By combining Chevrolet’s best-selling non-truck nameplate with its EV platform in a compact crossover platform at a comparatively affordable price of around $36,000 (after tax credits and $28,000 for a cheaper version due later this year), GM clearly hopes the Equinox EV will be a winner in the marketplace. Now that we’ve driven it, we have opinions on whether or not the company has managed to find a car right in the Goldilocks Zone of price, range, and usability.
“Compact” crossover utility vehicles now comprise about one-quarter of all new vehicle sales in the US market having overtaken the midsize sedan several years ago. Full-size pickups like the Ford F-series, Chevrolet Silverado and Ram are still the top-selling nameplates, but there are far fewer players in that segment.
When you add up everything from the Toyota Rav4 to Volkswagen ID.4, the total volume is easily double the big pickups. That’s why the 2024 Chevrolet Equinox EV is such an important vehicle for General Motors.
How Does It Look?
There was a period within my lifetime when vehicles that we labeled as compacts were actually small. Unfortunately, marketers at automakers have concluded that applying misleading labels works to their benefit. Let’s make one thing perfectly clear right at the top: The 2024 Chevrolet Equinox EV is very much a midsize crossover, not a compact, despite how Chevrolet labels it. Not that its size is necessarily a bad thing, but buyers should be aware of what they are getting.
So what are potential Equinox owners getting for their money? An attractively styled crossover that is 7.4-inches longer than the newly redesigned gas-powered 2025 Equinox and just 1.6-inches shorter than the “midsize” Blazer EV. The Equinox EV is 10 inches longer than the best-selling compact utility, the Toyota Rav4, and that many inches longer than VW’s electric ID.4. Even compared to the three-row Toyota Grand Highlander, the Equinox is just 4.3-inches shorter. The electric Equinox is also 2.0 inches wider than its gasoline-fueled namesake and has an 8.8-inch greater span between the axles.
| Vehicle | length (in) | wheelbase (in) | width (in) | height (in) | curb weight (lbs) | pass volume (cu ft) | cargo volume (behind 2nd row) (cu ft) | cargo volume (Max) (cu ft) | Range (miles) | Base MSRP |
| Chevrolet Equinox EV FWD | 190.6 | 116.3 | 76.9 | 64.8 | 4895 | 102.4 | 26.4 | 57.2 | 319 | $43,295 |
| Chevrolet Equinox EV AWD | 190.6 | 116.3 | 76.9 | 64.8 | 5050 | 102.4 | 26.4 | 57.2 | 285 | $46,595 |
| Chevrolet Blazer EV | 192.2 | 121.8 | 78 | 65 | 5591 | 96.3 | 25.5 | 59.1 | 324 | $58,790 |
| Chevrolet Equinox ICE | 183.2 | 107.5 | 74.9 | 65.6 | 3428 | 104.3 | 29.8 | 63.5 | $31,080 | |
| Hyundai Ioniq 5 ER | 182.5 | 118.1 | 74.4 | 63 | 4200 | 106.5 | 27.2 | 60.2 | 303 | $47,225 |
| Hyundai Kona EV ER | 171.5 | 104.7 | 71.9 | 62 | 3571 | 101 | 26 | 64.7 | 261 | $38,050 |
| Kia EV6 ER | 184.3 | 114.2 | 74 | 60.8 | 4255 | 103 | 24.4 | 50.2 | 310 | $47,325 |
| Mustang Mach-E ER | 185.6 | 117.5 | 74.1 | 64 | 4633 | 104.5 | 29.7 | 59.7 | 320 | $48,890 |
| Tesla Model Y LR RWD | 187 | 113.8 | 75.6 | 64 | 4213 | 106 | 30.2 | 76 | 320 | $44,990 |
| Toyota bZ4X | 184.6 | 112.2 | 73.2 | 65 | 4266 | 94.4 | 27.7 | 56.1 | 252 | $44,420 |
| VW ID4 ER | 180.5 | 108.9 | 72.9 | 65.2 | 4694 | 100 | 30.3 | 64.2 | 291 | $46,300 |
The upside of all this is that the Equinox EV is exceptionally roomy inside. Even with the driver’s seat set for my 5-foot-10-inch frame, I had several inches of knee clearance in the back seat along with plenty of headroom. Compared to the gas version the EV certainly feels like it’s a class larger from the perspective of a passenger.
While the Blazer and Equinox are nearly the same length, the Blazer has an extra 5.5-inches of wheelbase which allows for even more backseat space. Unless you’re chauffeuring NBA prospects, most will find the Equinox more than satisfactory.
