The Tesla Model Y wasn’t the first electric car sold in America. Hell, it wasn’t even the first Tesla. But the roomy electric crossover is, to date, the most important electric vehicle ever designed by an American company. As the first electric car here to offer more than 300 miles of range for less than $30,000, the Chevy Equinox EV will be a key piece of intel in determining if there’s more unrealized demand for electric cars when it goes on sale. It’ll also determine what kind of future General Motors will have.
Reviews for the new Equinox EV are embargoed until noon ET tomorrow and we’ll have one for you to read, written by the great Sam Abulesamid. I haven’t driven the car yet so I cannot say how it performs, but in 15 years of covering electric cars in the United States, I’ve scarcely seen a more important launch for a company.
Everyone knows electric cars are too expensive. The Equinox EV promises to be in that magic sweet spot the industry hopes will appeal to buyers who have suddenly become hesitant to buy electric cars. It’s a compact two-row crossover, which is the segment with the most juice. The economical version set to launch later this year should cost under $28,000 and offer 319 miles of EPA estimated range.
Even the version launching this summer costs just $35,795 after an instantly-applied tax credit, making it the cheapest thing you can buy with more than 300 miles of range in the United States currently.
Why The Model Y Was So Important
The GM EV-1 was the first modern quasi-production electric car sold by an automaker. General Motors abandoned the project, but it showed there was a future for electric cars. A decade later, the Nissan Leaf demonstrated that it was possible to mass produce an EV.
With the Tesla Roadster, the nascent company proved a startup could build a vehicle with more performance than what the traditional manufacturers could achieve. But the Roadster was scarcely a real car. It was a demonstration of what was to come in the form of the Model S, a mainstream luxury car with more than sufficient range. The Model S was a huge hit, eventually overtaking luxury sedans from Germany.
The Model X and the Model 3 would follow, but it’s the Model Y that is ultimately the most important Tesla built to date, and therefore the most important electric car. With the Model Y, Tesla showed off it could build a car for a broad audience at a lower price. Not only that, the Model Y revolutionized production techniques and basically showed the rest of the industry what was possible.
It also, arguably, set off a sprint by the rest of the automotive world to try and catch up. So far, only the Chinese are close, but the Tesla Model Y remains the best-selling car in the world. That’s a huge deal. The previous best-selling vehicle was the Toyota Corolla, which is a cheap global car with a million variants.
Tesla is also more than a brand. It is a lifestyle. It’s an environmental statement. It’s also the global standard for electric vehicles. Don’t believe me? In the first quarter of 2024, with numerous brands selling EVs, 1-in-3 electric cars sold in the United States were Tesla. The brand sold 96,729 Model Ys here in Q1, followed by the Model 3 in 2nd place at 30,842 units. The third most popular electric car in Q1 was the Ford Mustang Mach-E, which sold a whopping 9,589, or slightly less than 10% of Model Y sales.
Is there a market for that many non-Tesla EVs?
Why The Chevy Equinox EV Is Just As Important
The Model Y is important because it was a success. The Equinox EV will be important as a success or as a flop.
As recently as June of 2021, GM said it would spend $35 billion on electric cars and autonomous vehicles. The investment in autonomous cars hasn’t worked out as of late, putting a lot of pressure on GM’s Ultium electric vehicle platform. So far the results have been mixed. Supply and production problems have delayed a full rollout of the Cadillac Lyriq, Chevy Blazer EV, Silverado RST, and GMC Hummer EV.
The Blazer EV may have been named the Motor Trend SUV Of The Year, but software issues sidelined the vehicle (and its platform cousin) for months. When the Blazer EV finally came back on sale the company had to lower the price to make it more competitive, albeit at a still-expensive $50k+ after incentives. We’ll get Q2 sales data in July, but the Blazer EV only moved 600 units in the first quarter, putting it essentially last among mainstream two-row electric crossovers. The Cadillac Lyriq is performing better, having sold 5,800 units over the same period, but that still lags vehicles like the Mustang Mach-E and Ioniq 5.
While not quite as large, the attractive new Equinox EV will finally offer Tesla-like range at a sub-Tesla price. That’s key. When the sub-$30,000 model finally hits the market, it’ll be the first real affordable electric car with the magic 300+ range offering. While I think a more affordable Chevy Bolt is probably fine for most people, it’s a hatchback with semi-limited range and there are only so many people who will buy one.
