The 2024 Chevrolet Equinox EV appears to be the kind of electric vehicle most people want: a right-size SUV that fits the needs of a small family while delivering a lot of range for not a lot of money.
To that end, the 319-mile EPA range figure for the front-wheel-drive Equinox 2LT makes its $43,295 price (before federal incentives) very appealing. As of this writing, you won’t find an electric SUV that delivers more range for less money. A forthcoming 1LT base model, which will cost $34,995 when it goes on sale later this year, will have the same range, making it an even better value proposition, but set your expectations for a base-level set of features.
Interior Space and Comfort
The Equinox looks smart, with a wide and narrow LED strip that’s becoming the face of Chevy’s electric vehicles, such as the Blazer EV and the Silverado EV. The Equinox also stands out among its EV competitive set, which includes the fashion-forward Hyundai Ioniq 5 and the hatchback-influenced Tesla Model Y, Ford Mustang Mach-E, and Volkswagen ID.4.
What’s strange is that despite being longer and wider than each of these rivals, the Equinox EV has less overall space inside than nearly all of them. To be sure, the differences are small and go unnoticed from the driver’s seat. Same for the second row, where adult occupants of average size have plenty of headroom and legroom, but you wonder where that extra space went.
The interior otherwise impresses, largely because of its 17.7-inch center touchscreen, which is standard on all trim levels. As in the Blazer EV and the Silverado EV, this screen looks impressive and responds quickly and fluidly to inputs. It does not support Apple CarPlay, likely a turnoff for many, but it features Google’s Built-In software suite, including Spotify and Google Maps. Google’s navigation system smartly incorporates charging into route planning, taking into account locations, speed, and time.
Similarly smart is the absence of a dedicated start button. The brake pedal takes that role, which makes sense because you must press it to shift into gear. The effect might seem odd at first to EV newcomers, but you adapt to it quickly.
Chevy also takes full advantage of the Equinox’s center-console storage area afforded by having a flat floor. A bin underneath a floating center armrest can hold a handbag. And there’s no fussily designed shifter taking up space on the center console. Instead, a column shifter gets the job done.
Test Results
For years, we’ve praised the way electric motors provide quick, responsive acceleration, perfect for navigating the cut and thrust of the daily commute, blasting down short on-ramps, or taking advantage of small gaps in traffic. New Equinox EV owners, though, might wonder what we’ve been talking about.
We tested two Equinox models, a high-trim 3RS front-driver and the current entry-level 2LT all-wheel-drive variant. The front-drive Equinox EV’s permanent-magnet front motor, shared with the Blazer EV, makes 213 horsepower. Saddle that output with our tester’s 4923 pounds, and you get a segment-trailing power-to-weight ratio. That’s evident by the 7.7-second 60-mph acceleration and 16.1-second quarter-mile pass we recorded in testing—about the same as the less expensive, roomier, and smaller Honda CR-V Hybrid.
Similarly, the Equinox EV’s braking performance is middle to back of the pack, with the single-motor car recording a 189-foot stop from 70 mph and the dual-motor variant with smaller wheels and tires (19s versus 21s) doing a little better at 178 feet.
This experience with the front-drive Equinox should encourage everyone to tick the $3300 option for all-wheel drive. The addition of an induction motor to the rear wheels increases total power to 288 ponies. That chops the 60-mph time by 1.9 seconds and cuts the quarter-mile time by 1.5 seconds. The all-wheel-drive version, though, has slightly less EPA range, at 285 miles.
However, in our 75-mph highway range test, the two Equinox variants achieved identical results of 260 miles, which we attribute to the differing wheel-and-tire setups. Although Chevrolet doesn’t provide range figures for each combination like some automakers do, our all-wheel-drive test car on smaller 19s, versus the 21s on the top-trim 3RS front-driver, erased the difference in EPA range figures between the single- and dual-motor powertrains.
Once underway, the Equinox EV is a comfortable if unremarkable driver, with well-weighted steering and an inoffensive, cushy ride. Drivers can pick from multiple settings of regenerative braking, including a one-pedal drive mode. A paddle on the left side of the steering wheel smoothly applies maximum regenerative braking if desired.
Available Super Cruise, Chevy’s Level 2 driver-assist system, provides hands-free driving and automatic lane changes on compatible roads and highways.
Charging and Trim Levels
Regardless of driven wheels, the Equinox EV has an 85.0-kWh battery pack that can accept DC fast-charging up to 150 kilowatts. We saw a peak of 158 kilowatts when charging from 10 to 90 percent, a test during which the Equinox added 100 miles of highway range in the first 17 minutes, with the entire charge taking 51 minutes. On a Level 2 charger, like at home, most Equinox EVs top out at 11.5 kilowatts, or around 34 miles of EPA range per hour. Faster 19.2-kW Level 2 charging is reserved as an option for the 2025 Equinox 3RS with all-wheel drive, increasing the miles of charging per hour to 51.
The LT and RS trim levels have identical features and tuning, differing only in appearance. The LT has lighter design elements, while the RS has black wheels and darker exterior trim. The top-spec versions, denoted by “3,” offer niceties like ventilated front seats, a power-adjustable front passenger’s seat, dual-zone climate controls, heated rear seats, and a universal home remote.
