2018 GMC Terrain Review , Specs and Release Date-The 2018 GMC Terrain tucks in a jazzy new body, and boasts a great new turbo-4 drivetrain, but must spread its safety message farther, and wider.
Compact crossover SUVs aren’t inherently macho, but don’t tell the 2018 GMC Terrain that.
The brand new 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 face apart.
The Terrain exists 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, together with the Equinox.
We rate it at 7.2 from 10, as a result of strong features and performance.
We’re in to the Terrain’s new style. GMC’s ditched the Qbert cues, and smoothed numerous boxes out in a sleek and comely shape. The roofline glimmers in metallic trim, while a blacked-out area of the rear roof pillar appears to really make it float. It is a cue headed rapidly toward cliche, but it surely looks great, here and now. Inside, the Terrain’s cabin can wear warm-toned leather and aluminum trim, and it also hangs together despite imitating three individual unrelated zones.
2018 GMC Terrain
For performance, GMC supplies a choice between three engines. We thought we’d be smitten with the turbodiesel-4, however it is light on tow capacity, produces noticeable vibration, and accelerates moderately. High EPA fuel economy notwithstanding, most drivers will be better served by the new 1.5-liter turbo-4 and 9-speed automatic in base and midrange Terrains. It’s essential for 170 hp, and quick to answer the throttle, though GMC’s console-mounted transmission switches make any driver involvement an online possibility. The best selection is really a 252-hp 2.0-liter turbo-4 with vivid acceleration that will not diminish even 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 Terrain, GMC’s biased handling toward poise as opposed to prowess. The It usually is hustled through mountain ridges and around trios of unexpected deer. Steering can be crisper, but ride quality is very good, thanks partly to hefty curb weights. Denali editions sign in at about 3,800 pounds.
Interior space is down slightly. The Terrain has become a principal rival for todays’Ford Escape, less spacious compared to a Honda CR-V. Driver and front passenger aren’t affected, but tall individuals will touch the headliner in the spine seat, and GMC’s dropped the second-row sliding bench function. It will stuff the Terrain with increased sound deadening than Chevy does the Equinox, and it is good and quiet.
Crash-test scores aren’t in, along with the Terrain makes forward-collision warnings an alternative 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—as much as $44,000—the Terrain has ventilated front seats, an energy 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 clever, sleek body that veers sharply far from its recent past.
We provide an 8, with an extra point for its interior and two for its body.
When GM de-activate the Hummer division, it seemed GMC would inherit the rock-’em, sock-’em styling language for good. The very last Terrain bore witness to that. It never met a right angle or a flat plane it didn’t like.
The 2018 Terrain steers from that loaded styling ditch. It’s a unique compact crossover, without having the wan and vaguely crowdsourced look with the Chevy. Designers bookended the Terrain’s body using a large grille plus a sculpted rear end similar to those around the bigger Acadia, which somehow doesn’t seem nicely. The Terrain’s curved underbite and boomerang-shaped running lights tame its softly squared-off grille into submission.
Whatever aggression they gets subdued entirely by the Terrain’s blacked-out rear pillars—the rapidly spreading “floating canopy” treatment that threatens to turn into cliche. A thick band of metallic trim in the roofline that pulls attention around the trim body into a tightly composed rear end. In lighter colors it can seem over-tall and slab-sided; darker tones pull it closer to the ground. We’re sure you will find there’s scientific word for the issue, but we merely refer to it as eyeball magic.
The Terrain Denali gets its very own 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 put up with 17-inchers or available 18-inch wheels.
Inside, the Terrain carries forward a far more car-like theme. The lines are a little sharper and a lot more pronounced in comparison to the Chevy Equinox, but controls lie in similar locations. With woodgrain and aluminum trim, the cockpit’s more interesting and richer in comparison to the Chevy. The shapes are chunky and often modulate in unrelated ways across the dash. For that reason, even in Denali trim, with soft-touch trim and contrast stitching, the cabin can seem cluttered and overdrawn.
2018 GMC Terrain Performance
The 2018 GMC Terrain sports turbo-4s and 9-speed automatics giving it smart acceleration to use its sound handling.
The newest Terrain vaults into present, ditching its V-6 and naturally aspirated 4-cylinder to get an all-turbo lineup. It’s more energetic they are driving in gas form, a miser in turbodiesel trim, and entertaining from a grown-up, economy-car way.
We have extra points for their powertrains and one to get a well-tuned ride, to get a 7 here.
