Category: General

A $25,000 Jeep EV is coming to the U.S. “very soon,” Stellantis CEO Carlos Tavares told CNBC and other media at a Bernstein investor conference last week.

“If you ask me what is an affordable BEV, I would say 20,000 euros in Europe and $25,000 in the U.S.,” Tavares said at the conference, which was held prior to last week’s Wagoneer S debut. “So our job is to bring the safe, clean and affordable BEV to the U.S., $25,000. We’ll do it.”

Stellantis already sells the 20,000-euro Citroën e-C3 in Europe, Tavares, said, claiming the automaker is “using the same expertise” that brought that EV to market to match that pricing in a U.S.-market Jeep.

Jeep Avenger

Stellantis currently sells an all-electric version of the Jeep Avenger in Europe priced at 35,000 euros, or about $37,800, CNBC noted. Jeep has opted not to sell the Avenger, which is smaller than any of its current U.S.-market models, in this region. It’s also discussed selling more internal-combustion versions than originally planned in Europe.

Jeep has so far focused on plug-in hybrids in the U.S. The Wrangler 4xe has been the bestselling plug-in hybrid in the U.S., followed by the Grand Cherokee 4xe, Jeep CEO Antonio Filosa reiterated this week. And Jeep recently confirmed a 4xe plug-in hybrid Gladiator pickup.

The Wagoneer S EV will arrive with a base price of more than $70,000. It’s slated to be followed by the Wrangler-like Recon, which was initially announced as a pure EV but may reportedly also get a hybrid powertrain option.

2024 Jeep Wagoneer S

Tavares in late 2021 said that EVs cost the company 50% more than internal-combustion vehicles to make, calling it “beyond the limits” of what the industry can sustain because the added cost was too high to pass on to customers.

The threat of inexpensive Chinese-made EVs is becoming a reality in Europe now, and only trade policy is preventing it now in the U.S.—with the Biden administration recently raising tariffs.

Gatik’s co-founder and chief technology officer details the latest developments in the company’s driverless operations and shares how customers are replacing Class 8 big rigs with the company’s box trucks on repeatable, ‘middle mile’ routes.

Which full-line automaker announced it’s working on a $22,000 EV—in Europe?

Which automakers are going in together on a new generation of smaller engines?

This is our look back at the Week In Reverse—right here at Green Car Reports—for the week ending May 31, 2024.

In a review of the 2024 Chevrolet Equinox EV, we found that this affordable GM EV—with a $35,000 version on the way—is a competent electric vehicle that gets all the details right. And, with its EPA range of 319 miles, it appears to hit a sweet spot for range and price.

There’s room below the upcoming $35,000 version of the Equinox EV, too. A GM executive has suggested that the upcoming rebooted Chevy Bolt EV—due in late 2025—will be the most affordable EV in the U.S. market.

2024 Ford Mustang Mach-E Rally

The 2024 Ford Mustang Mach-E GT goes quicker with a new rear motor from the F-150 Lightning, and it’s more enjoyable on the backroads with its magnetic damping system and performance seats now included. But it’s the 2024 Mustang Mach-E Rally that finds clarity in the mud—and makes a lot of sense everywhere else—so check out that review on our companion site Motor Authority. 

The 2025 Cadillac Optiq EV arrives later this year, and Green Car Reports recently got up close with it. All-wheel drive, a vast fixed-glass roof, lots of screen space, and an interior that looks all the part of a luxury vehicle will distinguish this 300-mile EV that turns to lighting to sharpen its look. 

2025 Cadillac Optiq

The first U.S.-bound fully electric vehicle from Jeep was revealed Thursday night, and we also brought some in-person impressions on that upcoming model. The 2024 Jeep Wagoneer S EV compares to the Grand Cherokee in size but is a bit roomier inside. It tops 300 miles of range, the automaker says, and a Launch Edition is on the way this fall at a price of $71,995 including destination.

2024 Jeep Wagoneer S

Toyota, Subaru, and Mazda are allying to build downsized engines for hybrid models—engines that would potentially burn hydrogen or e-fuels in addition to gasoline. Subaru suggested the next-generation tech could be headed to its next Crosstrek Hybrid. 