I also think there’s a hard limit on the number of people who will purchase a Tesla. Some of that has to do with Tesla’s CEO, but I think a bigger potential factor is that are consumers who are going to be more comfortable buying a car from a more traditional brand. If the Equinox EV isn’t crap then I think it’s the best choice for people who are more interested in a long-established brand (at the same time, there are probably people who won’t buy it precisely because it’s from GM).
If the Equinox EV is successful, it will go a long way to show that there are still more buyers out there and the recent slowdown we’ve seen in the market has more to do with the types of electric cars we’ve got on sale and less to do with the idea of electric cars themselves. At the same time, it’ll justify GM’s big investment in Ultium and show that a non-Tesla company can build a lot of electric vehicles profitably and at scale.
If the inverse happens, well, then the inverse might be true. If Americans are unwilling to buy a relatively cheap and capable vehicle from a longstanding American brand then, well, the market is smaller than General Motors hoped. It’ll also possibly doom the Ultium platform as, so far, none of the other products GM has trotted out with Ultium have been smash hits and it’s too early to tell how the Ultium-based Honda Prologue is going to do.
Right now, Tesla Model Y sales have leveled off, but the car also hasn’t been significantly updated in a few years. The Equinox EV, in my opinion, looks better than the Model Y and offers an almost identical range for a lower price. It’s not going to be as fast, as technologically advanced, or as Tesla as the Model Y, but did I mention it’s going to be cheaper?
Assuming GM does what it needs to do to build and market the Equinox EV, this will be the first electric car for everyone else. It’s just a question of how big “everyone else” actually is.
I would be interested in this. I DO NOT like Chevrolet any further then their Corvette, but I refuse to be associated with Tesla.
But will GM build them in numbers needed to buy them any sort of momentum? So far, most of these EV launches have gone about as poorly as you can imagine. If GM expects to sell these in any sort of meaningful quantity, they’re going to need to make them available, on the lot, multiple options to choose from.
People don’t buy compact crossovers with the enthusiasm of someone building their dream car. They expect to walk in, test drive, buy the car in the spec they want, and leave. Chevy doesn’t have the sort of goodwill with it’s products that will result in people waiting in line. They need butts in seats at dealers, people who figure “I might try that new Chevy EV since I can’t get my hands on the RAV4 I wanted anyway”. They need to advertise the hell out of it just for the opportunity to change some minds.
If GM immediately sees a slow start and then refuses to pump out the inventory required for this to take off, it’ll be a disaster, regardless of if it’s a good product or not.
Yup. Hopefully GM reads the room, and realizes the pandemic consumer fervour that led to regular consumers joining wait lists and paying dealer markups on appliance vehicles like RAV4s is mostly over. They need to get the base models out on lots ASAP, instead of trim-flating the vehicle into a different price bracket for the first few production cycles.
That said, like the Maverick, this Equinox EV presents a unique value, and therefore is guaranteed to have some demand from customers that were previously underserved. With the Tesla network opening up, I am cautiously optimistic vehicles like this will allow for a new demographic of EV owners.
Whether that translates into success for GM and the Ultium platform remains to be seen of course.
I might be tempted to buy a gently used one in 5 years for $10k…
This is all assuming Musk doesn’t just lower the price of the model Y or release a whole cheaper trim just to spite everyone, whether it’s good business or not. You never know with that guy.
I hate the dude and his politics but he’s such a cartoon character in some ways, it’d be hilarious if he invented some harebrained scheme to tank Tesla by doing that.
The image of him sitting in his office in a manic, sweating ketamine fit wearing the cowboy hat and shades on indoors as he nods to himself spasmodically: “yess… this is brilliant. this isn’t a hardcore company anymore. I’ll give away the stock to the idiots I lay off! yess…”
Can GM shut the car down remotely when you’re travelling? Not a fan of that particular feature.
This will become feature in OBD-3 in coming years – all automakers will have to have this remote shutdown capability due to your Government.
Thanks friend, I work in this area and this information is helpful.
