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Chevy Equinox EV first drive: GM may have cracked the code in delivering a quality SUV that’s affordable [Video]
Chevy is finally beginning sales of its long-anticipated Equinox EV, but before then, I got an invite to Detroit to test it out for myself. I was admittedly skeptical of this EV, but once I got behind the wheel, I realized that the new Equinox is a well-built model with plenty of features and enticing pricing to boot. Be sure to check out my driving impressions in the full video below.
Table of contents
The Chevy Equinox EV has been a long time coming
As always, I like to start with a bit of a refresher course on how we got to today, with the Chevy Equinox EV on the cusp of reaching its first customers in the US. Chevy has been teasing an all-electric Equinox since early 2022 when it unveiled plans for the model and promised to deliver it at a starting price of $30,000—sorry, “around $30,000.”
Even at around $30k, that’s a game-changing price for a crossover EV, and GM stuck to that price point over the next two years as we learned more about the Equinox, including pictures of its two-toned exterior. However, we were still left guessing on vital metrics like range, battery size, and, of course, verified pricing.
As the official launch approached, we learned that the Equinox EV would begin production in 2024, and Chevy has a lot riding on its success. By February of this year, we learned that “priced around $30,000” actually means “$35,000,” which is higher than expected but still affordable. Plus, the Equinox offers 319 miles of range.
Chevy even started pulling demand levers before Equinox EV deliveries, offering Bolt owners $3,000 off to make the switch. The American automaker has publicly stated hopes for this new all-electric model to help it win back some of its market share, and after driving the crossover SUV, I think that may happen. Here are my thoughts.
Performance specs of the FWD 3LT Chevy Equinox EV
For this drive event, the media traveled to the Motor City, home of GM and Chevy, where we all got to test out various FWD versions of the Equinox EV. My driving partner (shout out to Jared) got downstairs early and snagged us the only two-toned version, which happened to be the 3LT trim—the second-highest tier below the top-level 3RS.
The Equinox comes equipped with with 19- or 21-inch aluminum wheels and all-season self-sealing tires spun by a single front-wheel-drive motor. GM estimates that the FWD versions of the Equinox EV will deliver 319 miles of range on a single charge. For comparison, the eAWD trims offer an estimated 285 miles of range.
The 3LT delivers 213 horsepower and 236 lb-ft of torque and can accelerate from 0-60 mph in under 8 seconds, while the eAWD trims are slightly more powerful thanks to a smaller air-cooled induction motor in the rear. Those models offer 288 hp and 333 lb-ft of torque, hitting 0-60 mph in under 6 seconds.
Those are not crazy impressive acceleration times, but the Chevy team told us that through its research, it has determined that would-be customers in the crossover BEV segment aren’t looking for blistering speed. What the BEV lacks in giddy-up, it makes up for in range, cargo, and smoothness.
Lastly, all trims of the Equinox EV have DC fast charging capabilities up to 150 kW, garnering a GM estimated 77 miles during a 10-minute session. Level 2 rates peak at 11.5 kW, replenishing an estimated 34 miles of range every hour. Before we get to my driving impressions and video review, let’s look at the Chevy Equinox EV inside and out.
An “athletic” exterior matched by a simple, clean interior
At first glance at the Equinox’s exterior, it appears sleek and aerodynamic, without sacrificing too much of its side profile to the point that it looks like a top-heavy sedan. The headlamps across the entire front and thin and sleek, and the air flaps tie everything together nicely as you move around to the side and really notice the two-toned paint job.
I’m usually not a fan of chrome, but Chevy’s subtle use of it along the wheelbase and windows really works in my opinion. Having the “riptide metallic blue” was awesome to shoot in the sun and in overcast skies, but the color closely matched the Equinox badge on the rear, so my driving partner and I, as well as passersby, joked about the SUV being called the “Quinox” (see for yourself above).
The trunk had plenty of cargo storage and a little extra tub below the carpet that looked like it could double as a cooler. I liked that you could pull a lever to have the seats drop from the trunk rather than walking around to the back seats and doing it yourself. This crossover offers 57.2 cubic feet (1,614 liters) of max cargo room with the rear seat and was surprisingly roomy.
