![Chevy Equinox EV first drive: GM may have cracked the code in delivering a quality SUV that's affordable [Video]](https://i0.wp.com/electrek.co/wp-content/uploads/sites/3/2024/05/Chevy-Equinox-EV-hero.jpg?resize=1200,628&quality=82&strip=all&ssl=1)
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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Following successful inbound implementations in the Pacific Northwest, North Carolina, and Mexico, Daimler Trucks North America (DTNA) is expanding the reach of its electric semi fleet into Arizona with long-time associate JB Hunt.
JB Hunt will add the new Freightliner eCascadia electric semi to its Arizona fleet immediately, and put it to work delivering aftermarket truck parts from DTNA’s parts distribution center (PDC) in Phoenix to multiple DTNA dealers along a dedicated route.
The electric Freightliner truck is expected to cover approximately 100 miles in a given day before heading “home” to a Detroit eFill charger installed at Daimler’s Phoenix facility.
This milestone marks the first all-electric route in the DTNA aftermarket parts distribution network, significantly reducing carbon emissions and setting a precedent for future sustainable outbound logistics operations.
“This solution with DTNA is a great example of our commitment to supporting customers’ efforts to reduce their carbon footprint and work towards energy transition,” explains Greer Woodruff, executive vice president of safety, sustainability and maintenance at JB Hunt. “JB Hunt owns and operates several eCascadias on behalf of customers, and our drivers have really enjoyed their in-cab experience. As customer interest continues to grow, we are here to enable their pursuit for a more sustainable supply chain in the most economic means possible.”
Daimler is analyzing future expansion opportunities throughout its internal parts distribution and logistics with an eye on electrifing additional routes and further reducing the carbon footprint of its logistics operations.
JB Hunt will evaluate its utilization of the charging station for other customers in the area, eventually enabling fully integrated zero-emission vehicle solutions into its 3PL fleets.
SOURCE | IMAGES: Daimler Trucks North America.
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The Greek cities of Athens and Thessaloniki are popular tourist spots, and those tourists are about to breathe a little bit easier – literally! – thanks to nearly 90 new electric garbage trucks from Mitsubishi Fuso.
The Daimler-owned Mitsubishi Fuso brand has been making big moves since export of its newest electric eCanter medium duty truck kicked off earlier this year. First expanding to Hong Kong, and now taking orders in the EU.
“Thanks to its compact dimensions and high chassis load capacity, the electric Next Generation eCanter is ideal for waste disposal companies that drive on narrow roads,” says Florian Schulz, Head of Sales, Marketing and Customer Services. “In addition, the vehicle is locally emission-free and quiet, so that garbage can be emptied early in the morning in densely populated areas. This makes it particularly suitable for municipal applications.”
One of the most important goals the cities’ governments had was to quiet down the garbage collection process. To that end, Greek body manufacturer KAOUSSIS has put a lot of development work into the upfit body to quiet the hydraulic and compaction actions. The company is calling its refuse body “the first of its kind,” creating a market advantage for the electric eCanter while meeting all EU technical regulations for operating waste disposal vehicles with standing personnel.
The hydraulic system employs proportional, electro-hydraulically operated directional valves that operate at a maximum pressure of 180 bar. KAOUSSIS says it’s specially designed for EVs, and is compatible with garbage bins between 80 and 390 liter (aka: really big) capacities. The lift also features a dynamic weighing system that records the weight of the waste with an accuracy of up to ±0.5 kg (about a pound).
“We have had a very close cooperation with KAOUSSIS for over 30 years,” says Antonios Evangeloulis, Director of Sales & Marketing of the Greek importer & general agent for Daimler truck products and services Star Automotive Hellas. “All the necessary tools, safety measures, technicians, training and certifications are in place and we are able to offer excellent after-sales support for these vehicles. Overall, it was an exciting project that we were able to realize together.”
Forty of the new electric refuse trucks are expected to be deployed by the end of November, with the balance expected to be delivered over the course of 2025.
Electrek’s Take
Electrifying the commercial truck fleet is a key part of decarbonizing city truck fleets – not just here in the US, but around the world. I called the eCanter, “a great product for moving stuff around densely packed city streets,” and garbage is definitely “stuff.”
Here’s hoping we see more “right size” electric solutions like this one in small towns and tight urban environments stateside somewhat sooner than later.
SOURCE | IMAGES: Daimler Trucks, via Charged EVs.
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![Italian DC fast charger maker Alpitronic enters the US market [video]](https://i0.wp.com/electrek.co/wp-content/uploads/sites/3/2024/09/Seite-1-KeyVisual_alpitronic_2hypercharger-scaled-1.jpg?resize=1200,628&quality=82&strip=all&ssl=1)
Electrek‘s Seth Weintraub went to Alpitronic America’s new HQ to speak with CEO Mike Doucleff about its plans to roll out its ultra-fast chargers across the US.
Bolzano, Italy-based Alpitronic was founded in 2009, and it specializes in the development and production of DC fast chargers. The global company’s best-known product line is the Hypercharger, an ultra-fast EV charging station that can deliver charging power from 50 kW to 400 kW, depending on the model.
Alpitronic Americas recently announced an agreement with Mercedes-Benz High-Power Charging to become the first DC fast-charging network to deploy Hypercharger 400 units at scale in the US.
Alpitronics Americas’ new headquarters’ 68,000-square-foot office and industrial space in Charlotte, North Carolina, includes a diagnostics laboratory and repair center, a spare parts warehouse, a training center, and space for as many as 300 employees.
The Bolzano, Italy-based company’s Hyperchargers achieve, on average, an efficiency rate greater than 97.5%, and that its repair and service network can service chargers anywhere in the US.
Alpitronic cofounder and CEO Philipp Senoner said, “As a natural part of Alpitronic’s growth, we are anxious to expand our industry-leading Hypercharger network from Europe, where we are market-share leader, to North America. We are pleased with the talent we are finding in North Carolina and look forward to setting a new standard for the EV charging network in the US.”
Alpitronic chargers support all EV brands. Pre-production units have been tested publicly in Rock Hill, SC, and Portland, OR. The first US-built, public chargers are expected to be installed and available in October.
Seth and Mike Doucleff discuss what Aliptronic’s main driver was to come to the US, what attracted them to Charlotte, and what the company thinks the future of DC fast chargers is in the US, among other things. Their conversation begins at 00:41 on the Electrek podcast below:
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