The all-electric SUV hits a sweet spot of performance and price, but it lacks Android Auto and Apple CarPlay
By Jon Linkov
The Chevrolet Equinox EV is the most recent addition to General Motors’ lineup of electric vehicles. It follows the Chevrolet Blazer EV and Cadillac Lyriq, which we tested, and it precedes the upcoming redesign of the Chevrolet Bolt. With a starting price of $35,000, the Equinox EV is currently one of the least expensive EVs you can buy: It sells for thousands less than a comparable Tesla Model Y, and has a longer range than a similarly priced front-wheel-drive-only Hyundai Kona Electric.
There’s only one battery size available, 85 kilowatt-hours, for the SUV, whether it’s the single-motor front-wheel-drive version or the all-wheel-drive, dual-motor version. The FWD versions have an Environmental Protection Agency-estimated range of 319 miles, while AWD versions like the 2024 version we are testing have a 285-mile estimated range, although for 2025 the range for AWD versions increased to 307 miles.
All of GM’s recent EVs are based on the same basic architecture or building-blocks, which GM calls Ultium. Honda has also based its two new EVs, the Acura ZDX and Honda Prologue, on this platform, although it has since announced that it will end the partnership and go its own way on any future EVs.
Before any tax credits, pricing for the 2025 Equinox EV begins at $34,995 for the base front-wheel-drive LT version, with the RS FWD starting at $44,795. The LT with AWD starts at $40,295 and the RS AWD starts at $49,090.
If you’re a Consumer Reports member, our initial expert assessment of the Chevrolet Equinox EV is available to you below. Once we complete 2,000 break-in miles, we’ll put the new compact all-electric SUV through more than 50 tests at the CR Auto Test Center, including empirical measurements of acceleration, braking, handling, car-seat fit, and usability. CR members will have access to the full road-test results as soon as they’re available.
What we bought: 2024 Chevrolet Equinox EV 2L
Powertrain: 290-hp, dual electric motors; 85-kWh battery; 1-speed direct drive transmission; all-wheel drive
MSRP: $41,900
Options: EAWD, $3,300; Super Cruise Package, $2,700; Iridescent Pearl Tricoat, $995; Active Package (splash guards, cargo shelf, cargo net), $450
Destination fee: $1,395
Total cost: $50,740
CR’s Take
With so many luxury EVs on the market, we’re glad to see one that sells for thousands less than the average transaction price of any new vehicle, not to mention tens of thousands less than the average transaction price of a new EV. But the Equinox EV has merits beyond its relatively low price, and it’s worth checking out if you’re in the market for a Ford Mustang Mach-E, Nissan Ariya, Tesla Model Y, or Volkswagen ID.4. Our biggest complaint is the lack of Android Auto and Apple CarPlay compatibility, which could be a deal breaker for some buyers.
Otherwise, the Equinox EV has impressed us so far and is a better buy than the pricier (and larger) Chevrolet Blazer EV. But, as with any all-new model, shoppers should wait until we have reliability data on the Equinox EV before making a purchase.
The Chevrolet Equinox EV has a distinct front end that differentiates it from the conventionally powered Equinox.
Photo: John Powers/Consumer Reports
What We Like
“Who needs the Blazer EV?” That question almost sums up the entire Equinox EV experience. From size and space to handling and ride comfort, in many ways the Equinox EV is superior both to the Blazer EV, as well as to EVs from other manufacturers that cost thousands more. Consider the following.
Price: While the version we bought is expensive, thanks to the dual motors and Super Cruise options that added $6,000 to the price, some versions of the Equinox EV cost less than most electric cars on the market. The 2025 LT with front-wheel drive has a 319-mile EPA-rated range and a manufacturer’s suggested retail price of $34,995—before figuring in any tax credits. Sure, you might have to order this base version rather than walking into the dealer and driving home that day, but it’s still a great deal.
Size: It really feels like you’re splitting hairs when comparing the dimensions of the Blazer EV and Equinox EV. They’re within an inch of each other in length and width, and have the same height. Even though the Blazer’s 6-inch-longer wheelbase (122 inches vs. 116 inches) gives it more passenger room according to GM’s measurements, we haven’t had any complaints about the Equinox EV’s rear-seat space.
However, the Blazer EV and Equinox EV have similar cargo capacities, and can both tow 1,500 pounds (the RWD Blazer RS can tow 3,500 pounds). Chevrolet’s cargo capacity figures (we haven’t finished our own measurements on our Equinox EV) are incredibly close as well: The Equinox EV has more cargo space with the seats up than the Blazer EV, and less than 2 fewer inches of overall space with the seats lowered.
Ride comfort: Again, score one for the Equinox EV. Our tested Blazer EV RS had a stiff ride, in large part because of the 21-inch wheels and tires. The suspension also generated a lot of noise over bumps. By comparison, the Equinox EV has a much more pliant ride, with superior bump absorption. It’s like night and day, as one tester put it. Body control is good most of the time, although some larger impacts can unsettle the SUV, but as another tester said, all vehicles have some limits. Overall, the Equinox EV has a much better ride than the Blazer EV, as well as the harsher, jittery ride found in the Mustang Mach-E and Model Y.
We prefer the simple-to-use manual charge port door on the Chevrolet Equinox EV to the power-operated ones on the Cadillac Lyriq and Chevrolet Blazer EV.
Photo: John Powers/Consumer Reports
Simple charge door: In short, it’s a manual door that takes a quick press to open and a push to close, unlike the finicky motorized doors found on the Blazer EV and so many other EVs. Simple, effective, and less likely to have problems down the road.
