Having transitioned to driving primarily electric vehicles since 2021, and exclusively EVs since 2023, it was interesting to experience the new Chevy Equinox EV when my parents recently joined the EV club. After spending a couple of hours behind the wheel over the weekend, here are my detailed thoughts, especially in comparison to the user experience and features offered by brands like VW and Polestar, which are often benchmarks in the EV space.
Firstly, the software responsiveness in the Equinox EV is immediately noticeable. It’s clear that Chevrolet has invested in robust hardware; the processing speed and screen resolution are genuinely impressive, leading to a very quick and reactive touchscreen interface.
However, while responsive, the software design feels unnecessarily complex in certain areas. User profiles, for example, are segmented in a confusing manner. There are driver profiles linked to the key fob and separate infotainment profiles, yet these don’t seem to communicate with each other effectively. Furthermore, some settings, like one-pedal driving, appear to be persistent and unaffected by profile selections.
This contrasts sharply with how VW handles driver profiles, although VW is not without its quirks. While VW includes driver profiles, they aren’t automatically key-linked. Instead, upon starting the vehicle, the system prompts you to manually select your profile by clicking “Ok” or “Change Profile.” Despite this extra step, VW’s user profiles are comprehensive, encompassing seat and mirror positions, personalized user settings, and driving mode preferences.
Polestar, in my opinion, truly excels in user profile management. They offer both phone-as-a-key functionality and a traditional key fob, seamlessly integrated with user profiles. This system is tied to your Google account and automatically adjusts seat and mirror positions, along with all other personalized settings, based on whichever phone is detected closest to the driver’s door when unlocking the car. This level of seamlessness in user profile management is a feature where Polestar clearly outshines both VW and Chevy.
Moving on to driving dynamics and handling, the Equinox EV offers a decent experience. However, it doesn’t quite reach the refined level of European EVs, which is somewhat expected given its price point. If this were a more expensive vehicle like the Cadillac Lyriq, I might be more critical, but for a Chevy in the $30,000 range, the cabin is impressively quiet and comfortable. The front-wheel-drive configuration in an EV, however, feels a bit unusual. I noticed some torque steer due to the instant torque delivery characteristic of electric motors, even though the Equinox EV isn’t particularly fast. Both VW and Polestar (especially 2024 models onwards) adopt a rear-wheel-drive setup with optional front motor for all-wheel drive. This configuration generally leads to superior handling characteristics.
VW strikes a good balance between ride comfort and handling in their EVs. Some reviewers find Polestar’s ride quality to be firmer, comparable to a BMW with a sport package. However, the Polestar’s handling is exceptional, exhibiting almost perfectly neutral handling and predictable responses. The Chevy Equinox EV, even with the optional 21” wheels, tends towards understeer when pushed harder in corners.
One aspect of the Equinox EV that I particularly appreciate is the charge port design. Thankfully, Chevrolet didn’t carry over the cumbersome electric port door design from the Blazer and Lyriq. The Equinox EV’s charge port is user-friendly and well-illuminated with a light directly above it. Moreover, unlike some European EVs that lock the charging cable to the car, disconnecting the cable is straightforward – simply push the release to unplug without needing to fumble for a key fob or enter the car to unlock it. Polestar incorporates a release cable button conveniently located next to the port, which requires the key (or phone) to be nearby. VW, on the other hand, typically requires using the key fob or entering the vehicle to unlock the charging cable unless you adjust settings for automatic unlocking upon charge completion.
A significant omission in the Equinox EV is the absence of standard lane centering without upgrading to SuperCruise. This feature, which is present in all my other vehicles, greatly reduces driving fatigue on long highway journeys by providing subtle steering assistance to keep the car centered in its lane.
Phone integration in the Equinox EV is reasonably good. With an iPhone, it seamlessly integrates phone calls and contacts, and Google Maps integration includes recent map locations. However, it lacks deeper Apple ecosystem integration – Apple Calendar, Apple Music, and a dedicated Text app are missing. My Polestar, for example, includes a Messages app for accessing recent conversations and initiating new texts directly from the car’s interface.
Inside, the Equinox EV offers generous passenger space, but cargo capacity is somewhat limited. While it’s not a small car – dimensionally similar to the VW ID.4 in terms of weight and length – the Equinox EV has a noticeably smaller cargo area despite comparable legroom.
| Cargo Space Seats Up/Seats Down | Leg Room Front/Rear | Length / Curb Weight | |
|---|---|---|---|
| 2021 VW ID.4 | 30.3 Cu Ft / 64.2 Cu Ft | 41.1in / 37.6in | 180.5in / 4,834lbs |
| Chevy Equinox EV | 26.4 Cu Ft / 57.2 Cu Ft | 41.7in / 38in | 191.6in / 4,902lbs |
It seems the extra length in the Equinox EV primarily contributes to a longer hood, as there’s no front trunk (frunk). Despite these minor drawbacks, the Chevy Equinox EV represents excellent value for money. My father, now a few drives in, is enjoying his new EV. He is still adapting to the Google-based infotainment system but appreciates the voice command functionality, using “Hey Google” to adjust the climate control or set navigation destinations. Overall, the Equinox EV is a compelling option in the EV market, especially when considering its price point against competitors like VW and Polestar, offering a blend of practicality and technology, albeit with some areas where VW and Polestar still hold an edge.
