2018 GMC Terrain Review, Specs and Release Date – The 2018 GMC Terrain tucks right jazzy new body, and boasts a great new turbo-4 drivetrain, but would need to spread its safety message farther, and wider.
Compact crossover SUVs aren’t inherently macho, but do not tell the 2018 GMC Terrain that.
The latest sport-utility vehicle from General Motors digs liberally into same parts bin since the Chevy Equinox, but adds creased metal, bigger fenders, plus a tougher grille to stand apart.
The Terrain emerged in SL, SLE, SLT, and top Denali trims. It competes against a cadre of cars including the Honda CR-V, Toyota RAV4, Ford Escape, and new Mazda CX-5, plus the Equinox.
We rate it at 7.2 away from 10, due to strong features and performance.
2018 GMC Terrain
We’re in to the Terrain’s new style. GMC’s ditched the Qbert cues, and smoothed countless boxes out right sleek and comely shape. The roofline glimmers in metallic trim, while a blacked-out portion of the rear roof pillar appears so it will be float. It’s really a cue headed rapidly toward cliche, but it looks great, here and now. Inside, the Terrain’s cabin can wear warm-toned leather and aluminum trim, plus it hangs together despite resembling three individual unrelated zones.
For performance, GMC provides a choice between three engines. We thought we’d become more smitten using the turbodiesel-4, but it is light on tow capacity, produces noticeable vibration, and accelerates moderately. High EPA gas mileage notwithstanding, most drivers will be better off with the latest 1.5-liter turbo-4 and 9-speed automatic in base and midrange Terrains. It’s essential for 170 hp, and quick to reply to the throttle, though GMC’s console-mounted transmission switches make any driver involvement an isolated possibility. The correct choice is really a 252-hp 2.0-liter turbo-4 with vivid acceleration which doesn’t diminish regardless if all-wheel drive is on board. (It’s a rudimentary part-time system that will need a spin of a knob to spring into action.)
While using the Terrain, GMC’s biased handling toward poise instead of prowess. The It is usually hustled through mountain ridges and around trios of unexpected deer. Steering might be crisper, but ride quality is excellent, thanks partially to hefty curb weights. Denali editions sign on at about 3,800 pounds.
Interior space is down slightly. The Terrain is a direct rival for todays’ Ford Escape, less spacious compared to a Honda CR-V. Driver and front passenger aren’t affected, but tall men and women will touch the headliner in the back seat, and GMC’s dropped the second-row sliding bench function. And also stuff the Terrain with additional sound deadening than Chevy does the Equinox, and it is great and quiet.
Crash-test scores aren’t in, and also the Terrain makes forward-collision warnings a possibility available only in the top two trims. A rearview camera comes standard, and blind-spot monitors are pretty widely available. All Terrains have power features, a 7.0-inch touchscreen for infotainment including Apple CarPlay and Android Auto, and wi-fi hotspot capability. At peak Denali pricing—often $44,000—the Terrain has ventilated front seats, an electricity tailgate, LED headlights, and Bose audio.
2018 GMC Terrain Styling
The 2018 GMC Terrain steps back from ultra-macho sheet metal, and slips into something somewhat more sleek.
GMC and Chevy takes different routes to clothing their new compact crossover SUVs. In our eyes, the Terrain wins the battle with the eyeballs with a smart, sleek body that veers sharply faraway from its recent past.
We give it an 8, with an additional point for its interior and two because of its body.
When GM power down the Hummer division, it seemed GMC would inherit the rock-’em, sock-’em styling language for good. One more Terrain bore witness to that. It never met a right angle or even a flat plane it didn’t like.
The 2018 Terrain steers away from that loaded styling ditch. It’s a particular compact crossover, without worrying about wan and vaguely crowdsourced look with the Chevy. Designers bookended the Terrain’s body which has a large grille plus a sculpted rear end similar to those for the bigger Acadia, which somehow doesn’t appear nicely. The Terrain’s curved underbite and boomerang-shaped running lights tame its softly squared-off grille into submission.
Whatever aggression they had gets subdued entirely because of the Terrain’s blacked-out rear pillars—the rapidly spreading “floating canopy” treatment that threatens to turn into cliche. A thick gang of metallic trim at the roofline that draws attention down the trim body to your tightly composed rear end. In lighter colors it can seem over-tall and slab-sided; darker tones pull it closer to your ground. We’re sure there exists a scientific word for the results, but we just think of it as eyeball magic.