And Volkswagen has confirmed that it’s working on a $22,000 VW EV created in Europe and intended primarily for the European market—at a price of only about $22,000. Would such a vehicle also make waves in the U.S.?

Tesla Supercharger

Whether it’s a pause or a pullback, Tesla’s Supercharger implosion is leaving space for competition—especially for the $5 billion federal NEVI charging buildout. 

According to a recent patent filing, GM is considering cooling its EV charge ports like microchips—with PCM cooling that builds on what’s been used by chips’ heat sinks for years and, lately, trendy outdoor gear. 

Versus cars, SUVs emit about 20% more CO2. Surging SUV sales continue to counter some trends toward cleaner vehicles. The generalization holds whether the vehicle is an EV or not, so keep in mind that smaller and more carlike is simply more efficient.

2021 Volkswagen ID.4 1st Edition

In a recall of the 2021-2023 VW ID.4, Volkswagen will remedy glitchy gauge clusters and flickering infotainment screens by having dealerships update the software relating to a control unit and infotainment module. 

And could commercial EVs be viable at a lower cost, with smaller batteries, thanks to dynamic wireless EV charging systems in the roadway? That’s what an Indiana test aims to investigate, and it’s one of several pilot programs looking at the tech.

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We drive the Chevy Equinox EV. Jeep rolls out its first American EV. Tesla is leaving room for rivals in charging. GM is looking to cool charge ports in a new way. And SUVs have a heavier footprint in CO2. This and more, here at Green Car Reports.

The first U.S.-bound fully electric vehicle from Jeep was revealed Thursday night. The 2024 Jeep Wagoneer S EV compares to the Grand Cherokee in size but is a bit roomier inside. It tops 300 miles of range, the automaker says, and a Launch Edition is on the way this fall at a price of $71,995 including destination.

A GM executive has suggested that the upcoming rebooted Chevy Bolt EV—due in late 2025—will be the most affordable EV in the U.S. market.

Whether it’s a pause or a pullback, Tesla’s Supercharger implosion is leaving space for competition—especially for the $5 billion federal NEVI charging buildout. 

According to a recent patent filing, GM is considering cooling its EV charge ports like microchips—with PCM cooling that builds on what’s been used by chips’ heat sinks for years and, lately, trendy outdoor gear. 

Versus cars, SUVs emit about 20% more CO2. Surging SUV sales continue to counter some trends toward cleaner vehicles. The generalization holds whether the vehicle is an EV or not, so keep in mind that smaller and more carlike is simply more efficient.

And if you missed it yesterday: In a review of the 2024 Chevrolet Equinox EV, we found that this affordable GM EV—with a $35,000 version on the way—is a competent electric vehicle that gets all the details right. And, with its EPA range of 319 miles, it appears to hit a sweet spot for range and price.

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• Jose Muñoz on EV growth

• Ford: Hybrid profits surpass gas models

• Tavares: EV switch is supplier ‘burden’

• The decline of midsize sedans

When the Chevrolet Bolt EV returns next year it will be the most affordable EV in the U.S., Marissa West, president of General Motors North America, said in a recently published interview with Automotive News.

GM discontinued the Bolt EV at the end of 2023 but has since then emphasized it’s coming back. The next-generation Bolt EV will share Ultium underpinnings with other GM EVs, providing the scale necessary to achieve a low price point, according to West.

2022 Chevrolet Bolt EV

“We’re really excited to get the Bolt with the Ultium architecture underpinnings to have the most affordable vehicle on the market by 2025,” West said, adding that the Ultium underpinnings will afford “great range” and a “really good charging time.”

GM has confirmed that the next-generation Bolt EV will be built at GM’s Fairfax Assembly plant in Kansas—starting in late 2025, which almost certainly makes it a 2026 model based on GM’s model-year cadence. At the Kansas plant it replaces the gasoline Chevy Malibu midsize sedan that is now winding down production. It’s due to build a “low-cost” version of the Bolt EV with LFP battery cells, and GM has indicated it will be the first Ultium product in the U.S. to use that chemistry.