Moving into the cabin, the Equinox EV’s dash and steering wheel are familiar if you’ve driven other Chevy models (or the Honda Prologue or Acura ZDX). The leather is a nice touch that adds to the feel of quality, but there is admittedly nothing extra special about the cockpit. That being said, it is more than adequate and by no means appears cheap or plasticky.
The blue brushed aluminum accents are just subtle enough not to overpower the look and feel of the front seat, but I’m still not sure how I feel about it. To me, it looks like metal that still has a protective film on it. I kept wanting to peel it off and post it to r/OddlySatisfying.
My 3LT came with heated seats but no A/C. This is a potential deal breaker for me personally, but I’m sure most people won’t care. Still, the seats are very comfortable.
The rear is clean but admittedly simple. There is not much to talk about here. There is more leather on the seats and a couple of USB-C ports on the back of the center console, but no HVAC controls. I had plenty of legroom when I was back there, snapping the pics you’ll see below.
The dash features two displays: an 11” driver display and a 17.7” center screen on which you can control virtually everything, including customized ambient cabin lighting. Since we drove during the day, I wasn’t able to experience the full effect, but it’s a nice touch for fun on the road at night.
You can also control the Equinox’s four drive modes from the center screen, which I’ll discuss in my impressions of this Chevy EV on the road.
Driving impressions: SuperCruise does it again
The Chevy Equinox EV has four drive modes: Normal, Snow/Ice, a customizable “My Mode,” and Sport Mode, which I used most of the time. Because it has a single FWD motor, you don’t feel much difference in the ride.
The navigation system was fine, but I admittedly always miss Apple Carplay when I don’t have it. It’s easier. Many times throughout the drive, my partner and I (half) jokingly yelled, “Bring back CarPlay… and bring back the Bolt ASAP, dammit!”
As I experienced in my recent Silverado EV drive and any other Ultium vehicle I’ve driven, SuperCruise shined. The hands-free ADAS is easy to use and makes long highway trips much more enjoyable. It also allowed me to quickly snap photos of my journey, like the one below.
I found the Equinox didn’t try to switch lanes as often as the Silverado EV, but that could have just been the route I was on. Still, I can’t say enough good things about this technology—it feels so much more useful and realistic at this point than full self-driving.
Overall, the cabin experience was quiet and smooth. Road and wind noise were minimal, and bumps were well alleviated by the SUV’s suspension. This made for an enjoyable experience on the highway, in a neighborhood, or on a service road.
Chevy Equinox EV pricing, availability, and our video review
Overall, the Chevy Equinox EV has the makings to be a bonafide winner in the crossover segment and the BEV market overall. It doesn’t necessarily blow you away with its bells and whistles in the interior, but it is more than adequate. It does not appear as quickly developed and assembled as it was (Chevy said this was the fastest BEV brought to market aside from the Hummer).
The ride is smooth and relatively quiet, and the estimated 319-mile range (if confirmed by the EPA) will be a huge selling point for consumers who still don’t understand that they don’t need more than 300 miles of range most days.
While Chevy came in a little higher on starting MSRP than initially teased, $35k for a crossover of this level is an absolute steal, and I think many potential consumers will bite. The 3LT FWD trim I drove starts at an MSRP of $45,295 before taxes and destination fees. Add the full $7,500 federal tax credit potential, and you’re looking at a solid BEV for under $40k, which is a significantly better range than its competitors.
The Chevy Equinox EV is now available to configure and order in both FWD and eAWD versions, including the 2LT, 3LT, 2RS, and 3RS. According to Chevy, the $35,000 base-level LT is expected to hit the market later this year and should still deliver 319 miles of the estimated range. It will be interesting to see how those features and specs compare to the current options, and I trust that we will report back on that and hopefully get behind the wheel of one soon.
In the meantime, you can check out my full video review of my drive in the Chevy Equinox 3LT EV below:
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Back in 2018, when most electric motorcycle startups were showing off what looked like clunky science experiments or budget-minded e-scooters, a little company out of Stuttgart quietly unveiled one of the wildest-looking two-wheelers I’d ever seen. As one of the first motorcycle journalists to cover Sol Motors and their outlandish debut seven years ago, I’ve been keeping tabs on them ever since. And now I am excited to share that the Sol Pocket Rocket is finally preparing to launch in full production form. Yes, really.