That’s a nice looking skateboard, I wonder what the wheelbase is and what you could slide it under. Hmm 116.3 inches — well quite a few things actually
1949 CHEVROLET 2103 – Base Model (116.1417 in)
1949 MERCURY ROADSTER – Base Model (116.5354 in)
1950 MERCURY ROADSTER – Base Model (116.5354 in)
1951 MERCURY ROADSTER – Base Model (116.5354 in)
1961 DODGE POLARA – Base Model (116.5354 in)
1962 DODGE POLARA – Base Model (116.5354 in)
1966 MERCURY COMET – 4.7 (116.1417 in)
1966 MERCURY COMET – 6.4 (116.1417 in)
1966 MERCURY COMET – 6.4 HARDTOP (116.1417 in)
1966 MERCURY COMET – 7.0 HARDTOP (116.1417 in)
1966 MERCURY COMET – CONVERTIBLE (116.1417 in)
1966 MERCURY COMET – CONVERTIBLE 6.4 (116.1417 in)
1966 MERCURY COMET – HARDTOP (116.1417 in)
1966 MERCURY COMET – SEDAN (116.1417 in)
1966 MERCURY CYCLONE – COUPE (116.1417 in)
1967 FORD FAIRLANE – 3.9 (116.5354 in)
1967 FORD FAIRLANE – 4.9 (116.5354 in)
1967 FORD FAIRLANE – 6.4 (116.5354 in)
1967 MERCURY COMET – CONVERTIBLE (116.1417 in)
1967 MERCURY COMET – HARDTOP (116.1417 in)
1967 MERCURY COMET – SEDAN (116.1417 in)
1968 CHEVROLET CHEVELLE – MALIBU SS (116.1417 in)
1968 FORD FAIRLANE – 5.8 (116.5354 in)
1968 FORD FAIRLANE – 6.6 (116.5354 in)
1968 FORD FAIRLANE – Base Model (116.5354 in)
1968 PLYMOUTH GTX – HARDTOP (116.1417 in)
1969 FORD FAIRLANE – Base Model (116.5354 in)
1969 OLDSMOBILE CUTLASS – 5.7 (116.5354 in)
1969 OLDSMOBILE CUTLASS – 7.4 (116.5354 in)
1969 PONTIAC GTO – Base Model (116.1417 in)
1970 BUICK SKYLARK – SPORTWAGON (116.1417 in)
1970 CHEVROLET CHEVELLE – SS (116.1417 in)
1970 CHEVROLET MONTE CARLO – 6.6 (116.5354 in)
1970 CHEVROLET MONTE CARLO – 7.4 (116.5354 in)
1970 CHEVROLET MONTE CARLO – Base Model (116.5354 in)
1970 OLDSMOBILE CUTLASS – Base Model (116.5354 in)
1971 BUICK SKYLARK – Base Model (116.1417 in)
1971 CHEVROLET MONTE CARLO – Base Model (116.5354 in)
1971 OLDSMOBILE CUTLASS – Base Model (116.5354 in)
1972 BUICK SKYLARK – Base Model (116.5354 in)
1972 CHEVROLET CHEVELLE – SEDAN (116.1417 in)
1972 CHEVROLET MONTE CARLO – Base Model (116.5354 in)
1972 CHEVROLET NOMAD – Base Model (116.1417 in)
1972 FORD FAIRLANE – Base Model (116.1417 in)
1972 OLDSMOBILE CUTLASS – Base Model (116.5354 in)
1973 BUICK SKYLARK – Base Model (116.5354 in)
1973 FORD FAIRLANE – 500 (116.1417 in)
1973 FORD FAIRLANE – Base Model (116.1417 in)
1973 OLDSMOBILE CUTLASS – Base Model (116.5354 in)
1974 BUICK SKYLARK – Base Model (116.5354 in)
1974 FORD FAIRLANE – Base Model (116.1417 in)
1974 OLDSMOBILE CUTLASS – Base Model (116.5354 in)
1975 FORD FAIRLANE – Base Model (116.1417 in)
1976 BUICK ESTATE – 6.6 WAGON (116.1417 in)
1976 BUICK ESTATE – WAGON (116.1417 in)
1976 BUICK LESABRE – 6.6 (116.1417 in)
