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There’s something uniquely American about pointing your vehicle west and taking off for parts unknown. We call it road-tripping. But in 2025, that frontier looks a little different, quieter, smoother.
And while the future may not smell like 93 octane and scorched brake pads, it’s got its own rhythm, especially for the brave who venture beyond city limits for the first time. Like Joshua Huber, who swapped his lifted 2010 GMC Sierra 4×4 for a 2025 Chevy Equinox EV LT and set off on a 748-mile maiden electric voyage.
“First-ever EV road trip for beginner EVer.
2025 Equinox EV LT FWD vs. 2010 GMC Sierra 4×4 on 33s.
748 miles total, 79 mph avg or so, using Tesla and Electrify America high-speed chargers mostly. The EV was $0.136 per mile. Having previously taken this trip in my truck, I know it would cost something like $0.31 per mile in gas, so already be less than half the fuel cost.
Not to mention, the EQ EV is much more fun to drive, rides and handles so nicely, and is so much quieter.
The trip home did take me an extra 1.5 hours or so of charging (really bad headwind), but I needed some naps and breaks and dinner anyway.
I was impressed with the Tesla chargers, though. From 20–40%, they ran 155 kW, and from 40–80%, about 100 kW, blew the doors off the Electrify America “350 kW” chargers. At 2 out of 3 stops at EA, I had to use the credit card reader because the app wouldn’t work. I would be upset if I were a paying member. The Tesla app worked every time, no hassle, and charged way faster than EA.
I also stopped at some EV Connect stations, but every single one was out of order.
I also mooched some free charging at a Chevrolet dealership; they have several chargers free for anyone to use.
I was impressed by how accurate the Google Maps estimates were. It was within 5% every time and even gave me warnings if I tried to go too far without charging. Also, the automatic battery preconditioning before approaching the charge location, so cool.
The only problem with it was that it wouldn’t send me to Tesla chargers, even though I have a NACS adapter… so I had to look those up manually.
Oh, btw, at the Tesla chargers, many Tesla fanboys were checking out my car and were impressed, not that that really matters.”
You can almost hear the enthusiasm bleeding through his keyboard, a mix of relief, triumph, and genuine awe. Huber’s post wasn’t just about cost-per-mile or charging speeds. It was about crossing a psychological Rubicon. This was his first EV road trip, and unlike the V8-fueled confidence of his old Sierra, there was no roaring engine to reassure him. Instead, he was armed with a Chevy-branded Google Maps integration, a NACS adapter, and a willingness to roll the dice on America’s still-maturing EV charging patchwork.
2025 Chevy Equinox EV Range, Specifications, and Fun Facts
- Range is 319 miles on front-wheel-drive models and 307 miles on available all-wheel-drive variants, giving you confidence for both daily commutes and longer road trips
- A single-motor FWD setup delivers 220 hp and 242 lb-ft of torque, while the dual-motor AWD system bumps output to 300 hp and 348 lb-ft for brisk acceleration
- The FWD model achieves 117 MPGe city, 99 MPGe highway, and 108 MPGe combined, helping to minimize “fuel” costs and maximize your range per charge
- It sports a class-leading 17.7-inch diagonal touchscreen, up to 57.2 cu ft of cargo space, and qualifies for the full $7,500 federal tax credit (through 9/30), making it one of the best value propositions in the EV market
From a numbers standpoint, he came out well ahead.
According to his logs, the Equinox EV averaged $0.136 per mile on electricity, compared to $0.31 per mile when doing the same trip in his gas-guzzling Sierra. Charging sessions revealed Tesla’s consistent performance: 27.7 kWh added in just 13 minutes, another 32.3 kWh in 21 minutes, and peak rates up to 155kW from 20–40% state-of-charge.
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Meanwhile, Electrify America, ostensibly offering 350kW capability, averaged slower speeds and more frustration. As Huber noted, two out of three EA stops required him to use the credit card reader because the app wouldn’t connect. The app failures didn’t affect his bottom line much; one EA session cost $23.23 for 48.4 kWh, but they did cost him time and trust.
This contrast between Tesla and everyone else is no longer anecdotal. It’s becoming industry folklore. A commenter on ChevyBolt.org put it plainly:
“I now only use Tesla SC’s, they usually run about 50% less cost-wise, they work, and there are plenty of them.”
Huber’s journey adds another brick to that wall. It’s not just about speed, it’s about certainty.
What Makes The 2025 Chevrolet Equinox EV Special
You plug in, it works, you move on. That kind of reliability is the difference between a road trip and a roadside headache. Tesla has spent over a decade refining the experience; the rest of the industry is still playing catch-up, especially when even dealership employees admit,
“This is the first EQ EV I’ve ridden in.”
And then there’s the tech stack. One of the subtler, smarter moments in Huber’s trip was the Equinox’s automatic battery preconditioning.
The vehicle readied itself for high-speed charging as it approached a known station, an efficiency trick that enthusiasts love and casual drivers won’t even realize is happening. It’s exactly the kind of thoughtful integration that’ll keep GM in the EV race.
But the moment you throw a NACS adapter into the mix and Google Maps refuses to show Tesla Superchargers, the user experience breaks down. Joshua had to manually search for chargers he was fully compatible with. That’s not user error, that’s system-level friction.
Dealership charging turned out to be a quiet ace in the hole. He found a Chevrolet store with free Level 2s and topped off his Chevrolet Equinox EV for nothing. GM’s dealer EV certification program has placed chargers across the country, but access policies vary wildly. Some stations are open 24/7; others are locked behind service hours and glass doors. Until there’s standardization, it remains a helpful but unreliable resource.
2025 Chevrolet Equinox EV Charge Time
- The standard 11.5 kW onboard charger replenishes about 34 miles of range per hour, allowing a full 0–100% charge in roughly 8 hours, perfect for overnight top-ups
- Higher trims offer a 19.2 kW Level 2 charger that can add up to 51 miles of range per hour when paired with a compatible home or public Level 2 station
- With up to 150 kW capability, you can recover approximately 70–77 miles of range in just 10 minutes, making quick stops on long journeys highly practical
- Tests show an average DC fast-charge rate of 94 kW, taking about 51 minutes to go from 10% to 90% state-of-charge, striking a balance between speed and battery longevity
Despite the charging hiccups and headwinds (literal and metaphorical), Huber didn’t sound defeated. He sounded energized.
“I needed some naps and breaks and dinner anyway,”
A road trip isn’t just about getting there. It’s about everything in between. And this time, it happened with fewer emissions, lower fuel costs, and a vehicle that didn’t rattle his fillings or drink like a frat boy on spring break.
His Chevy Equinox EV wasn’t perfect. Neither was the charging infrastructure. But taken together, and with a bit of grit, it worked. And that’s the biggest takeaway. EV road-tripping isn’t just possible. It’s already here. It’s just waiting for more of us to take the wheel.
Image Sources: Chevrolet Media Center
Noah Washington is an automotive journalist based in Atlanta, Georgia. He enjoys covering the latest news in the automotive industry and conducting reviews on the latest cars. He has been in the automotive industry since 15 years old and has been featured in prominent automotive news sites. You can reach him on X and LinkedIn for tips and to follow his automotive coverage.
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Source: torquenews.com