Cargo and Storage
Like the interior, the 26 cubic feet of cargo space behind the Equinox EV’s second row is toward the smaller end of competitors. That’s due to the design of the rear hatch and the way the glass begins sloping downward almost immediately after the C-pillar. Most other compact SUVs, electric and otherwise, have designs that make more space available in this area. Because the reduced cargo area comes from the upper rear portion, this will be most noticeable when you splurge on that big screen at Costco.
The cargo floor has two height settings, buying a precious couple of inches when you need it. But using the lower setting requires relocating the bag holding a charging-cable adapter. Fortunately, there is a small bin under the floor that can hold it (or you can leave it at home).
The Equinox EV doesn’t have a frunk like the Model Y or the Mustang Mach-E. Pop the hood, and surprise: Like in a gas-powered car, there’s the powertrain.
Overall
The Equinox EV largely balances out. It offers a compelling range-per-dollar figure, but the model with that big range number lacks the zesty acceleration we’ve come to expect from EVs. It has an enormous and quick-acting center screen, but it doesn’t play as nicely with your phone as most competitors do. The interior defies the laws of spatial efficiency on paper, but it’s largely unnoticeable until you get to the cargo area.
Charting a middle course isn’t a bad thing, and we’re sure the federal EV tax credit will tip the scales for plenty of shoppers who qualify, but it’s up to each owner to determine whether the Equinox EV is worth the sacrifices it requires.
Specifications
Specifications
2024 Chevrolet Equinox EV 3RS
Vehicle Type: front-motor, front-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $46,795/$50,995
Options: Active Safety Package 3 (Super Cruise and enhanced automatic parking assist), $2700; sunroof, $1500
POWERTRAIN
Motor: permanent-magnet synchronous AC
Power: 213 hp
Torque: 236 lb-ft
Battery Pack: liquid-cooled lithium-ion, 85.0 kWh
Onboard Charger: 11.5 kW
Peak DC Fast-Charge Rate: 150 kW
Transmission: direct-drive
CHASSIS
Suspension, F/R: struts/multilink
Brakes, F/R: 12.6-in vented disc/12.4-in vented disc
Tires: Continental CrossContact RX ContiSeal
275/40R-21 107H M+S TPC3201
DIMENSIONS
Wheelbase: 116.3 in
Length: 190.6 in
Width: 76.9 in
Height: 64.8 in
Passenger Volume, F/R: 55/47 ft3
Cargo Volume, behind F/R: 57/26 ft3
Curb Weight: 4923 lb
C/D TEST RESULTS
60 mph: 7.7 sec
1/4-Mile: 16.1 sec @ 87 mph
100 mph: 22.4 sec
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 7.7 sec
Top Gear, 30–50 mph: 2.9 sec
Top Gear, 50–70 mph: 4.7 sec
Top Speed (gov ltd): 113 mph
Braking, 70–0 mph: 189 ft
Roadholding, 300-ft Skidpad: 0.78 g
C/D FUEL ECONOMY AND CHARGING
75-mph Highway Range: 260 mi
Average DC Fast-Charge Rate, 10–90%: 94 kW
DC Fast-Charge Time, 10–90%: 51 min
EPA FUEL ECONOMY
Combined/City/Highway: 108/117/99 MPGe
Range: 319 mi
==
2024 Chevrolet Equinox EV 2LT AWD
Vehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $46,595/$50,795
Options: Active Safety Package 3 (Super Cruise and enhanced automatic parking assist), $2700; sunroof, $1500
POWERTRAIN
Front Motor: permanent-magnet synchronous AC, 241 hp, 225 lb-ft
Rear Motor: induction AC, 90 hp, 121 lb-ft
Combined Power: 288 hp
Combined Torque: 333 lb-ft
Battery Pack: liquid-cooled lithium-ion, 85.0 kWh
Onboard Charger: 11.5 kW
Peak DC Fast-Charge Rate: 150 kW
Transmissions, F/R: direct-drive
CHASSIS
Suspension, F/R: struts/multilink
Brakes, F/R: 12.6-in vented disc/12.4-in vented disc
Tires: Michelin Primacy All Season
245/55R-19 103H M+S TPC3200
DIMENSIONS
Wheelbase: 116.3 in
Length: 190.6 in
Width: 76.9 in
Height: 64.8 in
Passenger Volume, F/R: 55/47 ft3
Cargo Volume, behind F/R: 57/26 ft3
Curb Weight: 5041 lb
C/D TEST RESULTS
60 mph: 5.8 sec
1/4-Mile: 14.6 sec @ 94 mph
100 mph: 17.0 sec
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 5.9 sec
Top Gear, 30–50 mph: 2.3 sec
Top Gear, 50–70 mph: 3.7 sec
Top Speed (gov ltd): 112 mph
Braking, 70–0 mph: 178 ft
Roadholding, 300-ft Skidpad: 0.81 g
C/D FUEL ECONOMY
75-mph Highway Driving: 91 MPGe
75-mph Highway Range: 260 mi
EPA FUEL ECONOMY
Combined/City/Highway: 96/101/90 MPGe
Range: 285 mi
C/D TESTING EXPLAINED
From selling them to testing them, Carlos Lago has spent his entire adult life consumed by cars. He currently drives the creative behind Car and Driver video.