General Motors appears to be moving away from continuously variable transmissions (CVTs) in its compact SUVs, starting with front-wheel-drive versions of the Chevrolet Equinox. Industry reporting indicates the 2027 Equinox will switch to an eight-speed automatic for FWD models, aligning it with AWD versions, and similar reporting says the 2027 GMC Terrain will also make an eight-speed automatic standard. For buyers who dislike the “rubber-band” feel often associated with CVTs, the change would likely translate to a more conventional driving experience, though GM has not framed the move in those terms in the cited materials.
How the Current Equinox Splits Its Transmissions
The transmission divide in the current Equinox is straightforward but unusual for a mainstream crossover. GM’s own product specifications confirm that the 2025 Chevrolet Equinox pairs a CVT with its front-wheel-drive models, while all-wheel-drive variants receive the Hydra-Matic 8T45 eight-speed automatic. Both configurations use the same 1.5-liter turbocharged four-cylinder engine, so the drivetrain choice alone determines which gearbox a buyer gets.
That split created an odd experience gap within a single nameplate. AWD Equinox owners got crisper throttle response and more predictable passing power, while FWD buyers dealt with the droning, delayed-response character that CVTs are known for. In practice, the lineup positioned the eight-speed automatic with the higher-cost AWD package, while FWD models used the CVT. The reasons for that split weren’t spelled out in GM’s specs, but automakers commonly balance cost, packaging, and fuel-economy targets when choosing transmissions by trim and drivetrain.
For shoppers comparing trims on a dealer lot, the result could be confusing. Two Equinox crossovers with the same engine and similar window stickers behaved very differently once on the road. Sales staff often had to explain why the supposedly more efficient CVT-equipped FWD model felt less responsive than the AWD version that carried a higher price and higher fuel consumption. That inconsistency is one of the pain points GM is now moving to resolve.
What Changes for the 2027 Equinox
That cost-driven compromise appears to be ending. Industry reporting on the 2027 Equinox points to packaging changes that include a transmission swap for front-wheel-drive models, with production timing described in that report. If that schedule holds, order submissions would typically open ahead of the start of production, meaning dealer materials could reflect the new drivetrain configuration before the first units reach showrooms.
If the reporting is accurate and the eight-speed automatic replaces the CVT on FWD Equinox models, every version of the crossover would share the same gearbox for the first time in this generation. That simplification carries real benefits beyond driving feel. A single transmission across the lineup reduces parts complexity for dealers, streamlines warranty service, and gives GM more purchasing leverage on a single high-volume unit rather than splitting orders between two different gearbox suppliers.
Standardizing the transmission also makes it easier for GM’s engineering and calibration teams to optimize software. With only one gearbox to tune, they can refine shift logic, throttle mapping, and start-stop behavior across all trims instead of maintaining separate programs for CVT and eight-speed variants. That should translate into more consistent performance and smoother drivability regardless of whether a buyer chooses a base model or a fully loaded one.
The Terrain Follows the Same Playbook
The Equinox is not an isolated case. The 2027 GMC Terrain is also dropping its CVT option and making the eight-speed automatic standard across all configurations. The specific unit is identified by the internal code RPO MGH, and it will be the sole transmission regardless of whether a buyer chooses front-wheel drive or all-wheel drive.
Because the Equinox and Terrain share a platform, this parallel move confirms that GM is making a corporate-level decision rather than a model-specific tweak. Standardizing the eight-speed across both nameplates means the automaker can run its assembly lines with fewer variant builds, cutting production bottlenecks and reducing the chance that a dealer lot ends up with a confusing mix of CVT and conventional-automatic inventory.
GMC customers also tend to pay a premium over Chevrolet buyers, and the brand leans more heavily on upscale positioning and refinement. Aligning the Terrain’s powertrain strategy with the Equinox while eliminating the CVT helps ensure that buyers who step up to the GMC badge are not trading down in transmission technology. It also simplifies marketing, allowing both brands to emphasize the same message about improved responsiveness and refinement.
Why CVTs Lost the Internal Argument
CVTs have always been a trade-off. They can extract slightly better highway fuel economy from a given engine because they hold the powertrain at its most efficient operating point without discrete gear steps. But that advantage comes at the cost of driving engagement. Acceleration feels sluggish and disconnected, and many drivers describe a persistent droning noise under load that traditional automatics avoid by shifting through fixed ratios.
The reported move away from the CVT suggests GM may see less upside in the fuel-economy trade-off than in past years, though the company hasn’t publicly detailed its reasoning in the cited sources. Modern eight-speed automatics have closed much of the efficiency gap through tighter gear spacing, faster shifts, and aggressive torque-converter lockup strategies. The Hydra-Matic 8T45 already proved itself in AWD Equinox models, so extending it to FWD variants does not require clean-sheet engineering, only a production-line and calibration change.
There may also be a towing-and-load-use angle. CVTs are often perceived as less suited to sustained heavy-load use than geared automatics. Moving to an eight-speed across the lineup could make capability messaging simpler, but towing ratings and limits ultimately depend on GM’s final certification for each configuration.
Durability perceptions play a role too. While many modern CVTs are more robust than early designs, the technology still carries a reputation for expensive failures and limited service options, especially once vehicles age out of factory warranties. Conventional automatics, by contrast, benefit from decades of field experience among independent shops and rebuilders. For a mass-market brand like Chevrolet, minimizing long-term ownership anxiety can be just as important as delivering a smooth test-drive experience.
What This Means for Buyers
For anyone shopping a new Equinox or Terrain in the next 12 to 18 months, the practical takeaway is simple: the front-wheel-drive penalty is going away. Choosing FWD to save money will no longer mean accepting a less refined transmission. That should make the base models feel more competitive against rivals from Toyota, Honda, and Hyundai, most of which already use conventional automatics or dual-clutch units in their compact crossovers.
Resale values on current CVT-equipped Equinox models could also be affected at the margins. If the eight-speed becomes standard, some used-car shoppers may prefer the later eight-speed versions, particularly given long-running consumer perceptions about CVT durability. Any pricing impact will vary by region, condition, and broader used-market trends.
Service costs are another consideration. An eight-speed automatic has more internal components than a CVT, but it also benefits from a broader repair ecosystem and more widely available parts. Independent shops are generally more comfortable servicing a conventional automatic, which can translate to lower out-of-warranty repair bills compared with CVT units that sometimes require full replacement rather than partial rebuilds.
For buyers who prefer to keep vehicles well past the finance term, the move to a single, conventional transmission across Equinox and Terrain lineups simplifies long-term planning. Extended warranties, maintenance plans, and aftermarket support can all be tailored around one known gearbox rather than a split fleet. In practical terms, that means fewer surprises, clearer expectations, and a driving experience that now matches what many compact-SUV shoppers already expect: quiet, predictable shifts and consistent performance, regardless of how many driven wheels are underneath the vehicle.
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*This article was researched with the help of AI, with human editors creating the final content.
