General Motors may have slowed their EV plans a bit, but they’re still committed to an all-electric future and have many full battery-powered options to choose from across multiple brands, the latest of which is this Chevrolet Equinox EV. Now, it’s nothing at all like the gas-fueled Equinox we’re all familiar with. So, let’s find out if batteries are better.

General Motors has made the biggest EV push out of all the big three American carmakers, coming up with the dedicated Ultium platform that now underpins a host of trucks and SUVs throughout their brands, and even Honda has made use of it. GM’s latest Ultium-based EV uses a familiar name, the Chevrolet Equinox EV. And not to worry, this is not a replacement for the gas-powered Equinox, just a parallel path for those more comfortable joining the EV world with a familiar name.

And like its counterpart, the Equinox EV comes standard with front-wheel drive, rated for as many as 319 miles from its 213-horsepower motor and 85-kWh battery pack. Adding a rear motor for all-wheel drive boosts output to 288 horsepower and 333 lb-ft of torque, but drops range to 285 miles for our ’24 test vehicle, though ‘25s get a bump up to 307 miles.

Though even our ‘24 AWD appears capable of well over 300 miles as we were on pace for 329 miles in our driving loop. 150 kW max charging speed delivers some 77 miles for every 10 minutes on charge. And using 35 kWh of electricity per 100 miles earns the Equinox EV a good efficiency rating.

Much like every other Ultium-based vehicle we’ve been in, Equinox EV’s ride quality is quite pleasant. But where it really stands out is in exterior design. Available in both LT and RS families, the Equinox EV is easily the sportiest-looking Ultium vehicle we’ve seen yet. Its long 116.3-inch wheelbase is 8.8 inches longer than the ICE Equinox. As with many EVs, there’s lots of active LED lighting elements; plus, flush door handles and smooth body panels to help aero efficiency.

Of course, the dedicated EV platform allows for a very spacious feel inside, with plenty of room for five adults and 26.4 cu.-ft. of cargo space in back; folding rear seatbacks leads to max of 57.2 cu.-ft. An AutoSense liftgate is available for hands-free operation.

2RS comes with some very nice cloth heated seats that Chevy calls Evotex; but more impressive is the 17.7-inch widescreen infotainment setup. In addition to looking great, it responds quickly to inputs, is Google-based, and features EV-specific route planning through the MyChevrolet App. There are multiple settings for regen braking, including two for one-pedal driving; plus, there’s a regen-on-demand paddle behind the steering wheel that works like a hand brake.

There was enough torque here in our all-wheel-drive tester to spin up the tires a bit at launch, and when it did hook up, it left the line with a decent amount of thrust. Enough to get to 60 in 6.1 seconds, almost 3 seconds quicker than we got in the ICE Equinox just a few months ago. The power flow stayed consistent the whole way down the track, with no major upticks or drop-offs throughout the 14.9-second quarter-mile, finished at 91 mph.

It felt equally smooth and steady through our handling course, very little body roll and quick steering added a playfulness to the process that made the Equinox feel smaller than it is. Results were very consistent in our 60-0 panic braking test. A short 116-foot average, stops were smooth and straight.

‘24s are still available, with prices starting at $43,295 for a 2LT, but a base 1LT that goes for just $34,995 arrives for ’25; adding all-wheel drive is a pretty steep $3,300 increase.

The Chevrolet Equinox EV is an incredibly nice SUV regardless of what’s under the hood. GM has certainly built some impressive EVs recently, but delivering a family friendly EV with this much range for this low of a price is probably their most impressive feat yet. That’s why it earned our recent MotorWeek Drivers’ Choice Award for Best of the Year, and why you should have it on your list if a sensible EV purchase is in your future.

We’re never quite sure what to expect when it comes to new hardware from Dodge these days. Although, based on their recent history, there’s a good chance it’s going to be loud, fast and maybe even a bit obnoxious. But, what about that all-new, all-electric Dodge Charger muscle car we’ve all heard so much about. Can it be all of these things?