1976 BUICK RIVIERA – 5.7 (116.1417 in)
1976 BUICK RIVIERA – 6.6 (116.1417 in)
1976 BUICK RIVIERA – Base Model (116.1417 in)
1976 CHEVROLET CAPRICE – 4.3 (116.1417 in)
1976 CHEVROLET CAPRICE – 5.0 (116.1417 in)
1976 CHEVROLET CAPRICE – 5.7 WAGON (116.1417 in)
1976 CHEVROLET CAPRICE – WAGON (116.1417 in)
1976 FORD FAIRLANE – Base Model (116.1417 in)
1976 OLDSMOBILE EIGHTY-EIGHT – 4.3 (116.5354 in)
1976 OLDSMOBILE EIGHTY-EIGHT – 5.7 (116.5354 in)
1976 OLDSMOBILE EIGHTY-EIGHT – 6.6 (116.5354 in)
1976 OLDSMOBILE EIGHTY-EIGHT – Base Model (116.5354 in)
1976 PONTIAC GRAND SAFARI – 5.7 (116.1417 in)
1976 PONTIAC GRAND SAFARI – 6.6 (116.1417 in)
1976 PONTIAC GRAND SAFARI – Base Model (116.1417 in)
1977 BUICK ESTATE – WAGON (116.1417 in)
1977 BUICK LESABRE – 3.8 (116.1417 in)
1977 BUICK LESABRE – 5.0 (116.1417 in)
1977 BUICK LESABRE – Base Model (116.1417 in)
1977 BUICK RIVIERA – Base Model (116.1417 in)
1977 CHEVROLET CAPRICE – 5.0 WAGON (116.1417 in)
1977 CHEVROLET CAPRICE – Base Model (116.1417 in)
1977 CHEVROLET IMPALA – 4.4 (116.5354 in)
1977 CHEVROLET IMPALA – 4.4 ESTATE (116.5354 in)
1977 CHEVROLET IMPALA – 5.0 (116.5354 in)
1977 CHEVROLET IMPALA – 5.0 ESTATE (116.5354 in)
1977 CHEVROLET IMPALA – Base Model (116.5354 in)
1977 CHEVROLET IMPALA – ESTATE (116.5354 in)
1977 OLDSMOBILE EIGHTY-EIGHT – 5.7 D (116.5354 in)
1977 OLDSMOBILE EIGHTY-EIGHT – Base Model (116.5354 in)
1977 PONTIAC GRAND SAFARI – Base Model (116.1417 in)
1978 BUICK ESTATE – WAGON (116.1417 in)
1978 BUICK LESABRE – Base Model (116.1417 in)
1978 CHEVROLET CAPRICE – Base Model (116.1417 in)
1978 CHEVROLET CAPRICE – WAGON (116.1417 in)
1978 CHEVROLET IMPALA – Base Model (116.5354 in)
1978 CHEVROLET IMPALA – ESTATE (116.5354 in)
1978 OLDSMOBILE EIGHTY-EIGHT – 4.9 (116.5354 in)
1978 OLDSMOBILE EIGHTY-EIGHT – Base Model (116.5354 in)
1978 PONTIAC GRAND SAFARI – Base Model (116.1417 in)
1979 BUICK ESTATE – 5.7 D WAGON (116.1417 in)
1979 BUICK ESTATE – WAGON (116.1417 in)
1979 BUICK LESABRE – Base Model (116.1417 in)
1979 CHEVROLET CAPRICE – 4.4 (116.1417 in)
1979 CHEVROLET CAPRICE – 5.0 WAGON (116.1417 in)
1979 CHEVROLET IMPALA – Base Model (116.5354 in)
1979 CHEVROLET IMPALA – ESTATE (116.5354 in)
1979 FORD FAIRLANE – 4.9 (116.1417 in)
1979 FORD FAIRLANE – Base Model (116.1417 in)
1979 OLDSMOBILE EIGHTY-EIGHT – Base Model (116.5354 in)
1979 PONTIAC GRAND SAFARI – 5.7 D (116.1417 in)
1979 PONTIAC GRAND SAFARI – Base Model (116.1417 in)
1980 BUICK ESTATE – 5.0 WAGON (116.1417 in)
1980 BUICK ESTATE – WAGON (116.1417 in)
1980 BUICK LESABRE – 4.1 (116.1417 in)
1980 BUICK LESABRE – Base Model (116.1417 in)
1980 CHEVROLET CAPRICE – 5.7 D WAGON (116.1417 in)
1980 CHEVROLET CAPRICE – Base Model (116.1417 in)