The Equinox’s cargo hauling capacity is also more than adequate for most needs, although not class-leading. The 26.4 cubic feet behind the rear seats is 3.4 cubic feet less than the gas model and lags behind the Hyundai Ioniq 5, Mustang Mach-E, Model Y, Toyota bZ4X and VW ID.4, all of which have a smaller footprint. As expected in any crossover or hatchback, there is a 60/40 split folding rear seat that can expand cargo volume to 57.2 cubic. At our lunch stop, Chevrolet demonstrated the capacity of the Equinox with an example that was loaded with two full sets of hockey gear.
As another point of comparison, the Hyundai Kona Electric is an even more compact electric crossover that is 19.1-inches shorter than the Chevrolet, yet it provides just 1.4 cubic feet less passenger space and 0.4 cubic feet less behind the seats while max cargo volume is an impressive 64.7 cubic feet, 7.4 more than the Equinox. The TLDR is that the Equinox EV is not a leader in packaging efficiency.
Despite its surprisingly similar dimensions to the Blazer, the Equinox does look smaller to the eye. Where the Blazer has a more chunky, muscular visual demeanor, the Equinox is cleaner and sleeker. Chevrolet designers have regularly discussed the spectrum of their brand design language of late. This stretches from strength to velocity. At the strength end of that spectrum is the look applied to trucks and more rugged SUVs with a more upright fascia, with the most notable difference being the more squarish wheel arches. These have been a signature of Chevrolet trucks for decades.
The new gas Equinox has shifted in the direction of strength, adopting a more off-roady look. The EV on the other hand has gone for the velocity look like the Blazer and Corvette with round wheel arches. The Corvette is the most extreme example followed by the Blazer (now that the Camaro is defunct). The extra length of the Equinox EV gives it a slightly more wagonish stance than the more upright gas model and is, to my eye, one of the best-looking GM vehicles in some time.
Like many modern EVs including others from Chevrolet, there is a slim daytime running light bar that spans the entire upper portion of the fascia. Below a body-colored strip are the compact LED headlamps and then a diamond-textured section also in body color. The Equinox lacks the faux fender vents of the Blazer and frankly that’s an improvement. So are the body-colored wheel arches in place of the matte black of the Blazer.
Several of the color combinations are offered with a two-tone paint scheme with LT trims offering a white roof along the riptide blue metallic while RS models get a black roof option. The white-on-blue that we drove is my personal favorite but the black roof with radiant red RS is also a nice combination.
As the Equinox EV goes on sale in the coming weeks, it will only be offered in 2LT, 3LT, 2RS and 3RS trim combinations. Later in the year, 1LT and LS trims will also be added to the lineup. The 2LT rides on 19-inch alloy wheels while the other currently offered variants all roll on 21s with all of them featuring 6-lugs due to the weight of the Equinox EV. We drove a front-wheel-drive 2LT on the 19-inch wheels and they still look well proportioned for this vehicle and it doesn’t look undertired. Those that live in areas like southeast Michigan where pavement quality is best described as inconsistent may want to go with the smaller wheels with taller sidewall tires for a bit of extra cushioning and wheel protection from the potholes.
Let’s Talk Tech
All of the longer wheelbase Ultium-based EVs including the Blazer, Cadillac Lyriq, Honda Prologue and Acura ZDX use a 5-link independent suspension layout front and rear. In order to help it hit a lower price point, Chevrolet has opted for a Macpherson strut front layout on the Equinox while the multi-link setup is retained at the rear.
The propulsion and energy storage on the Equinox uses the same component set found on the rest of the Ultium lineup to help achieve economies of scale. The Ultium drive unit family consists of five different motors that can be mixed and matched in various combinations. Four of the motors are permanent magnet (PM) units of varying power levels while the fifth is an AC induction motor. The PM motors are generally more efficient than AC motors, but they also have some inherent drag when coasting. This is fine for regenerative braking, but for light load conditions, when deceleration isn’t desired, the magnets put some load on the drive system that must be countered by feeding in electricity.
Rivian gets around this by using a dog clutch on its rear motors to decouple them from the wheels when the drive torque isn’t needed, but the clutch adds weight, cost and mechanical complexity. For the electric-all-wheel-drive (eAWD) variants of the Equinox and Blazer, Chevrolet uses one of its PM drive units on the front axle and the AC drive unit to provide on-demand AWD from the rear axle.