The Terrain Denali gets a unique unique treatment with body-colored bumpers, chrome door handles and side mirror caps. The Terrain Denali also rides on unique 19-inch aluminum wheels—standard Terrains make do with 17-inchers or available 18-inch wheels.
Inside, the Terrain carries forward a car-like theme. The line is a little bit sharper and even more pronounced compared to the Chevy Equinox, but controls lie in similar locations. With woodgrain and aluminum trim, the cockpit’s more intriguing and richer compared to the Chevy. The shapes are chunky and seem to modulate in unrelated ways across the dash. Therefore, even during Denali trim, with soft-touch trim and contrast stitching, the cabin can seem cluttery and overdrawn.
2018 GMC Terrain Performance
The 2018 GMC Terrain sports turbo-4s and 9-speed automatics that have smart acceleration to select its sound handling.
The brand new Terrain vaults into today, ditching its V-6 and naturally aspirated 4-cylinder to have an all-turbo lineup. It’s more energetic drive an automobile in gas form, a miser in turbodiesel trim, and entertaining within a grown-up, economy-car way.
We have extra points for the powertrains and something for any well-tuned ride, for any 7 here.
The 2018 Terrain introduces a brand new base engine to GMC. It’s a 1.5-liter turbo-4 that powers either the front or all four wheels on select models. With 170 horsepower and 203 pound-feet of torque. Documented on horsepower versus its old inline-4 but through torque, the 1.5-liter puts its power into action much lacking in the rev range, with peak torque arriving down near 2,000 rpm. It’s gutsy at lower engine speeds, refined and relatively quiet, and pushes the 3,449-pound base Terrain around with reasonable authority.
While the same Chevy Equinox pairs this engine using a 6-speed automatic, GMC gets to be a fancy 9-speed with lots of gears. The juddery shifts of other brands’9-speeds is not really obvious here. What’s obvious and annoying is the possible lack of manual control. The Terrain’s transmissions are actuated by console-mounted switches, even its low-gear mode. Where shift paddles would normally live, GMC places paddles for volume and seek. It’s an exotic omission that compounds in a flaw when the Terrain hits interesting roads. To interact with or hold lower gears, it’s important to toggle switches almost outside of reach.
The same 9-speed pairs brilliantly with the brand new 252-hp 2.0-liter turbo-4. Strong down low, the more expensive turbo-4 feels able to 0-60 mph runs inside the mid-7-second range, and gets especially strong marks when hustling the Terrain through tight Appalachian passes. With 260 lb-ft. of torque, this Terrain spools out a reliable stream of usable power and a whistly turbo note mainly because it clips off gears. You’ll need to take the proper pedal as the one cue to downshift here too; if GMC had paddle shift controls, we’d be preaching about its zesty performance inside the league on the 2.0-liter turbo-4 Ford Escape, still the benchmark for thrust and eagerness.
Although the 2.0-liter turbo-4 can tow around 3,500 pounds, the brand new 137-hp 1.6-liter turbodiesel-4 posts only one 1,500-pound tow rating, just like the base 1.5-liter turbo-4. What sounds such as intriguing drivetrain option thus cancels out among the big reasons you’d go along with a turbodiesel. It has to depend upon heft: an AWD turbodiesel Terrain checks in at 3,815 pounds at minimum, almost 60 pounds heavier versus the stronger gas turbo-4. It can post higher fuel economy scores, but it isn’t quiet, vibrates the pedals and the rearview mirror at low engine speeds, and steps off slower than either gas engine. Referring simply with a 6-speed automatic, are not ordered in hefty Denali trim, and possesses a substantial price boost over gas models. We remain unconvinced of their merits, unless long uninterrupted highway drives hold some inordinate appeal.
The Terrain’s available all-wheel-drive system is actually a part-time unit. It ought to be switched into all-wheel drive by rotating a knob on the console through different traction modes. It’s a much more fuel-efficient method to deliver better traction, though early not immediately engaged when wheels slip, as might be more common. It’s mechanically simpler than a system that decouples some of wheels to save fuel when traction is otherwise good. From perspective, it’s rudimentary; from another, it will require more driver awareness of driving conditions.