The German company is now taking pre-orders for its uniquely tubular electric motorcycle that somehow looks like a mashup between a torpedo, an irrigation pipe, and a Star Wars prop. And yet, despite its cartoonish silhouette, it might just be one of the coolest ultra-urban e-motos headed for the streets.
The Sol Pocket Rocket comes in two versions: the standard model and the more powerful Pocket Rocket S. The latter packs an 8.5 kW (roughly 11.4 hp) electric motor that propels the bike to a top speed of 85 km/h (53 mph), while the standard version tops out at 45 km/h (28 mph), putting it in moped territory in many markets.
That makes it a perfect fit for cities, especially in Europe where light electric mopeds and motorcycles are gaining traction among young riders who want something fast, fun, and emissions-free, but without the size, weight, or cost of a traditional motorcycle. The bike’s 2.5 kWh battery may not sound like much, but the company says it offers up to 108 km (67 miles) of range for the lower speed version or 68 km (42 miles) of range for the higher speed version, which is generally more than enough for most urban commutes. The battery is also removable, allowing for convenient charging inside your apartment or office. That can be a neat trick for riders who charge at work, essentially doubling the maximum range they can commute.
And while we’re on the topic of design – yes, it’s unusual. The Pocket Rocket’s oversized aluminum top tube houses the battery and electronics, while a minimalist seat juts out from the back like a café racer’s rear hump. There’s no bodywork to speak of, giving it a raw and industrial aesthetic that’s either futuristic or ridiculous, depending on the lighting and your mood. But I’ve got to admit, I kind of love it.
The frame, wheels, and swingarm are all nicely machined, giving the whole thing a premium feel, or at least as premium as a potato gun on wheels can look. It’s like if Bauhaus made a Hot Wheels bike that could run on electrons.
Sol Motors is positioning the Pocket Rocket not just as a stylish e-motorcycle, but as a viable alternative to cars for city dwellers who want to skip traffic and parking headaches. It’s light, fast enough for urban streets, and small enough to squeeze into even the tiniest bike parking spot.
Pre-orders are now open and pricing starts at €5,990 for the standard model and €6,980 for the S version. That’s certainly not cheap, but not outrageous in today’s market for well-designed, European-made electric two-wheelers.
Electrek’s Take
I’ve covered a lot of oddball EVs over the years, but the Sol Pocket Rocket has a special place in my heart. There’s something honest about a company that doubles down on such a bold design and actually makes it work. Sure, it looks like a giant spool holder from the wrong angle, but it also looks like a lot of fun from the right angle! And the fact that it’s fast, fun, and actually headed to production means it offers three things that are far from a guarantee in today’s market.
It may have taken the scenic route and had a false start or two, but it looks like the company is finally ready to put that rubber on the road for good this time.
After nearly seven years of anticipation, I’m thrilled to see this bizarre beauty finally hitting the road. And hey, if anyone wants to send one over for a review, my driveway’s been waiting just as long.
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Environment
The 2026 Chevy Blazer EV lineup looks a bit different, but prices still start at under $45K
Chevy is introducing an updated lineup for the 2026 Blazer EV, including a few slight modifications. Despite the changes, prices will still start at under $45,000.
2026 Chevy Blazer EV prices by trim
GM’s Chevrolet is currently the fastest-growing EV brand in the US. Through May, Chevy sold over 37,000 EVs, surpassing Ford, which sold about 34,000.
Although the Equinox EV stole the spotlight, becoming the third top-selling EV behind Tesla’s Model Y and Model 3, Chevy’s electric Blazer has quiety been driving growth. In April, the Chevy Blazer EV was the sixth-best-selling EV.
With “the Equinnox and Blazer right in the heart of the market, they are really benefitting from that,” Tom Libby, an analyst at S&P Global Mobility, explained.
With the 2026 model years arriving with a few updates, Chevy looks to continue closing the gap with Tesla. Earlier this month, the 2026 Chevy Silverado EV configurator went live with base prices about $10,000 cheaper than the outgoing model. Now, it looks like the electric Blazer will be next.
New order guide data show the 2026 Chevy Blazer EV LT FWD will still start at $44,600, not including the destination fee. The 2026 model year will be available in FWD, AWD, and performance AWD configurations. However, Chevy is dropping the RWD option.