Handling: Most testers have commented that they like the Equinox EV’s lighter steering feel and quicker ratio. It makes the SUV more fun to drive. It feels light on its feet and also more maneuverable in everyday situations because the vehicle feels smaller than the Blazer EV. When Sport mode is engaged the steering gets artificially heavier and may not be the best for parking lot maneuvers. Out on the road the Equinox EV turns into corners well and stays composed, although the softer suspension allows for more body roll. But the SUV is still responsive.
There’s also one area where the Equinox shines just on its own merits.
Powertrain: For a lower-priced EV the powertrain is appropriate, neither underpowered nor overpowered. It’s a good example that an EV doesn’t need to be some 0-to-60-mph neck-snapping monster. Power delivery and acceleration is tuned to be smooth, and there’s enough power to quickly get up to speed. On the highway, it feels as if torque falls off once you get to 60 to 65 mph, although drivers aren’t left wanting when they need to make lane changes or pass another vehicle. And drivers new to EVs will find the Equinox EV plenty quick.
As with other vehicles sharing GM’s Ultium platform, one-pedal driving in Normal mode is quite good. It’s pretty easy to be smooth when releasing the throttle, and there is enough slowing force that you can stop where you intend without using the brake pedal much of the time. Finally, there’s no noticeable electric motor whine, which is very appreciated.
The interior of the Chevrolet Equinox EV has big visible screens but also physical climate controls.
Photo: John Powers/Consumer Reports
What We Don’t Like
GM’s EV infotainment strategy: The lack of Android Auto and Apple CarPlay could be a deal breaker for some people. It feels like a misstep on the part of General Motors to exclude this capability from their EVs (their gas-powered models still include AA and CP), encouraging buyers to pay extra to subscribe to features on GM’s built-in infotainment system.
AA and CP often work far better than the native system for many functions. For example, it’s easier to navigate through Spotify or Waze in CP than it is to use these apps when logged in through the GM-Google native system. GM has its reasoning, including mapping routes that link with Super Cruise and routing based on EV state of charge or charging station availability. But even with those features, we miss the simple, streamlined AA and CP interfaces that have been part of car infotainment for at least nine years.
Door handles: Here’s one place where the Blazer EV has the Equinox EV beat. While the Blazer features conventional door handles, the Equinox features recessed ones that pop out from the body. Aerodynamic? Maybe. A cool feature in the eyes of a first-time EV buyer? Likely. Annoying to use because of their odd angle and delay in extending from the body? 100 percent.
Torque steer: When a car has a lot of power driving the front wheels, accelerating quickly can cause it to pull as if the car were steering itself—a phenomenon known as torque steer. Our Equinox has an optional dual-motor setup, with one motor driving the front wheels and one motor driving the rear wheels as needed—a setup GM calls EAWD. There’s noticeable torque steer when accelerating, especially when pulling out from a side street into traffic.
No on/off button: Like some EVs, the Equinox EV doesn’t have a dedicated on/off button. Instead, it will shut off when you put the gear selector in park, then get out and close the door. There is a small icon that drivers can add to the center touchscreen that provides a two-step process to shut down the Equinox EV: Press the button for a small menu to pop up, then press again to shut the EV down. It feels like an afterthought, and yet another situation of an automaker doing something just because Tesla did it first. Both the Honda Prologue and Acura ZDX, which are also based on the same GM Ultium platform, have a dedicated on/off button. So a simpler setup is certainly possible.
Adjusting the regenerative braking level: It’s a horrible task to try to adjust the regen on the fly. There is a small button that’s hidden by the steering wheel rim, but it’s a multistep process. There’s a “set level” button that appears at startup, but the button disappears very quickly. As one tester said, “You get multiple options to adjust the regen, but they all stink.”
Front visibility: Like a lot of recent GM vehicles, the dashboard is very wide and deep, and the thick roof pillars have a very steep angle. This presents two challenges: The big dash causes all kinds of reflections on the windshield even on cloudy days, and the windshield pillars block a lot of the view out to the front right and left at intersections. The small quarter windows up front really don’t do much to help.
Folding the Chevrolet Equinox EV’s 60/40-split rear seats opens up a fairly roomy cargo space.
Photo: Chevrolet
What We’ll Keep an Eye On
The final comparison: It will be interesting to see how the Equinox EV’s road-test score matches up with the Blazer EV’s when we’re done with our tests. Passenger comfort and cargo room will be two items of interest too: Does the Blazer’s longer wheelbase really matter in the end?
Super Cruise: We’ll spend a lot more time using the system, as some drivers said that the Equinox EV makes aggressive lane changes that we haven’t experienced with the system in other vehicles.
Range: The minimum 285 miles of range is sufficient, especially at this price. To confirm its numbers, we’ll run the Equinox EV through our 70-mph highway range test to see how it compares with the EPA figures.
Rear and side visibility: The Equinox EV’s upright styling makes it somewhat easier to see out of than the Blazer EV, whether it’s straight back or to the rear three-quarters. But we’ll have a better answer with more seat time.
Safety and Driver Assistance Systems
The Equinox EV comes with Chevy Safety Assist, a suite of features that includes automatic emergency braking with pedestrian detection, forward collision warning, lane keeping assistance, lane departure warning, blind spot warning, rear cross traffic warning, reverse automatic emergency braking, and automatic high-beam headlights.
In addition, buyers can equip their SUV with adaptive cruise control, surround-view camera, rearview camera mirror, and a head-up display.
The Equinox EV comes with three free years of Super Cruise on equipped models, a hands-free driver assistance technology that helps with steering and speed control on premapped highways.
The Chevrolet Equinox EV has a reasonably low liftover, making it relatively easy to get luggage or boxes into the cargo area.
Photo: John Powers/Consumer Reports
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