By: Aoun Syed
August 30, 2026
One of the main things keeping people from adopting EVs more widely is the claim that they are not suitable for longer trips and are simply too inconvenient. To find out how much truth there is to that, I took the 2026 Chevrolet Equinox EV on a multi-day, 1,700-km road trip around the shores of Lake Ontario. With its refined level of comfort, driver-assistance technology that actually works and plentiful EV range, this seemed like the perfect opportunity to see how well an electric crossover could handle a proper road trip.
From the exterior, the Equinox EV is very well put together. It doesn’t try too hard to look like the future, yet it still carries a futuristic presence. The front end features bold, radiused corners, while the front and rear LED lighting put on quite the show when unlocking the vehicle as well as during charging sessions. There is also a separate set of more powerful lights that serve as the main headlights, and Chevrolet has managed to blend them nicely into the front end without making the design feel overly complicated.
Putting the power down in the Equinox EV RS feels effortless. Our tester came with the available AWD dual-motor powertrain pumping out 300 horsepower and 355 lb-ft. of torque. It doesn’t push you violently into your seat when flooring it, but there is still more than enough power to get up to highway speeds very quickly, helped by the instant torque expected from an EV. There is also a toggleable One Pedal Driving mode that can slow the vehicle quite aggressively the further you lift off the accelerator. This can be especially useful around the city, although it takes some time to become smooth with it and avoid applying more regenerative braking than intended.
During my five-day excursion, the Equinox EV displayed excellent road manners. The suspension is well damped, and even slightly larger potholes and speed bumps felt almost unnoticeable. Despite being a crossover SUV, it also handled the winding back roads of the Thousand Islands as well as the Niagara River Parkway with ease and very little body roll. Braking is another strong point, quite literally, with responsive pedal feel from the moment the brakes are applied without becoming too harsh during the initial pedal travel.
Range was where this road trip became particularly interesting. Chevrolet advertises up to 494 km of range for AWD versions of the Equinox EV, although our particular RS AWD tester with its 21-inch wheels carries an EnerGuide rating of 463 km. During the trip, we experienced real-world range very close to that figure despite using the vehicle’s climate-control preconditioning quite frequently during the warmer days. This meant the majority of charging stops could be timed around already-planned rest breaks, even with the occasional unexpected detour. Only one additional charging stop had to be added during the entire trip.
The 85-kWh battery can accept DC fast charging at up to 150 kW, although during our trip we consistently saw charging rates around the 100-kW mark. Even during the unexpected stop, I was back on the road after a quick 20-minute top-up to roughly 70 percent. Our tester also came with a NACS-to-CCS adapter, opening access to a much wider network of compatible fast chargers. Charging speeds naturally begin to taper as the battery approaches a higher state of charge, particularly beyond 80 percent, but with the Equinox EV’s usable range and the growing charging network, there was rarely a reason to sit around waiting for a full 100-percent charge.
Inside, the Equinox EV RS delivers the level of equipment expected from a higher-trim GM product. Our tester featured an eight-way power driver’s seat and six-way power passenger seat, along with heated and ventilated front seats and heated rear outboard seats. There is plenty of rear legroom, while soft-touch surfaces and the black interior with red accents give the cabin a more upscale appearance. Overall build quality also felt solid throughout the week. I had no problem fitting all of the luggage and equipment needed for a five-day road trip into the generous cargo area while leaving the rear seats in place.
The control layout, however, was a little confusing at first. HVAC controls are split between the large infotainment display and physical buttons, which worked perfectly well, but certain functions such as skipping a track and activating the hazard lights were initially difficult to locate. I eventually discovered that track controls are handled through rocker switches behind the steering wheel, while the hazard-light button is positioned above near the rear-view mirror alongside the OnStar controls. The latter could take a first-time driver longer to find than it probably should, especially in a situation where the hazard lights need to be activated quickly.
There is certainly no shortage of technology available in the Equinox EV. The 11-inch digital instrument display is highly configurable depending on what information the driver wants to see, while the available head-up display is one of the largest I have experienced and provides plenty of useful information without requiring the driver to look away from the road. The 17.7-inch infotainment system features Google built-in and integrates particularly well with the EV experience. Trip planning is almost effortless, as Google Maps can take the vehicle’s current battery range into consideration and automatically suggest convenient charging stops along the route. The six-speaker audio system also delivered clear sound, helped by a well-insulated cabin that keeps outside noise to a minimum.
Driver-assistance technology is another area where the Equinox EV impressed. Our tester came equipped with Active Safety Package 3, which adds Enhanced Automatic Parking Assist and Super Cruise. The parking system allows the vehicle to handle both entering and exiting parking spaces. During our test, it was somewhat hit-or-miss when trying to detect spaces in poorly marked lots, but once a parking space was recognized, the system generally performed very well and could sometimes complete the manoeuvre in a single movement without needing to reposition.
The biggest feature included with Active Safety Package 3 is Super Cruise, GM’s hands-free driver-assistance system for compatible roads. I am usually hesitant with systems like this and tend to keep a hand very close to the steering wheel whenever they are active, but Super Cruise genuinely impressed me during the road trip. The system remained composed through tighter highway bends and periods of rain, while automatic lane changes allowed the Equinox EV to pass slower vehicles and move back into the right lane naturally. It was the first hands-free system I have used where I became comfortable enough to stop hovering over the steering wheel constantly, although the driver still needs to remain attentive and ready to take control.
Pricing for the 2026 Equinox EV varies considerably depending on configuration, and our RS tester demonstrated just how quickly the options can add up. The vehicle carried a base price of $51,199 before adding $16,420 worth of equipment, including the $4,560 Active Safety Package 3, $3,700 Convenience Package II, $3,500 E-AWD system, panoramic sunroof and available 19.2-kW AC charging hardware. After the listed charges and fees, our tester came to $71,018 before taxes and licensing.
The 2026 Chevrolet Equinox EV provided a pretty clear answer to whether an EV can handle a long road trip without creating a major inconvenience. Its usable range meant charging could usually happen during breaks we were already planning to take, while the comfortable ride, spacious interior, excellent route planning and Super Cruise made covering long distances surprisingly easy. Charging still requires a little more planning than simply stopping for gasoline, but over 1,700 kilometres around Lake Ontario, the Equinox EV never made the trip feel dictated by the battery.
For someone looking for a comfortable and spacious EV that can handle daily driving during the week and a genuinely long road trip when needed, the Equinox EV makes a convincing case that range anxiety does not have to be part of the experience.