All Equinox EVs use a front drive unit with 213-hp and 236 lb-of torque. The rear AC motor ups the total to 288-hp and 333 lb-ft, the same output provided on the eAWD Blazer and Prologue. The result is performance similar to most transverse engine AWD cars and crossovers which are primarily front drive with some percentage of the torque output diverted to the rear wheels when front slip is detected. In this case, the PM motor is always driving the front wheels and AC motor free wheels until needed for the rear axle.
Like the rest of GM’s new EV lineup, the Equinox is somewhat on the porky side with the front drive variant weighing in at 4,895-lbs and the eAWD at 5,050-lbs. For the front-driver, that 213-hp is enough to accelerate to 60 mph in about 8 seconds which means Equinox owners aren’t going to challenge Teslas for pink slips.
On the other hand, Tesla and the other EV makers that have followed have arguably moved the performance bar too far down the time scale. There’s no reason most people need a mainstream vehicle that can accelerate to 60 mph in 3 seconds or less. Not so long ago, an 8-second 0-60 sprint was actually considered quick and it’s still more than adequate. For those that feel they need the extra tractive capability of all-wheel-drive in poor weather or a bit more acceleration capability at the expense of some range, the eAWD will get to 60 mph in about six seconds.
The shorter wheelbase of the Equinox relative to the Blazer means it can only accommodate a 10-module battery pack rather than the 12-module unit currently used in the longer wheelbase models. That gives the Equinox about 85-kWh of usable energy storage, enough for FWD variants to go about 319-miles on a charge while the slightly heavier eAWD will go about 285 miles. As with the Prologue, which uses the same battery, DC fast charging is limited to 150-kW rather than the 190-kW that is possible with the larger pack. From a low state of charge with the battery temperature preconditioned, the Equinox can add about 77 miles of range in 10 minutes.
At home on a suitable level 2 charger, the Equinox can soak up 11.5-kW of charging power. An upcoming update will also enable vehicle-to-home bidirectional charging capability that enables the vehicle to be used to power a home in the event of a blackout. GM Energy recently launched sales of its vehicle-to-home kits that include a control box, smart transfer switch and inverter to provide up to 9.6-kW of power to the home.
One feature found on many EVs including the Silverado, but absent from the Equinox is a front trunk. Since this is primarily a front-drive vehicle, the engineers stacked the power electronics module on top of the front motor. Along with the heat pump climate control system and assorted other ancillary components, that doesn’t leave much useful space up front.
Let’s Look Inside
On the other hand, inside the cabin there is plenty of space as previously mentioned along with a wide range of features that would be expected in most modern vehicles. The same combination of 17.7-inch infotainment and 11-inch instrument cluster displays used in the Blazer and Silverado EV RST are standard on all trims of the Equinox. These are excellent displays with high resolution and contrast that are easy to read in all lighting conditions.
They run the same Android Automotive infotainment system with Google Automotive Services as most of the rest of current GM vehicles. That means they have Google Maps and Assistant along with the Play store to download additional apps such as Spotify, PocketCasts and a range of other media streaming apps.
Another thing the Equinox shares with the Silverado and Blazer is the absence of support for smartphone projection like Apple Carplay. The same functionality you can get from Carplay is present and built-in, although you won’t be able to use Apple Maps. Apple Music can be streamed and the system does support Siri pass-through for sending messages or making calls.
GM is including eight years of complimentary connectivity for Maps and Assistant with the purchase of its EVs and three years of streaming data connectivity. After that, users will need to either subscribe to an OnStar data plan or use their phone as a hotspot and connect the vehicle via wifi. As an Android phone user myself, I’ve never had any issue using this or other similar systems from Volvo, Polestar, Honda, Lincoln and Nissan, but iPhone users might want to make sure they try this out before committing to buying a GM EV. Most users will probably become accustomed to it fairly quickly and not have any issues, but it’s better to know before you sign on for a multi-year car loan or lease.
While smartphone projection is absent, GM is continuing to support physical controls for the most used features like climate control, audio volume and vents. Other automakers like Lincoln, Rivian and Fisker are following the unfortunate trend started by Tesla of electro-mechanical vent adjustments managed through the touchscreen. This is one of the worst interface concepts devised in recent decades. In the Equinox, drivers and passengers can just reach out grab a little tab to point the vent wherever they want.
The rest of the Equinox interior is a really pleasant place to spend time with comfortable, if relatively flat seats that are covered in GM’s take on modern vinyl that they call Evotex. On the LT models, the interior is predominantly black or black and gray with blue plastic trim pieces on the doors, outboard circular vents, and center console. Those blue trim pieces do a great job of breaking up the typical monochrome of many vehicles. RS models get those trim pieces in a red/gray gradient finish.