The 2018 Terrain introduces an alternative base engine to GMC. It’s a really 1.5-liter turbo-4 that powers either front side or all wheels on select models. With 170 horsepower and 203 pound-feet of torque. Recorded on horsepower versus its old inline-4 but on torque, the 1.5-liter puts its power into action lower on 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.
As you move the similar Chevy Equinox pairs this engine which includes a 6-speed automatic, GMC gets a fancy 9-speed with numerous gears. The juddery shifts of other brands’9-speeds is not actually obvious here. What’s obvious and annoying is having no 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 a really silly omission that compounds as a flaw in case the Terrain hits interesting roads. To activate or hold lower gears, you’ll want to toggle switches almost away from reach.
Precisely the same 9-speed pairs brilliantly with the new 252-hp 2.0-liter turbo-4. Strong down low, the higher quality , turbo-4 feels able to 0-60 mph runs on 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 stable stream of usable power including a whistly turbo note as it clips off gears. You must take advantage of the right pedal as the only real cue to downshift here too; if GMC had paddle shift controls, we’d be debating its zesty performance on the league with the 2.0-liter turbo-4 Ford Escape, still the benchmark for thrust and eagerness.
As you move the 2.0-liter turbo-4 can tow as much 3,500 pounds, the new 137-hp 1.6-liter turbodiesel-4 posts only a 1,500-pound tow rating, very similar to the base 1.5-liter turbo-4. What may appear to be an intriguing drivetrain option thus cancels out among the many big reasons you’d keep company with a turbodiesel. It requires to get down to heft: an AWD turbodiesel Terrain checks in at 3,815 pounds at minimum, almost 60 pounds heavier versus the stronger gas turbo-4. It is doing post better fuel economy scores, but it may not be quiet, vibrates the pedals plus the rearview mirror at low engine speeds, and steps off more slowly than either gas engine. It comes down only which includes a 6-speed automatic, are not to be ordered in hefty Denali trim, and posesses substantial price boost over gas models. We remain unconvinced of its merits, unless long uninterrupted highway drives hold some inordinate appeal.
The Terrain’s available all-wheel-drive system is definitely a part-time unit. It needs to be switched into all-wheel drive by rotating a knob over the console through different traction modes. This substantially more fuel-efficient way to offer better traction, climax not immediately engaged when wheels slip, as it is more common. It’s mechanically simpler than a unit that decouples some of wheels to save fuel when traction is otherwise good. From a perspective, it’s rudimentary; from another, that is necessary more driver awareness of driving conditions.
The Terrain keeps precisely the same struts in the beginning and four-link rear suspension setup, but swaps out the hydraulic rack-and-pinion steering setup from the past generation to get an electrical energy assist rack in all cars this time around. In base trim with 17-inch tires, the Terrain comes with the composed, predictable, unenthusiastic grip from the mid-grade economy car. With Denali-specific suspension tuning for better ride comfort–offset perhaps by big 19-inch wheels wrapped in higher-performance all-season tires–the Terrain doesn’t offer a lot of steering feedback, nevertheless it weights up enough to be able to cleanly on interstates.
The Terrain’s bias is toward poise. It’s composed when hustled through quick avoidance maneuvers–six deer and 2 washed-out roads to its credit. Ride comfort only reveals its small-car nature when confronted with abrupt, sheer-faced bumps, which smack against its big wheels and send a jolt on the front end. Which consists of additional sound deadening and active noise cancellation, the Terrain sounds happier versus the Chevy Equinox, when it’s cooking along at above the posted limits.
2018 GMC Terrain Comfort & Quality
The newly downsized GMC Terrain lacks a sliding second-row seat, but still definitely makes the utility grade.
GMC has downsized the 2011 Terrain, the way it readies the latest crossover SUV to slot between it and also the three-row Acadia.
The resulting 2018 Terrain lines up more neatly against crossovers such as Ford Escape and Toyota RAV4 bigger and seating. It hits the utility mark, the trimmed-down space is noticeable, especially behind the motorist seat.
We provide it with a 6 for comfort and utility.
The Terrain rides on the latest platform for GMC this time around, one that’s distributed to the Equinox. Despite the presence of a shorter wheelbase and overall length, passengers don’t really bear the brunt of smaller footprint.
With the numbers, the Terrain now rides over a 107.3-inch wheelbase, sits 182.3 inches long, and 72.4 inches wide. Many experts have whittled down, but no less than in-front, the Terrain offers up reasonably commodious passenger space. Base vehicles consist of cloth seats and manual adjustment; we’ve driven solely those with a lot more heavily bolstered leather seats, ventilation, and multi-way power adjustment. The trucker seat lacks enough under-leg support for tall drivers, nevertheless the seats feel fresh after hours of driving. What’s most noticeable is period of time seating position, more wagon-like versus the first-generation Terrain.