The Terrain keeps exactly the same struts up front and four-link rear suspension setup, but swaps out your hydraulic rack-and-pinion steering setup in the last generation to have an electrical energy assist rack in all cars this time around. In base trim with 17-inch tires, the Terrain has the composed, predictable, unenthusiastic grip of the mid-grade economy car. With Denali-specific suspension tuning for better ride comfort–offset perhaps by big 19-inch wheels engrossed in higher-performance all-season tires–the Terrain doesn’t offer a great deal of steering feedback, nonetheless it weights up enough for you to trace cleanly on interstates.
The Terrain’s bias is toward poise. It’s composed even when hustled through quick avoidance maneuvers–six deer and also washed-out roads to the credit. Ride comfort only reveals its small-car nature industry by storm abrupt, sheer-faced bumps, which smack against its big wheels and send a jolt through the front end. Featuring a additional sound deadening and active noise cancellation, the Terrain sounds happier versus the Chevy Equinox, even when it’s cooking along at on top of the posted limits.
2018 GMC Terrain Comfort & Quality
The newly downsized GMC Terrain lacks a sliding second-row seat, nevertheless helps to make the utility grade.
GMC has downsized the 2011 Terrain, mainly because it readies a brand new crossover SUV to slot between it and the three-row Acadia.
The resulting 2018 Terrain lines up more neatly against crossovers like the Ford Escape and Toyota RAV4 bigger and seating. It hits the utility mark, although trimmed-down space is noticeable, especially behind the trucker seat.
We have a 6 for comfort and utility.
The Terrain rides on a new platform for GMC now, constructed to be shared with the Equinox. Despite possessing a shorter wheelbase and overall length, passengers don’t really bear the brunt of the smaller footprint.
By the numbers, the Terrain now rides on the 107.3-inch wheelbase, sits 182.3 inches long, and 72.4 inches wide. This has been whittled down, but at the least in-front, the Terrain offers up reasonably commodious passenger space. Base vehicles have cloth seats and manual adjustment; we’ve driven the with additional heavily bolstered leather seats, ventilation, and multi-way power adjustment. The driving force seat lacks enough under-leg support for tall drivers, however the seats feel fresh after hours of driving. What’s most noticeable would be the low seating position, more wagon-like than within the first-generation Terrain.
In-car storage is a great one, from the deep console to multi-pocketed door panels. A passenger-side dash slot holds a cell phone safely in rubberized traction.
The second-row seat benefits from tall door cut-outs, however the flat bottom cushion doesn’t feel as though upgrading, whether it’s swaddled in leather. The Terrain of just this were built with a sliding second-row seat we found useful; this smaller vehicle drops which include, and drops some tenths of an inch of leg room to boot (39.7 inches, down from 39.9 last year). Two adults will fit fine, though with the disposable panoramic sunroof, it’s actually a tighter fit than it will be. The glass roof trims 1.6 inches from head room, some more even in front seat positions.
A corner seats fold down for further cargo space, but they can’t fold quite flat. Behind cost-free row, the Terrain sports 29.6 cubic feet of cargo room, which may expand to 63.3 cubic feet when using the seats flipped down—both well below the numbers quoted for ones Honda CR-V. New for 2018, the passenger’s seat could also fold flat to suit longer objects inside cabin. New, small underfloor storage bins within the Terrain swallow small items to keep these things from rumbling across the cargo area. An electrical tailgate can open around the wave on the foot.
The Terrain leans heavier on luxury items compared to Equinox, consisting of softer-touch materials, active noise cancellation, more dash and underfloor sound padding, and aluminum trim. It’s much quieter compared to base-ish Equinox I drove earlier this year. Along the problem, the entranceway panels have wide swaths of hard plastic and much of the buttons and switches are made from the stuff, too—tougher to justify at nearly $40,000 than within the high-$20,000 sweet area for crossover SUVs.
2018 GMC Terrain Safety
The 2018 GMC Terrain awaits crash tests; we’re waiting on GM to generate more safety measures more widely available.
Neither the NHTSA nor the IIHS has crash-tested the 2018 GMC Terrain around this writing, so we’re leaving its safety score within the TBD column.
All Terrains contain a rearview camera, Bluetooth, rrncluding a teen-driver feature that lets parents set limits when their son or daughter is behind the wheel.