At the leading edge of the center console is a tray with a wireless charging pad and a pair of USB-C ports. Under the top surface of the console is another storage area for purses and other accouterments of daily life.
All Equinox EVs include a standard suite of driver assist features including enhanced automatic emergency braking that uses both front camera and radar for detection, surround view cameras, blindspot monitoring with cross traffic alert, lane keeping assist and more. The 3LT trim we drove was equipped with the $2,700 Active Safety Technology package 3 that includes Super Cruise hands-free driving assist. As on other GM vehicles, Super Cruise now supports over 400,000 miles of highways and secondary roads with that number being gradually increased via over-the-air map updates to more than 750,000 miles by the end of 2025. Super Cruise is still the best such system on the market and does a great job of holding the car in the lane while also being able to execute automatic lane changes when there is a slower vehicle ahead on a multi-lane road.
What’s It Like To Drive?
Ride quality, even on the mostly terrible roads that cover most of southeast Michigan, was surprisingly good. Going around corners, there was a decent amount of steering feedback despite the fact that this is clearly not a sports car. The not-a-sports-car vibe was reinforced by the acceleration which was initially quick off the line as expected from electric drive, but not really sustained when compared to many current EVs. The acceleration was nonetheless more than adequate.
We also got a chance to try out another LT model with eAWD. This setup had the same output as the eAWD Blazer I drove last December but the Equinox is at least 300-lbs lighter. In the Blazer, this drivetrain felt a bit underwhelming compared to the single-motor, rear-drive version. However, the Equinox came across as far more lively than either the Blazer or the front drive Equinox.
Over the past couple of years, it seemed pretty clear that General Motors considered its electric full-size trucks to be the most important products in its EV lineup, but that always struck me as wildly over-optimistic, especially with the initial versions of the trucks being planned to sell for over $100,000. GM went so far as to end production of the Chevy Bolt with the intention to retool the Orion, Michigan assembly to build these trucks in addition to the Detroit-Hamtramck assembly plant. But there are only so many people that can afford such expensive vehicles and there were already too many companies targeting the high-end of the EV market.
Meanwhile the Ramos Arizpe, Mexico plant would be producing gas and electric Blazers and Equinoxes as well as the Honda Prologue. When first announced, the Equinox was to have a starting price of $30,000 which would make it much more appealing to a broader audience that couldn’t afford six-figure pickups.
The Equinox EV Is Good
Later in 2024 or early 2025, there will be a $35,000 Equinox EV LS trim that will get down under $28,000 with the federal tax credits. At launch, the most affordable variant is the front-drive 2LT, which costs $43,295 including delivery charges. That makes the Equinox the most affordable EV in America with a range over 300 miles by a pretty wide margin and that LS will open up the lead even more. The other electric crossovers priced in the low $40K range are all shorter-range variants with ranges in the low to mid-200 miles and most aren’t eligible for the clean vehicle credit because they are built outside of North America.
Despite the fact that the Equinox EV isn’t really a compact crossover, it is an EV I would recommend to most people. With the tax credit bringing the price of a 2LT down to about $36,000, it’s actually quite competitively priced relative to gas or hybrid competitors making this midsize crossover both an excellent value and at least based on our first exposure, a really good vehicle to drive.
Good writeup, but if I may offer one critique: these ‘first drive’ reviews are severely lacking in the ‘what’s it like to drive’ department. Not just this article, and not just this website – I’ve noticed that there’s less and less column inches devoted to describing the driving experience across all the publications I read. This article had a grand total of two short paragraphs devoted to it, covering both the FWD and AWD versions. If you had trimmed out those two paragraphs, this whole thing could have been published before the 12:00 noon embargo, could it not?
But I’m not advocating getting rid of the driving impressions – quite the opposite. Can’t we get at least some effort to gather empirical data that can be used to compare cars in a segment? Hell, you could get interior noise and acceleration/braking telemetry just from using a smartphone with GPS and accelerometers, you wouldn’t need a 5th wheel or a racetrack or any other specialized measurement equipment.
I also think that the Autopian has grown influential enough to be able to gather cars together for comparison tests, so that reviewers could drive a selection of competing vehicles back to back and give impressions and comparative rankings for those things that can’t be easily quantified in numbers; “The X-pao FunkyZebra had more playful steering than the neoZaporozhets, but the choppy ride quality might not be worth it for some customers…”
I worry that, without some comparison tools like that, we’ll just get more of “the car drove… fine. Anyway, let me talk about the touch screen glare…” which isn’t really very useful or interesting, in my opinion.