2018 Chevrolet Bolt EV

The Bolt EV was launched as a 2017 model, and at the time was considered a major coup for EV affordability. A 2022 model-year revamp made the Bolt EV a better vehicle, and added a Bolt EUV variant to the lineup.

The Bolt EV’s legacy isn’t unblemished, though. A 2021 recall eventually spanned roughly 140,000 Bolt EV and Bolt EUV vehicles in North America after two specific manufacturing defects in battery cells supplied by GM partner LG Energy Solution led to many fires. GM replaced battery modules—and even entire packs—in some cars, while other owners got up to $1,400 as part of a class action settlement against GM and LG.

Faster DC charging has required a new generation of cable cooling, but General Motors is also looking at cooling of the charge port, a patent filing indicates.

Published by the United States Patent and Trademark Office (USPTO) April 25, 2024, and originally filed by GM October 18, 2022, the patent application in question deals with cooling of EV charge ports with phase change material (PCM).

A PCM is one that absorbs and releases heat when it goes through a phase change—hence the name. PCM cooling has been used in heat sinks in the computing world for years, and has becoming increasingly common in outdoor gear.

General Motors PCM charge port cooling patent image

In this charging application, PCM would be placed around the charge port and would shift from a solid to a liquid state as it absorbs heat caused by the flow of electricity through the port, thus providing a cooling effect, GM states in the application. If temperatures still rise above a predetermined threshold, an onboard controller would automatically derate charging, the automaker adds.

One approach discussed in the application mentions a heat spreader and metallic foam as a possible configuration, but regardless it’s unlikely that PCM charge port cooling would require moving parts. It’s also likely much less complex than liquid cooling.

General Motors PCM charge port cooling patent image

So far, efforts to cool off hardware in order to boost charging speeds have focused on other areas. In 2021, researchers at Ford and Purdue University showed off a phase-change method for helping cool EVs for faster charging. But this involved a phase change of coolant (from liquid to vapor) in a cable, not a charge port. In some EVs, the cabin cooling system also helps the battery stay cool during charging, but that also hasn’t been applied to the charge port itself.

Heat buildup is one of the main reasons EV makers are shifting to higher voltages as well. This is why Porsche pushed for 800-volt charging instead of 400-volt for the Taycan.

• SUVs are bad for the environment regardless of their powertrain
• SUVs accounted for 48% of the global market in 2023
• Larger SUVs are worse for the environment than smaller models

Global SUV sales continue to grow and, EV or not, so do their emissions, according to the International Energy Agency (IEA).

SUVs accounted for a record 48% of global car sales in 2023, but surpassed 50% of the market for the first time in “advanced economies” with around 20 million sales, according to the IEA. And while only 5% of SUVs on the road are electric, they accounted for more than 55% of new EV registrations last year, the agency noted.

This growth has been going on for some time now, to the point that one in four cars on the road globally is now an SUV, the IEA estimates. That’s having a negative impact on emissions, as SUVs average 20% higher carbon dioxide (CO2) emissions than a mid-size passenger car, according to the agency.

Combustion-related CO2 emissions from SUVs and the 10 highest-emitting countries, 2023 (via IEA)

If these emissions were compared to countries, SUVs would be the world’s fifth largest emitter of CO2, exceeding the emissions of Japan, Germany, and South Korea, according to the IEA.

That’s in part due to added weight—the average SUV weighs 440-660 pounds more than a mid-size car, according to the IEA—something that affects SUVs powered by combustion engines or electric motors. It also means more materials—including battery materials—are needed, giving SUVs a larger carbon footprint in addition to a larger physical footprint.

During 2022 and 2023, oil consumption directly related to SUVs rose by a total of 600,000 barrels per day, the IEA said, accounting for more than a quarter of the overall annual growth in oil demand.

2025 Cadillac Escalade IQ

The IEA also warned in 2023 that the SUV market is fueling global oil demand, countering some of the emissions reductions one might hope to see from higher EV adoption. The IEA in 2022 also projected that global demand for fossil fuels will peak this decade. And, the shift to SUVs aside, EVs are headed for 11% of U.S. sales this year and about a fifth elsewhere, according to the agency.