Along the options list, GMC offers blind-spot monitors, rear parking sensors, and lane-departure warnings around the Terrain SLE and SLT, and ensures they are standard on Terrain Denali, but they’re unavailable around the Terrain SL. Likewise, it limits a $495 advanced technology package with forward-collision warnings to merely the SLT and Denali trims, while Honda and Toyota increase the risk for technology available or inexpensive on practically every CR-V or RAV4.
Other safety options your internet site surround-view camera, active lane control, rrncluding a safety alert seat but adaptive cruise control just isn’t offered. LED headlights are standard around the Denali, but unavailable otherwise.
2018 GMC Terrain Features
The 2018 GMC Terrain ladles on premium features in Denali trim; some critical safety tech skips the affordable trims.
With the newest Terrain, GMC finds room for the usual mass-market features and applies some high-end technology in select models.
Good standard and optional equipment, and a gorgeous and simple infotainment system earn it an 8 here.
Every 2018 Terrain is included with a minimum of the camp 1.5-liter turbo-4 along with a 9-speed automatic. Front-wheel drive is usually optioned to all-wheel drive for $1,750 on basically the camp SL. The turbodiesel also comes in $33,540 SLE and $36,115 SLT trim, although the 2.0-liter is an option about the Terrain SLE and SLT, and standard about the Denali.
The $26,945 base Terrain SL gets power features, active noise cancellation, air conditioning, cruise control, keyless ignition, 17-inch wheels or larger, a minimum of a 3.5-inch digital display between gauges, along with a rearview camera.
The beds base sound system bundles a 7.0-inch touchscreen, OnStar and in-car data hardware, two USB ports, an auxiliary jack, Bluetooth with audio streaming, and Apple CarPlay and Android Auto. The refreshed display is clean and legible, operates quickly, and almost 750 miles of driving, only dropped its smartphone connection once. We often default to smartphone-driven infotainment for easier handsfree use, but GM’s icons are big, the screen bright and responsive, the computer not overinformed or oversupplied with features.
The $29,970 Terrain SLE adds dual-zone automatic climate control, among other features. Its options include satellite radio, blind-spot monitors, a 110-volt power outlet, remote start, an influence driver seat, heated front seats, along with a panoramic sunroof. A trailer-tow package can also be an alternative on SLE Terrains and above, but it necessitates 2.0-liter turbo-4.
The $33,270 Terrain SLT gets an 8.0-inch touchscreen, satellite radio, a 110-volt power outlet, remote start, an influence driver seat, heated front seats, roof rails, 18-inch wheels, and leather seats. Options have a handsfree tailgate, an influence passenger front seat, HD radio, seven-speaker audio, plus an important bundle of safety technology with forward-collision warnings with automatic emergency braking.
Towards the top of the Terrain, the $39,470 Denali model has a normal power handsfree tailgate, memory seating, an influence passenger front seat, a heated rim, navigation, HD radio, seven-speaker audio, LED headlights, 19-inch wheels, blind-spot monitors, lane-departure warnings, and rear parking sensors. The forward-collision warning bundle is an option, as are surround-view cameras and automatic park assist. So may be wireless smartphone charging, ventilated front seats, and heated rear seats.
2018 GMC Terrain Fuel Economy
With a frugal new turbodiesel aboard, the GMC Terrain’s fuel economy hasn’t ever been better.
With increased models from the high-20s for EPA combined mileage, the 2018 GMC Terrain earns a 7 for fuel economy on our scale.
The beds base front-drive Terrain, fitted which has a 1.5-liter turbo-4 along with a 9-speed automatic, garners EPA ratings of 26 mpg city, 30 highway, 28 combined. With all-wheel drive, the exact same drivetrain slips to 24/28/26 mpg.
While using strong 2.0-liter turbo-4, the Terrain checks in at 22/28/24 mpg; with all-wheel drive, it’s 21/26/23 mpg.
The stingiest powertrain is the newest turbodiesel-4. It scores the lineup’s best figures of 28/39/32 mpg with front-wheel drive, and 28/38/32 mpg with all-wheel drive.
Those numbers look when compared with the Honda CR-V’s 30-mpg combined rating, but fare superior to the non-hybrid Toyota RAV4, at 24 mpg.
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