Agreed. Most of the talk about the tech is largely information that a potential buyer could glean from the manufacturer website. I want to know the things that require hands-on driving time. Especially in this case, where I had already been to my local dealer and gotten hands on with one of these. I want the sort of insight I’m not getting from sitting in the car and a short dealer test drive.
If they actually hold the price… it might be a decent option. Decentish anyways. Not actually moving the cost bar for the trims that will actually sell, but hey it is something.
About 500 lbs overweight, and a bit porky for the packaging, but could be a lot worse.
Other than the lack of Carplay, it has potential.
Am I only one who thinks it is frowning?
Electric cars are basically smart phones on wheels so not having CarPlay will never make me seriously consider GM products (not that I ever did).
So you always consider GM? Your statement has more negatives than Bjork reading the weather in Reykjavík.
You’re not not not wrong.
Something about the proportions of the greenhouse compared to the body bother me, but I can’t quite articulate it.
I hate the door handles.
It’s not something I’d ever want, though I’m sure it’s adequate to meeting my daily needs.
Still seems like a lot to pay for a smallish crossover with a gold bow tie emblem
The Cadillac CT4 is only $35k, and that is a RWD sedan with over 450 miles of range, all of which are certainly more compelling features for the money.
I highly doubt anyone is cross shopping a mid-size family-oriented electric CUV with a Cadillac CT4, so I don’t see how that is relevant.
This thing is priced appropriately when compared to other EVs, even if it is expensive compared to an ICE vehicle. While I have zero interest in it, it is nice to see an EV that is semi-affordable for buyers of average means.
The cheapest available CT4 within 200 miles of me according to Autotrader (just for an example) is $39,500. 35k might be a bit optimistic (though I’m not sure how negotiation for these go).
Considering that this is actually more or less a mid-size crossover (I’d hardly call what was reviewed above smallish) the 36k for an electric family car is honestly pretty darn good. Assuming of course they actually build this trim and it sells for MSRP.
The backseat in a CT4 is nigh useless.
It’s perfect for hauling my nonexistent children to their imaginary soccer practice
Hey, that’s a perfectly reasonable use of the back seat then.
I just loaded up the back seat of my CT4 with a bunch of imaginary 2x4s and sheets of drywall, it fits perfectly!
Lower the ride height to that of a car and this is something I might be interested in. But the lack of smart phone projection would still likely push me towards another very that offers it.
Well it looks good, and it passes my highly unscientific EV ergonomics test: the pictures show a standard latch for opening the glovebox. I’ve found that if the manufacturer gets this right, they are less likely to pull other kinds of shenanigans that require seasoned drivers to relearn basic functions.
Beyond that, the packaging is poor and it’s below average on charge speed which relegates it to local travel unless you’re ready to plan for lengthy/numerous stops. The base trim is currently vaporware and when/if it does arrive, there’s no guarantee of production in reasonable numbers. I don’t think the upper trims are more compelling than the Korean offerings. For this to work the base trim has to be ubiquitous.
As I mentioned in another comment, what I really want here is the Chinese-made “Equinox Plus” PHEV that Lewin wrote about recently. The EV and gas version are already completely different vehicles here so no worries further muddying the name. Look into the tariff export offset thing that Volvo uses and get it done GM!
So, compared to a base model Tesla Model 3, the Equinox EV is:
-Slower, by enough that every driver will notice
-Worse-handling, by enough that every driver will notice
-Less energy efficient, by 20-30%.
-Slower charging, by several minutes every 150 miles on a stop.
You’re doing a massive disservice to potential customers by recommending it to “most people”
What’s more, you’re recommending the Equinox EV at the expense of a quirky, fun-to-drive car that provides a unique mid-engined-sedan feel.
Going with the Chevy over the Tesla means not supporting Musk, and not having that on my conscience makes getting the Chevy worth it.
It’s crazy but true. I would totally buy a Chevy over a Tesla for that reason alone. And I have an awful lot of long-standing beef with GM.
Also, you can actually get a Chevy serviced out here.
I understand the desire to not support people who have views that you disagree with, but I would be surprised if any CEO of any large corporation is fundamentally different than Elon Musk in terms of their politics. They just know better than to broadcast their views.
I mean, I would hope most CEOs don’t spend their days thinking about Great Replacement theory like Musk does. But real life is stranger than fiction, so maybe you’re right…god, I hope you’re not right.
I don’t have any special knowledge of what these people actually think about, but if you look at the demographics of the average CEO and the demographics of people like Elon Musk, there’s a lot of overlap.