Not all SUVs have equivalent emissions, either. As the Department of Energy has pointed out, if you must have an SUV, smaller SUVs are better for the environment in terms of total CO2 emissions.

• Jeep’s first battery-electric vehicle, the Wagoneer S sizes up like the Grand Cherokee and Tesla Model Y
• Range should top 300 miles, according to the company
• Jeep seems to have left space for a range-extender in the Wagoneer S’ long hood
• Prices hit more than $70,000 for the first SUVs coming this fall

Jeep’s first electric vehicle for North America may have been teased for several years, but now it’s been revealed in production form—and with a fall 2024 arrival date, it’s just around the corner.

The Wagoneer S is only offered as a battery electric model, with 600 hp and 617 lb-ft of torque, combined, and a 0-60 mph time of 3.4 seconds. Jeep says that EPA range will top 300 miles but it’s not official yet, and with a multi-mode traction management system offering Auto, Sport, Eco, Snow, and Sand modes, some measure of off-roading will be supported.

Built on Stellantis’ STLA Large platform, the Wagoneer S uses new modular electric drive modules that combine the motor, gearset, and power electronics into a single compact unit. The brand hints that a range-extended Wagoneer S is on the way, borrowing some of the know-how from the plug-in Ram 1500 Ramcharger, although it’s unclear when such a derivative might join the lineup. As an official curtly summed it, there’s no version of the Wagoneer S with a range-extended powertrain—yet.

Jeep Wagoneer S Trailhawk concept

As Jeep puts it, it’s transformed the role of the traditional seven-slot grille from breathing to seeing, with line-of-sight lighting and a hood contoured for aerodynamics. Likewise, pocket door handles, integrated fins, and underbody shielding all help smooth the flow of air, while a rear spoiler helps pull air underneath at the rear of the roofline, setting the coefficient of drag at an excellent 0.294—15% better than the average SUV—without the need for a teardrop shape. 

Packaging inside the Wagoneer S looks like a mixed bag. The Wagoneer S is about the same size as the Grand Cherokee or Toyota Highlander on the outside, at around 192 inches long, and it rides on a 113.0-inch wheelbase. Jeep points to 99.5 cubic feet of interior volume as being about 15 cubic feet more than a Grand Cherokee—though no roomier than the VW ID.4 or Nissan Ariya by the numbers. Cargo space is 30.6 cubic feet behind the rear seats, or 61.0 cubic feet when they’re folded down to a flat space. 

2024 Jeep Wagoneer S

2024 Jeep Wagoneer S

2024 Jeep Wagoneer S

Up close and in person, one of the striking aspects of the Wagoneer S is that the hood hasn’t been shortened, as in some other electric SUVs, and the footwell space hasn’t been pushed out. That’s likely because Jeep does have that option open for an engine under the hood.

Ground clearance is just 6.4 inches—a couple of inches less than most off-road-capable SUVs, but that means entry is easy, as is liftover height to the cargo floor. In the back seat, this 6-foot-6 correspondent had loads of legroom but headroom felt tight due to the dual-pane sunroof overhead.

2024 Jeep Wagoneer S

Although other design themes are surely on the way, the Launch Edition goes with 20-inch gloss-black wheels and gloss-black and neutral gray exterior details. There’s no chrome outside, and Jeep has done away with piano-black trim inside, subbing in a new cross-patterned metallic finish and ceramic-coated aluminum trims that are, according to design boss Ralph Gilles, “maybe the opposite of wood.” You won’t find leather in the Wagoneer S either; Jeep is instead offering a so-called Cabo vinyl with anti-microbial coating, used for seats, the steering wheel, and more, that’s made from recycled materials.

The Wagoneer S includes a 100-kwh battery pack set up at 400 volts. With a DC fast-charging peak in the vicinity of 200 kw, it can get from 20-80% in 23 minutes, Jeep says. All Wagoneer S Launch Editions include either a 48-amp (11.5-kw) home AC charger or Free2Move Charge public charging credits. 

