CHEVY’S EQUINOX EV: A PLUG-IN FOR THE PEOPLE

CHEVY’S EQUINOX EV:

A PLUG-IN FOR THE PEOPLE

If automakers had thought of the VW Bug instead of the Rolls Royce Silver Ghost when rolling out electric vehicles, there would be more EVs on the road today and less market resistance.

This thought arises after spending a week with the altogether pleasant and affordable (starting at $33,600) 2025 Chevrolet Equinox EV, the electric version of a compact SUV that sits near the top of the industry’s largest and most competitive segment after a thorough refresh.

The Equinox has been around for 20 years. The latest iteration, featuring a bold redesign with a broader stance, updated exterior styling inspired by Chevrolet’s truck lineup, enhanced technology (including larger screens and improved safety features), and modernized interiors, puts it on comparable footing with stars such as the Nissan Rogue, Toyota RAV4, and Honda CR-V.

The EV version costs about $4,500 more than the combustion one but is eligible (for now) for a $7,500 federal income tax credit. Add in savings in fuel costs, and the Equinox EV will save a typical buyer more than $235 a month in note payment and fuel, something an administration focused on helping the middle-class fight inflation might find attractive.

A flurry of similarly priced EVs will roll into other manufacturers’ showrooms over the next 12 months, which raises the obvious question: why did we not start here instead of with $150,000 land yachts?

From a business standpoint, of course, that would make no sense. Before long, EVs will be much less expensive to build than gas and diesel vehicles: fewer moving parts, no transmissions, no cooling and exhaust systems, and fewer workers. They will also cost less to operate and last longer, but getting there is outlandishly expensive. Technology had to be invented, evaluated, and made to work in a factory. That required cash outlay well in advance of any income.

Then there is the skim theory. If a product costs $5, a selling price of $10 makes sense, but only after catering to all those willing to pay $100 and then to all those willing at $75. Consumers of electronics know this cycle – just gotta’ have that new phone!

Thus, CEOs like Mary Barra of GM and Jim Farley at Ford, who combined have invested some $90 billion (corporate dollars, not taxpayers’) in research and development and construction of factories for vehicles and batteries, would find it tricky to tell their shareholders they wanted to start anywhere but at the highest possible per-unit margin.

In the oxymoronic world of automotive journalism, one can generate clicks by taking that capital outlay, subtracting revenue, dividing by units sold, and announcing that manufacturers are losing “millions per vehicle!” One reason people choose journalism as a major is to avoid taking calculus, and any mention of amortization formulas is sure to send automotive writers scurrying in search of fire extinguishers for their wigs.

The patents and factories have not disappeared; they are growing exponentially, and buyers are on their way to breaking up with gas and diesel. Worldwide, one of every five new cars is all-electric. That is less than enthusiastic predictions foresaw a few years ago, but even in the U.S., market share continues to grow consistently.

Electrification, however, is moving at a faster pace. At Toyota, sales of electric (BEV), gas-electric hybrids (HEV), and plug-in hybrids (PHEV) jumped from 29% in 2023 to 43% in 2024 and are running at more than 50% this year. Last week, the planet’s largest auto manufacturer announced that three new BEV models will be in showrooms in the next 12 months.

We can digress about Tesla later. Even before its CEO chose political self-immolation on the world stage, the company lost market share to legacy manufacturers that were more expert at logistics, model cadence, and assembly. Though the world saw the White House as a backdrop for a Tesla sales pitch last week, yours truly spied gaping, misaligned sheet metal. They could not even fix that one?

It may not look like it from the headlines, but the industry is turning the page to the next chapter in the automotive evolution.

Seasons change

This brings us to the 2025 Chevrolet Equinox EV, an affordable – even likable! – electric car for the masses.

The industry has long promised affordable EVs, and here they come. Targeted at a sub-$35,000 starting price are the Kia EV5 and the Ford Explorer EV. Toyota recently dropped $6,000 off the base price bZ4X to $37,070, and this year, it is offering Europeans an even more affordable BEV, the C-HR+. 