> I would be surprised if any CEO of any large corporation is fundamentally different than Elon Musk in terms of their politics.
I suspect many CEOs are fairly right-wing, but I would hope most of them stop short of supporting literal neonazis.
I hope that, too. However, my suspicion is that the vast majority of CEOs and people in their demographic group, keep their views well-hidden from public scrutiny.
Isn’t the model 3 the size of a Corolla?
This vehicle doesn’t compete with the Model 3. CUVs/small SUVs offer a lot more cargo and passenger room than sedans. I drive a Model 3 because I like how it drives and looks, but if practicality was my #1 concern, I would have bought something else.
The Model Y is a reasonable comp, though. The base Y is $38k after the tax credit and is similar in terms of range and performance to the high-spec Equinox. The only advantage this car has over the Model Y is that it is “normal.” I would definitely buy a Model Y over the Equinox, but I can understand where someone would prefer an EV that closely resembles the ICE vehicle they are used to.
While I don’t see much appeal to the high-spec Equinox, the $28k model sounds like a good deal for the average person. I see this vehicle as generic and bland (my thought while reading was that the Equinox EV is the vehicular equivalent of unflavored yogurt), but if you want an EV transport pod the $28k Equinox seems like a good choice. I think it would be fair to recommend the $28k Equinox, although I don’t see the $36k model having much appeal.
Slower/bigger/heavier than a Model Y, Hyundai Kona, Bolt EUV, these are EVs from 5 years ago, 1 of which Chevy sold! What is GM even doing? And they removed Carplay/Android Auto for future subscription monies, hard to have subscription monies when nobody buys the cars that need the subscriptions.
It looks ok I guess but anyone who cross shops is probably just gonna get the “Honda” Prologue, at least that has Carplay.
Agreed – and there’s more options from other manufacturers also in the pipeline.
GM’s greed on going away from CP/AA is a full stop for me. What most don’t get is it’s not the Quality of the infotainment system, it’s the consistency I want my CarPlay so I get the same APPs, the same SETTINGs, the same look and feel to follow me from one vehicle to another. Even if the GM system is as good (it won’t be), it’s not what I want and most other manufactures have it… So goodbye to new GM EVs
(We have a 23 Bolt EUV and a 23 Bolt EV – both smaller, quicker and well appointed WITH wireless carplay/AA – and got them home at $25K and $21K after the tax credits + we got a 220v install in the garage + 2 charge cables + a $500 EV credit included in the sales! great deals and since we only charge at home, the level 3 charge speed is irrelevant to us).
The Carplay/AA is a weird hill for GM to die on, looking forward to people “jailbreaking” these to make them work or to disable maps payments.
As the article says, there’s no need for regular passenger cars to go 0-60 in sub 3 second speeds. It’s irresponsible and dangerous given how awful the average person seems to be at driving. Outside of the Y, the Equinox never competed with those in the first place. That would be the Trailblazer or maybe even the Trax in the Kona’s case. There’s perfectly valid issues with the mileage one can get on a single charge though. 285 on awd seems closer to 200 in real word scenarios.
True on speed, my Bolt’s quick enough for me at less than 7 seconds, heck my Neon did a little over 8 and felt pretty peppy, but my main point was it’s technical specs are kind of meh, but maybe it’s what they had to do to achieve the price point, cheaper rear motors, higher gearing and lower roofline(reducing cargo room) for better range from only 10 modules instead of 12, etc.
There was a recent story here a few months back where the very distinguished author (Huibert, IIRC) said something like ~3 seconds to 60 was commonplace and no longer a thrill. I’m paraphrasing poorly, but that was the gist of it.
Honestly I think it looks good but my appreciation pretty much ends there. For some context here are a few vehicles that this thing outweighs:
1). A loaded current gen 4Runner or Grand Highlander
2). A Telluride or Palisade
3). Two ND Miatas
4). A Honda Pilot
The AWD version essentially weighs the same as a fucking Tahoe. All in a package that’s almost the same size as the family haulers I listed, except it seats 5 rather than 6-8, has no frunk for “reasons”, and as you mentioned has less maximum cargo space than a fucking Kona EV with passenger space essentially being a wash.
What a fucking stupid, inefficient, and exceedingly American take on a commuter EV. I’d rather have a Bolt EUV, but GM decided to kill that because it was too good and they accidentally priced it affordably. God forbid we give people a well packaged, affordable EV. That won’t make the line go up enough to please the rabid investors.
Haha yeah I just looked up my FJ’s weight and this weighs more then it which is crazy to think. It is also weird this thing is wider and longer then my FJ and only a little bit shorter so I have no idea how this is considered compact haha. And crap the AWD version is only like 500 lbs less then my 92 Cummins.