2024 Jeep Wagoneer S

The Wagoneer will get regular updates over the air, and Jeep says that future features for automated driving, performance, and more may be rolled out to vehicles. 

With its front passenger screen included, the Wagoneer S boasts a total of 45 inches of screen space. The gauge cluster itself, one of those screen spaces, has a layout that’s been revised and decluttered for simplicity—a “detox approach” according to Gilles.

2024 Jeep Wagoneer S

2024 Jeep Wagoneer S

2024 Jeep Wagoneer S

The infotainment system itself is a 12.3-inch touchscreen with wireless Apple CarPlay and Android Auto, and wireless device charging is included. The Launch Edition also includes 1,200-watt McIntosh audio with 19 speakers and a 12-inch subwoofer. 

So far, Jeep has only detailed the Wagoneer S Launch Edition. That will make its debut in fall of 2024 at a price of $71,995 including destination. Other versions of the Wagoneer S will arrive for the 2025 model year and provide a lower-priced entry point for the lineup as well as, perhaps, some space to top the lineup with more luxury or off-road-focused features. 

2024 Jeep Wagoneer S Concept

2024 Jeep Wagoneer S Concept

2024 Jeep Wagoneer S Concept

At the end of Jeep’s reveal of the Wagoneer S it included a preview of the form that will likely take. The Wagoneer S Trailhawk Concept, as Jeep puts it, “tells the tale of an SUV that is designed to drive and thrive on dusty trails and rocky terrain.” Versus the Wagoneer S, the Trailhawk concept rides higher and includes a Rock mode, and it includes heavy-duty tow hooks, 31.5-inch all-terrain tires, and an electronic rear locker. 

Heated and cooled seats are upholstered in Mantis Green perforated synthetic material, while the instrument panel gets “a unique meteorite-inspired genuine stone veneer.” Also of note is an octagonal steering wheel with a tactical-inspired grip at the 9 and 3 o’clock positions. 

Jeep Wagoneer S Trailhawk concept

Jeep will also be taking its EVs into tougher off-road territory. The Wagoneer S will be joined by the Jeep Recon EV, a fully electric “brother” to the Wrangler, next year, and then in 2026 Jeep plans to introduce a new “electrified” midsize model that could replace the Cherokee. It says that by the end of 2025 it will offer “multi-energy options” across its whole lineup. 

The 2024 Chevrolet Equinox EV is one of this year’s most important new electric vehicles. Nominally a compact crossover SUV with 285 to 319 miles of EPA-estimated range, it’s priced competitively, with prices starting at $43,295 (including a mandatory $1,395 delivery fee). 

And an entry-level trim starting at $34,995 remains promised for “later this year.”

The front-wheel-drive Chevy Equinox EV (319 miles, $43,295) effectively equals the Tesla Model Y Long Range RWD (320 miles, $46,630) on range but undercuts it slightly on price. As of now, every version of both cars qualifies for the $7,500 EV tax credit—now a point-of-sale purchase rebate for eligible buyers. NOTE: EV powerhouse Tesla alters its specs and prices so often that you should confirm this for yourself. 

2024 Chevrolet Equinox EV

Equinox EV is “normal” for mass market

Crucially, the electric Equinox has few of the peculiarities that can make EVs seem foreign to first-time shoppers. Its controls are largely conventional, including a stalk for the windshield wipers, and knobs or switches for climate control and audio volume. Regenerative braking and one-pedal driving are built in, but you can dispense with them entirely to make the Equinox EV drive as if it had a conventional torque-converter automatic transmission. On the downside, it forgoes a front trunk—a wasted opportunity, since the included portable charging cord lives deep under the rear cargo bay, meaning all luggage must be removed to retrieve it.

All this differentiates Chevy’s smallest EV from the Tesla Model Y—which last year was not just the world’s best-selling EV but its most popular single vehicle by sales. Other small-SUV EV competitors include the Hyundai Ioniq 5, Kia EV6, Nissan Ariya, and Volkswagen ID.4. 

2024 Chevrolet Equinox EV

2024 Chevrolet Equinox EV

2024 Chevrolet Equinox EV

The Equinox EV has been a long time coming, and it’s meant to be Chevy’s highest-volume EV. Its projected 2023 arrival is why Bolt EV production ended last year, according to GM. 