These are $5,000 to $8,000 less than the current low-end EVs, such as the Ford Mustang Mach-E, Hyundai Ioniq 5, Kia EV6, Nissan Ariya, and Volkswagen ID.4.

Gas or electric, the new Equinox is a roomy five-seater SUV that handles crisply, rides comfortably, and hits a sweet spot between value and performance.

It delivers the swift, smooth ride of an electric car and is thus more refined and quieter than the combustion version, which is garnering high praise in early reviews. The EV version comes better equipped, but buyers beware – its list of options is longer than a giraffe’s necktie. (But not as long as the Donald’s necktie! Ed.)

Nice cabin

Inside, the Equinox EV emphasizes practicality and comfort. The cabin features a minimalist layout with an 11-inch digital gauge cluster and a 17.7-inch infotainment touchscreen, both standard. 

Materials lean toward durability over luxury, with soft-touch surfaces on high-contact areas and recycled materials used throughout. Compared to the Hyundai Ioniq 5’s futuristic interior or the Tesla Model Y’s stark minimalism, the Equinox EV feels more conventional but user-friendly. 

Passenger space is a highlight, with seating for five and 39.6 inches of rear legroom, surpassing the Toyota bZ4X and matching the Ford Mustang Mach-E. Cargo capacity is competitive, offering 26.5 cubic feet behind the rear seats and 57 cubic feet with the seats folded. 

The Equinox EV’s infotainment system, powered by Chevrolet’s latest software, is intuitive and responsive. The large touchscreen dominates the dashboard, offering wireless Apple CarPlay, Android Auto, and a customizable interface. Voice controls and over-the-air updates enhance usability, though the system lacks the polish of Tesla’s interface. 

Standard driver-assistance features include automatic emergency braking, adaptive cruise control, and lane-keeping assist.

Pleasant ride and drive

The Equinox EV offers two powertrain options: a single-motor front-wheel-drive (FWD) setup and a dual-motor all-wheel-drive (AWD) configuration. The FWD model delivers 213 horsepower and a 0-60 mph time of 7.5 seconds, while the AWD version boosts output to 288 horsepower and reduces the 0-60 mph time to 6.0 seconds. 

On the road, the Equinox EV prioritizes comfort over sportiness. The suspension absorbs bumps effectively, making it well-suited for city driving and long highway trips. Steering is light and precise. The quiet cabin and smooth power delivery underscore its practical, everyday SUV role.

By the numbers

Our tester, an EV LT, had a base price of $33,600, but Chevy sent it larded down with $16,000 in options. Not one involved the car’s mechanical operations, and only one was necessary: a $295 Level 2 charging cord. 

One could top the batteries daily using a 110V outlet, but a full recharge takes days. A level 2 charger goes from empty to complete while the owner sleeps. 

Based on SWEPCO’s published kWh rates and figuring 1,000 miles a month, fuel for the Equinox will cost $38.76 a month. Using the ICE version’s EPA-estimated 26 mpg combined fuel economy and current prices, a gasoline-powered version will set owners back about $129.63 a month. 

The difference is less if one uses public chargers. We were pleased to note that they are becoming easier to find but are pricey, though still not as cash-consuming as running a car on dead dinosaurs. 

The Equinox’s two-phase charging cord and the car have all the hardware, firmware, and software needed. All the owner needs is a 220 outlet. The cost of installing one in a garage will depend on the capacity of the existing service box.

With the federal income tax credit, an Equinox EV will have a loan payment on par with others’ lease payments. Running the starting prices of both the ICE and EV base models, assuming a 10% down payment and 6% interest, across 48 months, the EV will cost $457.74 a month, the ICE $605.24.

Add those together, fuel and note payment, and the electric version costs $735 a month, the EV $500. Peer-reviewed scientific studies estimate EVs will last longer than ICE vehicles and save 40-50% in maintenance and repairs. 

Bottom line

One would not recommend buying a vehicle simply because it costs less to purchase, operate, and maintain and produces no tailpipe emissions. One would, however, recommend the Equinox EV because it is a nice car, it makes sense. And again, cents.