To anybody wondering how something so big can have so little cargo space, look at the rake on the rear. It’s damn near the same angle as the front windshield!
Its the stigma of the station wagon.
It also has a longer hood than it realistically needs, yet somehow has no frunk.
Glad I wasn’t the only one who noticed this lol
It really gets to me because I drove an EV6 for a couple weeks and it manages a (very small) frunk with a lot less hood space. And the frunk is still there with AWD, so the difference isn’t the motor up front.
I ordered one of these and the longer I honestly consider it, the less I want it.
I’m going to disagree here.
As for interior space, GM clearly focused on using the limo-long wheelbase of space to make a cavernous backseat. This thing looks like it has full-sized truck leg room back there.
For weight, all EVs are tremendously heavy. This one is as well. But let’s not act like it’s the crime against humanity like the Silverado EV is. This at least weighs about what a class size up ICE crossover weighs. All things considered, I think that’s acceptable.
The Bolt EUV was fine and all, but it was never going to sell because it was goofy and dorky and most people hate those traits. Even if I don’t. GM is instead offering this, which isn’t just what shareholders want, but unfortunately it’s what Americans want. Mostly because we suck.
Honestly, it seems like a really compelling vehicle. Price is reasonable. People in this country love it when a car is larger than you’d expect, and for that I imagine Chevy will do fine.
Now it’s just up to GM to actually build up serious inventory, and for the dealers to not fuck it up. Big ifs to overcome by the way.
Looking at the underhood picture, I see a lot more systems integration than the Bolt. It looks like the current generation Kia/Hyundai EVs.
The specs probably don’t tell the entire story. Just looking at the specs, no one would choose this over a Model Y. However, GM is very good about actually delivering the EPA range. I bet if they used the same formula Tesla did, their range would be 360+ miles. Plus, there is the whole “it’s a regular car that happens to be an EV” that attracts a lot of first time buyers. The Tesla experience isn’t for everyone.
OOF! That “logo badge”, lol. Since the “E” isn’t even a letter here, it’s reads as “That Air Pollutant”, lol
Qui=French for that/whom
NOX= Nitrogen Oxide
They need a different colored badge for the blue paint.
That is a goatse-level stretch.
Compact? It’s about exactly the same size as a Cadillac Escalade. It has the wheelbase of a Buick Roadmaster station wagon or a Mercedes S class, and would be amusing to see it parked next to either of them.
It’s a step in the right direction, just need one about 2/3 that size
Not sure where you’re getting your specs on the escalade. The current escalade is nearly 2 ft longer, 4 inches wider, and a full foot taller. Even a 99 is still a foot longer and 10 inches taller. I agree it’s not compact, but it is not Escalade sized unless google is big time lying to me.
My mistake, i was looking at 2009 escalade wheelbase, and the overhang didn’t look too different.
I did not realize that they had gotten even bigger.
Yeah even compared to the 09 it’s a lot smaller, but if you were looking primarily at wheelbase and not overall dimensions that makes sense. The trucks and roadmaster have much bigger overhangs resulting in a much longer car overall. The roadmaster that has the same wheelbase as this is 216″ long, or somehow 4″ longer than a brand new escalade haha.
The current Escalade is grotesque. It is so fucking big it makes the OG hummer look diminutive. It’s a disgrace.
Skipped the most important question…..do the reverse lights stay on when the car is parked? Nothing more infuriating that waiting on an empty Chevy to backup.
I do not understand why this and the blazer both exist. They are far too similar and I feel like they will just rob sales from each other more than taking anything from Tesla or other competitors. Anyone able to give me a reason why this is not the case? I know the blazer is more $$$ but I fail to see a reason why it needs to be, throw the smaller battery in the blazer and it would be super comparable.
Oh, that’s easy, it’s merely an attempt to sell American “cars” to people who wouldn’t be caught dead in a Blazer or any other “SUV”, but also don’t want a Muskmelon.
See I don’t see why anyone willing to consider this would not consider a blazer. They are both very much crossovers, not BOF SUVs.
The Blazer starts 5 figures higher than this. Assuming GM delivers on their entry-level price point, which I don’t, this is significantly more affordable than the Blazer.
Yeah I was just wondering the same thing? Then again Chevy does currently have the trail blazer, blazer, trax and equinox and there seems to be a lot overlap with those vehicles just little bit different styling and prices. It just seems weird to me maybe it is to fill the segments that used to be filled by sedans, wagons and hatch backs.