Although the base LT model is priced the same, the 2026 Chevy Blazer RS AWD is $500 more than last year’s model, starting at $50,400.
The 615 horsepower Blazer EV SS, the quickest SS Chevy vehicle to date, will still start at $60,600. Like the 2025MY, GM’s Super Cruise is standard on the SS and available for other trims. It costs $3,255 this year, the same as it did in 2025.
Other upgrades for the new model include a new Polar White Tricoat paint option and a standard dual-level charging cord, but it still lacks a NACS port.
A Chevy spokesperson confirmed to Car and Driver last month that “To simplify the product lineup while still offering the most popular options for consumers, RWD will not be available beginning with the 2026 model year.”
Up next will be the 2026 Chevy Equinox EV, or “America’s most affordable 315+ mile range EV,” as GM calls it. The base 2025 LT model starts at $34,995. Chevy keeping entry-level Blazer prices the same could be a good sign for the Equinox.
| 2026 Chevy Blazer EV trim | Starting MSRP* | Range (*2025MY EPA-estimated) |
| LT FWD | $44,600 | 312 miles |
| RS FWD | $50,400 | 312 miles |
| SS AWD | $60,600 | 303 miles |
With the federal EV tax credit set to expire at the end of September, Chevy is offering some serious savings opportunities. Starting at just $289 per month, the 2025 Equinox EV is hard to pass up. GM is also offering 0% APR across all 2025 Equinox EV, Blazer EV, and Silverado EV models.
Ready to test one out for yourself? You can use our links below to find deals on Chevy EV models at a dealer near you.
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Tesla has expanded the service area of its Robotaxi service in Austin, and it did so to draw a penis-shaped service map, seemingly for no other reason than to satisfy the juvenile humor of its CEO, but what it really achieved is to illustrate how unserious Tesla’s Robotaxi business is compared to other efforts.
Last month, Tesla launched its Robotaxi service in Austin, Texas, and as expected, the service was mostly for show and to give CEO Elon Musk a win after years of failed predictions regarding Tesla’s self-driving efforts.
The service was launched only for a small group of Tesla stock promoters on X, and it required a Tesla employee sitting in the front seat with a finger on a kill switch at all times.
In other words, it’s basically Tesla’s Supervised Full Self-Driving (FSD) in consumer vehicles, but with the supervisor moved from the driver’s seat to the front passenger seat.
Tesla also launched into a small area of South Austin, but last week, Musk said that the company would expand the service area by the weekend.
Late on Sunday, Tesla did update the service area, and it now looks like this:
There’s no practical reason to cover this specific section of Austin. The update appears to be solely to satisfy Musk’s famously juvenile sense of humor, which includes fascinations with the numbers “69” and “420”.
Tesla has also been offering rides in Robotaxi (invite-only) for $4.20 a ride.
In practice, what this joke does is illustrate just how unserious Tesla’s Robotaxi effort is in comparison to other autonomous ride-hailing programs.
Waymo already operates a larger area of Austin, and it does so without any supervisor inside the vehicle. It also operates in San Francisco, the Bay Area, Los Angeles, and Phoenix:
Tesla shareholders are holding on to the hope that Tesla will be able to scale faster, but Waymo has even launched in Atlanta since Tesla launched its limited service in Austin, and they are preparing to launch in Philadelphia and New York.
Meanwhile, Tesla still operates with supervisors inside its vehicles – a step that Waymo completed years ago.
Electrek’s Take
Look, I love a joke as much as the next guy, but when the whole service is a joke, maybe don’t draw a penis with the service map.
In China, I rode in Baidu’s Apollo Go, and it simply works without anyone in the car, and it is in operation in half a dozen cities.
It’s cool to see Tesla making progress here, but what’s less cool is the moving of the goalpost that leads to people forgetting that Tesla has promised unsupervised self-driving in all vehicles built since 2016.
Meanwhile, its progress has yet to outpace competition and CEO Elon Musk is out there claiming Tesla is the leader in self-driving with no close second.
It’s a level of delusion that you don’t want to see in someone deploying “self-driving” 5,000-lb machines moving at high speeds on public roads.
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