In-car storage is good, from an in-depth console to multi-pocketed door panels. A passenger-side dash slot will hold a cellphone safely in rubberized traction.
The second-row seat gains advantage from tall door cut-outs, nevertheless the flat bottom cushion doesn’t feel such as upgrade, regardless of whether it’s swaddled in leather. The Terrain of just recently a sliding second-row seat we found useful; this smaller vehicle drops that come with, and drops a couple tenths of an inch of leg room in addition (39.7 inches, down from 39.9 last year). Two adults will fit fine, though with the disposable panoramic sunroof, it’s really a tighter fit than it should be. The glass roof trims 1.6 inches from head room, a tad bit more even in front seat positions.
The back seats fold down for more cargo space, nonetheless they don’t fold quite flat. Behind another row, the Terrain sports 29.6 cubic feet of cargo room, which may expand to 63.3 cubic feet while using the seats flipped down—both well underneath the numbers quoted for any Honda CR-V. New for 2018, the passenger’s seat may fold flat to support longer objects within the cabin. New, small underfloor storage bins within the Terrain swallow small items to keep them from rumbling round the cargo area. An electricity tailgate can open in the wave of a foot.
The Terrain leans heavier on luxury items than the Equinox, which includes softer-touch materials, active noise cancellation, more dash and underfloor sound padding, and aluminum trim. It’s much quieter than the base-ish Equinox we drove the 2009 year. Within the problem with this, it panels still have wide swaths of hard plastic and a lot of the buttons and switches consist with the stuff, too—tougher to justify at nearly $40,000 versus the high-$20,000 sweet position for crossover SUVs.
2018 GMC Terrain Safety
The 2018 GMC Terrain awaits crash tests; we’re waiting on GM to produce more security measures more widely available.
Neither the NHTSA nor the IIHS has crash-tested the 2018 GMC Terrain as of this writing, so we’re leaving its safety score within the TBD column.
All Terrains have a rearview camera, Bluetooth, including a teen-driver feature that lets parents set limits when the youngster is behind the wheel.
On the number of choices list, GMC offers blind-spot monitors, rear parking sensors, and lane-departure warnings on the Terrain SLE and SLT, and brings about standard on Terrain Denali, however they are unavailable on the Terrain SL. Likewise, it limits a $495 advanced technology package with forward-collision warnings to easily the SLT and Denali trims, while Honda and Toyota make the technology available or inexpensive on virtually any CR-V or RAV4.
Other safety options include a surround-view camera system, active lane control, including a safety alert seat but adaptive cruise control will not be offered. LED headlights are standard on 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 popular Terrain, GMC finds room those usual mass-market features and applies some high-end technology in select models.
Good standard and optional equipment, and a beautiful and infotainment system earn it an 8 here.
Every 2018 Terrain includes at the very least the camp 1.5-liter turbo-4 and a 9-speed automatic. Front-wheel drive could be optioned to all-wheel drive for $1,750 on all but the camp SL. The turbodiesel will be $33,540 SLE and $36,115 SLT trim, although the 2.0-liter is an alternative around the Terrain SLE and SLT, and standard around 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, at the very least a 3.5-inch digital display between the gauges, and a rearview camera.
The beds base head unit 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, in almost 750 miles of driving, only dropped its smartphone connection once. We tend to default to smartphone-driven infotainment for easier handsfree use, but GM’s icons are big, the screen bright and responsive, the machine 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, and a panoramic sunroof. A trailer-tow package is usually an alternative on SLE Terrains and above, however it necessitates the 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 your website handsfree tailgate, an influence passenger front seat, HD radio, seven-speaker audio, and a critical 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 controls, 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 alternative, similar to surround-view cameras and automatic park assist. So are wireless smartphone charging, ventilated front seats, and heated rear seats.
2018 GMC Terrain Fuel Economy
Which has a frugal new turbodiesel on side, the GMC Terrain’s gas mileage hasn’t ever been better.
With a lot more models during the high-20s for EPA combined mileage, the 2018 GMC Terrain earns a 7 for gas mileage on our scale.
The beds base front-drive Terrain, fitted having a 1.5-liter turbo-4 and a 9-speed automatic, garners EPA ratings of 26 mpg city, 30 highway, 28 combined. With all-wheel drive, the same drivetrain slips to 24/28/26 mpg.
Aided by the 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 popular 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 match up against the Honda CR-V’s 30-mpg combined rating, but fare better rrn comparison to the non-hybrid Toyota RAV4, at 24 mpg.