As to the “loud” part, if you’re lucky enough to be in a front perch of the all-new Dodge Charger Daytona, you might never even know it’s an EV. And that’s just the way Dodge wants it… sort of. But, more on that later. Their aim was to build a next gen muscle car, and if a minority are insisting on quiet battery power, well, they’ll work that into the mix too.

It’s Dodge’s first full BEV, and at launch there will be two Charger Daytonas available, both two-doors; a 496-horsepower R/T with 404 lb-ft of torque and a 670-horsepower Scat Pack with 627 lb-ft. Those numbers include the 10-second, 40-horsepower boost you get from the Power Shot feature. Both work with a 100.5-kWh battery for as much as 308 miles of range in the R/T, and 241 in the Scat Pack. Both have dual-motor all-wheel-drive setups as standard. The 400-volt system allows for full 350-kw DC fast charging, getting you to 80% in as little as 24 minutes. There will be four-door versions of the Charger to follow and ICE power is coming too, courtesy of the Stellantis inline-six Hurricane engine.

But for now, they certainly got the look of this all-electric coupe right; both proportions and stance are pure muscle car, with a 121-inch wheelbase that’s stretched 5 inches compared to the last Challenger coupe. Up front, you’ll have to look close to see the R-Wing, which helps deliver the look of a traditional tall Challenger-style face. That allows lots of air to pass through, enhancing aero efficiency and creating additional front downforce.

Inside, it’s mostly muscle car territory with only minor tech intrusion. It looks great and familiar. There’s even a big ol’ pistol grip “shifter” with true detents. That, plus a bit of artificial driveline lash, gives the feeling you are really dropping into gear. The big thick steering wheel, and sporty but soft bucket seats feel like they could have come straight out of the last Challenger. Lots of ambient lighting on the dash and door panels, setting a tone that’s consistent with your drive mode. There’s also plenty of colored stitching, and materials that look and feel a step above any previous Charger. One major area that differs from the Challenger is in the back, where it’s now a liftback, making for a larger and more accessible 22.8 cubic-foot cargo area. 60/40 split-folding seatbacks enable a max of 37.4 cubic-feet.

A Scat Pack weighs about 1,300 lbs. over a comparable V8 Challenger Hellcat, but that weight is not only sitting in a better place, it’s spread out more evenly. Both Daytonas feature the same multi-link front and integral-link rear suspension, but Scat Packs get updated dual-valve adaptive dampers, along with bigger brakes.

Taking a few laps around the Radford Racing School road course near Phoenix, Arizona, the Charger Daytona felt heavy but capable like a Challenger, and the brakes were definitely working overtime. But it was also a little more eager to turn in, had plenty of smooth power for coming out of corners and great all-wheel-drive grip to plant that power into the pavement rather than spinning up the rear tires on top of it.

Over on the drag strip it’s definitely fast. We saw consistent 11.5s in the Scat Pack, with a 120 mph trap speed. 0-60? Less than 3.5 seconds. Not only is there tunable launch control, but a line-lock, Race Prep mode, and performance pages to monitor it all. Battery status only dropped by about 1% with every pass, so you could make plenty of runs and still have enough battery for the trip home.

And now back to that “loud” part. You can switch-on all those fantastic “exhaust” noises you’re hearing. It’s coming from the Fratzonic Chambered Exhaust system. It delivers a whole host of virtual engine and exhaust sounds, both outside and inside the car, that are constant from start-up through acceleration and deceleration. There are unique exhaust sounds for different drive modes, and they can indeed be a “bit obnoxious” at the wrong times. You can eliminate the front motor from the process if you choose, with both Drift and Donut drive modes to deliver the typical muscle car performance you may be looking for.

Daytona pricing starts at $61,590 for the R/T; Scat Packs begin at $75,980.

If you’ve got the need for speed, not to mention wanting to make a hard-to-ignore visual and audible entrance, this new-wave Dodge Charger Daytona is one EV that delivers on all counts. It’s an electrified ride that even muscle car fans can embrace. We’re also more than glad to see that Dodge is making cars again… and making them with great stories to tell!