Fair point, this is normal behavior from GM at this point, I guess instead of rebadging the same car for 5 different brands, they now have 5 different but competing cars under the one umbrella. Pendulum swinging too far the other way now? It’s still weird to me.
It really is like I get that they are a little bit different in sizes but you think if you are getting want an SUV (even though these are crossovers but most non car people just call them SUV’s) you would prefer to get the one with more space especially if the price difference is negligible. I guess yeah it is to appeal to the people who want something smaller which I don’t understand because if you want smaller you think a hatch back or sedan would have been more appealing but then again sales on hatches and sedans are not great in the US and reason why companies stopped selling them here so what do I know haha.
Styling, really. The Blazer is designed to look more aggressive. They also locked a couple dumb things to it: automatic folding mirrors and rearview mirror camera. Having been in both, I’d prefer to go for the Equinox entirely based on price.
The other weird thing they did is give the Blazer slightly more rear legroom and the Equinox slightly more cargo space with the seats up. I guess that differentiates a little.
I wonder if they decided not to release a 1LT Blazer because of too much pricing overlap. It’d collapse the house of cards when people saw the Equinox going for as much as the Blazer.
How’s road noise on those mostly terrible roads? Did you get much tire roar?
Why are all the ultium variants so heavy?
Is it just me or do all of the Ultium EVs seem like they wound up somewhat longer than everyone expected?
This is a good anti-Tesla. It’s a vehicle that happens to be electric. With real buttons! It should sell well given the lower than Tesla price point. If Chevy dealers get serious about selling them.
The regular car that happens to be an EV is attractive to a lot of people. I’m just disappointed it isn’t shipping with the J3400 (NACS) connector.
I’d rather get bitten by a dromedary than buy a Chevy, however I find this charming and cute. If I were in the market for an EV I’d give it a test drive. If the market were this or a Tesla Model Y and nothing else, I’d buy the Chevy without even a test drive, purely based on the interior user experience (and the absence of Nazi propaganda outlet owners in the C-suite).
Looks solid – hope they can launch without any issues / have this ultium stuff sorted out.
GM has really stepped their design up on these SUVs / Crossovers. The Trax, Traverse, and this all look good
Uses electric door handles, and uses CCS (to my knowledge).
This is meh at best.
Can confirm.
What were they thinking, putting this out with NACS?
To be fair, NACS to CCS adapters are available. An NACS port would have been a better choice, but that doesn’t preclude it from being able to use the Tesla network in the future.
The charging standard for this was almost certainly set in stone before the mass exodus to NACS happened. It didn’t happen that long ago.
I love that it comes in colour.
LOOK! RED!
That’s something I can really get behind.
I’m here for the blue/white two-tone.
I remember back in the day about 2007ish in the VWVortex/The Car Lounge Forum there was a thread which had a pic of the FJ Cruiser parked next to a Porta Potty which became an early meme thanks to the white roof/blue lower half similarities.
Truth be told – The FJ and a Porta Pottie have more in common than just a color scheme.
I’m loving the two-tone trend. The Crown looks fun, this looks fun, we need MOAR FUN.
They should just bring the hybrid over made in China which sells for about $20k and pay the 100% tariff, it will be priced in the US about the same as the EV and will sell. The pure EV for $40k+ with 300 mile range will require big discounts like the Mach-e. GM is so late to the party plus the no android auto or carplay makes it a no way for people, I think EV buyers are maybe more interested in that.
Plus the 319 mile range 1LT for $33k before tax credit is never happening. I don’t see how theres a $10k difference between 1LT & 2LT when supposedly they will have the same motors & battery.
A mediocore EV like this especially FWD should be $15k less. Can’t wait to hear GM crying how much they are losing on these. Just wait until their Ultium plants finally establish contracts with the UAW, costs will go up.
Between decontenting and just making people order the 1LT, as I suspect they will, I think GM will follow through. You tell people they can get the 1LT in 3-4 months or buy the 2LT now, and a lot of them will buy the 2LT. They had initially announced they’d ask 30k for it with a smaller battery, then they decided to bump the price up and use the same battery across the board.
The thing I wonder about is whether they’ll increase pricing each model year to make up for it.
Yeah that PHEV version they’re selling in China is incredibly compelling. Given their robust US manufacturing base, I wonder if they could get around the tariff in the same was Volvo does by offsetting with exports.
This thing definitely looks good and as an Android user I’m not really mad about Android Automotive in cars, but my wife is an iPhone user and she would be displeased.
Squinty face is the new angry face
Squinty face beats “Eats children and small animals” face.