy enough, but some editors thought they could use side bolsters to hold occupants in place around turns.
Storage and hauling flexibility are surprisingly impressive. Equator’s movable tie-down points, attached to the cargo-bed walls, proved to be quite a boon for strapping down odd-shaped loads. They’re pretty easy to reconfigure and adapt quickly to any load. Inside, the rear seatbacks and seat cushions either fold down or flip up out of the way to provide a large, open space for big and tall items. A floor-mounted, removable cargo tray under the rear seats helps keep small and/or dirty items, like bags of groceries or work boots, under control. The tray also functions as out-of-sight storage for stashing larger valuables.
While we didn’t expect high fuel economy, our results still disappointed: 16.22 mpg in a mix of city and highway driving. The EPA estimates don’t do it any favors either: 15/20 city/highway. Most compact pickups equipped with V6 engines and 4WD get better mileage, but not by much.
This truck is basically a rebadged version of the Nissan Frontier, and while the Nissan is a good vehicle, we feel that having another version of it on the market is unnecessary. Equator has little substance over its Frontier cousin. The only place it trumps the competition is V6 towing capability, but it loses points again for not offering a V8.
It does the job well enough, but will it sell without the “tough-truck” brand recognition of competing pickups from Chevrolet, Dodge, Ford, GMC, and even Nissan? Only time will tell on that one, but we liked this truck well enough to award it the Consumer Guide Recommended seal of approval.
10.27.2009