The ensuing—and humiliating—12-to-18-month delay in getting Ultium vehicles into production wasn’t due to problems at GM’s cell plants, but a vendor’s inability to provide reliable, high-speed automated machinery to assemble large, complex Ultium battery modules. With Blazer EV, Silverado EV, and (front-wheel-drive) Equinox EV models now arriving at GM dealers, those problems seem to be in the rear-view mirror—permanently, GM hopes.

We spent a day and more than 100 miles with two Equinox EVs in mid-May, and found ourselves impressed. Most of our time was in an LT model with front-wheel drive; we also drove an AWD version briefly. By the time you read this review, most Chevy dealers should have Equinox EVs in stock.

2024 Chevrolet Equinox EV

Equinox EV sizes up compact—again

Chevy may call the Equinox EV a “compact crossover” SUV. That segment is the largest single piece of the U.S. market, accounting for 1 in 4 vehicles sold (more than midsize SUVs or full-size pickups), but the Equinox EV is large for the segment. Versus a gasoline Equinox (the two share no structure), the electric Equinox is about 8 inches longer (at 191 inches), 12 inches wider (85 inches with mirrors out), and the same height (65 inches). Its 116-inch wheelbase is about 9 inches longer. The Hyundai Ioniq 5 and Volkswagen ID.4 are about 8 inches and 11 inches shorter, respectively. But the “compact” Equinox offers substantial interior room front and rear, along with a flat floor for rear-seat riders.

We like the styling of the Equinox EV more than that of the bigger Blazer EV. The Chevy “brow” and bowtie remain at the front, but the smoothly sculpted sides avoid unusual creases or accent lines. The rear has a sleek, full-width light dividing the ducktail liftgate, but it all somehow works. We didn’t get a coefficient of drag, but this is an entirely normal-looking crossover SUV—and we found it handsome at that. We were quite taken by our test car’s Galaxy Grey metallic paint; it has a hint of pink or lilac, for a striking hue that was appealing and distinctive. (Yes, you can get predictable, boring silver if you prefer.)

2024 Chevrolet Equinox EV

2024 Chevrolet Equinox EV

2024 Chevrolet Equinox EV

Inside, the standard Chevrolet suite of digital instrument cluster in front of the driver and central touchscreen for driver and front passenger defines the cabin width. Chevy’s comparison sheet specifically notes its center screen is larger (17.7 inches) than that of the Tesla Model Y (15.4 inches). The Model Y has no instrument cluster behind the steering wheel, while the Chevy cluster is 11.1 inches.

Our 2LT test car had a largely gray and black interior, with accents in blue and silver matte trim that livened up the color scheme a bit. The low, wide screens underscored the horizontal dash, which had two large outboard eyeball vents (but, oddly, two rectangular ones in the center).

Equinox EV performance: No kick in the kidneys

All versions of the Equinox EV are powered by an Ultium battery pack, which GM says has 85 kilowatt-hours of usable capacity. Its NMCA cells come from joint-venture GM-LG cell plants. Two of those plants (Lordstown, Ohio, and Spring Hill, Tennessee) are now up and running, with a third in Lansing, Michigan, now under construction. 

The permanent-magnet motor that powers the front wheels in every Equinox EV is rated at 157 kilowatts (213 horsepower) and 236 pound-feet of torque, with 0-to-60-mph acceleration quoted at 8.0 seconds. If you want all-wheel drive, buyers can add an induction motor powering the rear axle, for a combined power of 212 kw (288 hp) and 333 lb-ft of torque, That cuts 2 seconds off the quoted 0-to-60-mph acceleration, but it knocks 34 miles off the rated EPA range, taking it from 319 to 285 miles. That’s still higher than most competitors but below the magic 300-mile mark.

2024 Chevrolet Equinox EV

Still, the FWD Equinox EV’s highest range of 319 miles equals the RWD Model Y Long Range (320 miles), with the Ioniq 5, Ariya, and ID.4 trailing behind at 291 to 304 miles. On the road in a FWD 2LT model, our rough observations suggested Chevrolet’s remaining-range estimator was accurate: Covering 102 miles reduced the indicated range by 106 miles—and it took battery capacity from 98 percent to 66 percent. Chevy suggests these ranges will let drivers treat it “like a tank of gas,” meaning they won’t have to plug in every day in average usage.

Acceleration is quick enough to keep up with most traffic, though the accelerator is far from hair-trigger: You need to ask for the extra oomph to get it, and you won’t get the kick-in-the-kidneys experience here. The AWD model is somewhat quicker, though not substantially so, and we noticed some torque steer in it that was entirely absent from the FWD version. 

The electric Equinox is about 1,600 pounds heavier than the gasoline version of the same name. That and its long wheelbase make it smooth and confident on the road. The 38-foot turning circle is average for the category (though larger than the ID.4’s admirable 31.5 feet). The suspension is tuned for comfort, and roadholding was perfectly fine for any situation we put it through—bearing in mind Detroit has essentially no hills and very few curvy roads. We look forward to testing it more energetically in more varied terrain.

2024 Chevrolet Equinox EV

Chevy one-pedal driving has always been good, and Ultium EVs are no exception. An icon at the top of the touchscreen produces a box for “One Pedal Driving” set on “Normal”; tapping the icon again turns off regen entirely. But further action is needed to get to the strongest regen: a driver must tap the words “Set Level” in that box, then tap “High” on the dropdown that appears. This ought to be combined into a single popup window to lessen driver distraction.

Spacious, smooth, gets the details right

For a “compact” crossover SUV, the Equinox EV has considerable space inside—not just in front, but in the rear too. It has as much rear-seat legroom as some midsize gasoline SUVs, plus the flat rear floor that makes the center rear seat more tolerable in long-distance travel.

Sitting behind the wheel, the hood bevels downward, offering a good view of the road ahead. Raising the seat to get the driver’s shoulders above the window line helps too. Rear three-quarter vision is minimal, like most SUVs these days.

2024 Chevrolet Equinox EV

The wide console offers two cupholders, a slot for pens, and plenty of space for all the other stuff passengers carry. There’s also a large storage tray on the floor underneath the upper part of the console; like most, it’s invisible when the interior plastics and carpet are black. The console itself, under the central armrest, is hinged to open toward the driver—inconvenient for front passengers.

A power icon on a small button sitting atop the center dash screen serves two functions: one tap mutes the audio volume, a second tap turns off the screen. 

Cargo volume is 26.4 cubic feet in the load bay behind the rear seat, and 57.2 cu ft with the rear seat backs folded down. Unlike some competitors, those in the Equinox EV fold all but flat, giving a long load floor that handles flat cargo. 

2024 Chevrolet Equinox EV

2024 Chevrolet Equinox EV

Two Equinox EV trims, optional AWD

For the moment, the Equinox EV range is fairly simple. Shoppers can choose the standard LT or “more expressive” RS trim. Both are offered with standard front-wheel drive, and all-wheel drive optional. Each trim has a “2” level and a “3” level, with a higher number indicating more standard and optional equipment at a higher price. Chevy says the base 1LT will arrive later this year.

The 2LT comes standard with 19-inch alloy wheels, a front LED light bar, roof rails, a power liftgate, heated front seats and steering wheel, power driver’s seat adjustment, and adaptive cruise control. Options include Super Cruise hands-free cruise control, and either a white-painted roof or a panoramic sunroof. The 2RS adds 21-inch wheels with lower-profile tires, a black-painted roof, a “flat-bottom” steering wheel, and other appearance items.

2024 Chevrolet Equinox EV

Moving up to the 3LT adds ventilation to the heated front seats, power adjustment to the front passenger seat, heated seats in the two outboard rear positions, dual-zone climate control, heated wiper parking, and 21-inch alloy wheels. The 3RS has similar appearance upgrades to the 2RS. 

While larger wheels often look better, we always suggest the ride may be better and drivers may get better range with the smaller wheels—if other EVs are anything to go by. (Chevy reps couldn’t tell us which wheels applied to the EPA range ratings.)

Unlike many EVs in this class, our Equinox EV 2LT model included a rear-window wiper—a standard feature on gasoline crossovers, but one often eliminated on their electric counterparts to reduce air drag. On the other hand, wireless phone charging does not appear to be available. Fitted with an optional hitch receiver, the Equinox EV can trailer up to 1,500 pounds. Chevy had no information on how that could affect its rated range.

A major option is the Super Cruise hands-free adaptive cruise control system, among the best we’ve tested. It’s an option on all trim levels (2LT, 2RS, 3LT, 3RS) at launch. We used it multiple times in our Equinox EV drive, and it performed exactly as promised—including automatic lane changes, when safe, that overtake slower traffic ahead and then (kudos!) move back to the right-hand lane after passing. The system comes with a 36-month free trial, after which it’s $25 per month to continue OnStar and Super Cruise connectivity.

Chevrolet Equinox EV

No Apple CarPlay, and Google gatekeeping

This brings us to the elephant in the room. The Equinox EV does not offer Android Auto or Apple CarPlay smartphone mirroring. (GM staff emphasized Tesla also has never offered those features—without ever naming the other EV maker.) That pushes apps onto the vehicle’s system, using the vehicle’s data access—required separately—and GM reps couldn’t say who owns the data on drivers’ app usage, routing, destinations, song choices, and all the rest.

For this Android-using reporter, the navigation aspect proved somewhat less dire than expected. Apple fans who now rely on Apple Maps are pretty much out of luck.

In the Equinox EV, the built-in Google Assistant delivers navigation via Google Maps, integrating the battery state of charge. Like a Tesla, it will route the electric Equinox to a destination via fast-charging stations and precondition the battery before a charge when needed—and it tells drivers how long to stay and what state of charge will remain at their next stop. (Just as every Tesla has done for 10+ years.) We weren’t able to test the routing feature during our time with the Equinox EV. This feature will be free to owners for 8 years, perhaps more. GM reps suggested it hasn’t been decided if access will continue beyond then, or what it might cost afterward.

2024 Chevrolet Equinox EV

Range over efficiency?

Our drive route mixed rural Michigan roads and fast Interstate traffic up to 80 mph. Over 100 miles, we saw efficiency of about 3 miles per kwh. That’s not as high as some competitors, but buyers focus far more on range than efficiency—if they even know what a kilowatt-hour is. The 300-mile range number will be the one they care about. 

Like all Chevy EVs smaller than full-size trucks, the charge port door is found at the top of the left-front fender, just ahead of the driver’s door. The onboard charger of every Equinox EV is rated at 11.5 kw, meaning up to 36 miles of range added per charging hour. 

DC fast charging up to 150 kw comes via a CCS port, though a switch to the NACS port seems likely for future model years. At that rate, Chevy quotes “approximately 77 miles of range in 10 minutes,” but it has the good grace to note that number “varies” based on state of charge, charging-station power capability, ambient temperature, and other factors. Bidirectional charging for V2H emergency home backup is coming later.

2024 Chevrolet Equinox EV

Equinox EV is competent overall, competitive on range and price

Overall, we found the Equinox EV not just competent, but better than expected and fully competitive. Its rated range equals that of a Tesla Model Y, at a slightly lower price, and we hope its navigation routes among charging stations as seamlessly as Tesla’s does. Importantly, it’s a new and fresh EV (which the Model Y no longer is) in the largest current segment: small crossover EVs. Chevrolet says it can build up to 150,000 of them a year, “if the demand is there.” 

The major hurdle for the electric Equinox may be the variable quality of the salespeople at Chevrolet’s “valued partners,” the independently owned and operated franchised dealerships. 

2024 Chevrolet Equinox EV

During our drive event, one Chevy exec said to media colleagues, “They told us this one has to be right, out of the gate.” We’d say the car has ticked that box. Let’s hope the way they’re sold—especially to the growing pool of EV-curious first-time shoppers—clears the same bar.

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Chevrolet provided airfare, lodging, and meals to enable Green Car Reports to bring you this first-person drive report.