1980 CHEVROLET CAPRICE – WAGON (116.1417 in)
1980 CHEVROLET IMPALA – Base Model (116.5354 in)
1980 CHEVROLET IMPALA – ESTATE (116.5354 in)
1980 FORD FAIRLANE – Base Model (116.1417 in)
1980 MERCEDES-BENZ S – 380 (116.1417 in)
1980 OLDSMOBILE EIGHTY-EIGHT – Base Model (116.5354 in)
1980 PONTIAC GRAND SAFARI – Base Model (116.1417 in)
1981 BUICK ESTATE – WAGON (116.1417 in)
1981 BUICK LESABRE – 5.7 D (116.1417 in)
1981 BUICK LESABRE – Base Model (116.1417 in)
1981 CHEVROLET CAPRICE – WAGON (116.1417 in)
1981 CHEVROLET IMPALA – Base Model (116.5354 in)
1981 CHEVROLET IMPALA – ESTATE (116.5354 in)
1981 FORD FAIRLANE – Base Model (116.1417 in)
1981 MERCEDES-BENZ S – Base Model (116.1417 in)
1981 OLDSMOBILE EIGHTY-EIGHT – Base Model (116.5354 in)
1981 PONTIAC GRAND SAFARI – Base Model (116.1417 in)
1982 BMW 328 – I (116.1417 in)
1982 BUICK ESTATE – 6.6 WAGON (116.1417 in)
1982 BUICK LESABRE – Base Model (116.1417 in)
1982 CHEVROLET CAPRICE – 5.0 WAGON (116.1417 in)
1982 CHEVROLET CAPRICE – Base Model (116.1417 in)
1982 CHEVROLET IMPALA – Base Model (116.5354 in)
1982 CHEVROLET IMPALA – ESTATE (116.5354 in)
1982 FORD FAIRLANE – Base Model (116.1417 in)
1982 MERCEDES-BENZ S – Base Model (116.1417 in)
1982 PONTIAC GRAND SAFARI – Base Model (116.1417 in)
1983 BUICK LESABRE – Base Model (116.1417 in)
1983 CHEVROLET CAPRICE – Base Model (116.1417 in)
1983 CHEVROLET CAPRICE – WAGON (116.1417 in)
1983 FORD FAIRLANE – 4.1 (116.1417 in)
1983 FORD FAIRLANE – 4.1 AUTOMATIC (116.1417 in)
1983 FORD FAIRLANE – Base Model (116.1417 in)
1983 MERCEDES-BENZ S – Base Model (116.1417 in)
1983 OLDSMOBILE EIGHTY-EIGHT – Base Model (116.5354 in)
1983 PONTIAC GRAND SAFARI – Base Model (116.1417 in)
1984 BUICK ESTATE – 6.6 WAGON (116.1417 in)
1984 BUICK LESABRE – Base Model (116.1417 in)
1984 CHEVROLET CAPRICE – 5.0 WAGON (116.1417 in)
1984 CHEVROLET CAPRICE – Base Model (116.1417 in)
1984 CHEVROLET CAPRICE – WAGON (116.1417 in)
1984 FORD FAIRLANE – Base Model (116.1417 in)
1984 MERCEDES-BENZ S – Base Model (116.1417 in)
1984 OLDSMOBILE EIGHTY-EIGHT – Base Model (116.5354 in)
1984 PONTIAC GRAND SAFARI – Base Model (116.1417 in)
1985 BUICK ESTATE – 6.6 WAGON (116.1417 in)
1985 BUICK LESABRE – Base Model (116.1417 in)
1985 CHEVROLET CAPRICE – 5.0 WAGON (116.1417 in)
1985 CHEVROLET CAPRICE – Base Model (116.1417 in)
1985 CHEVROLET CAPRICE – CLASSIC (116.1417 in)
1985 FORD FAIRLANE – AUTOMATIC (116.1417 in)
1985 FORD FAIRLANE – Base Model (116.1417 in)
1985 MERCEDES-BENZ S – Base Model (116.1417 in)
1985 PONTIAC GRAND SAFARI – Base Model (116.1417 in)
1986 BUICK ESTATE – 6.6 WAGON (116.1417 in)
1986 CHEVROLET CAPRICE – 5.0 WAGON (116.1417 in)
1986 FORD FAIRLANE – AUTOMATIC (116.1417 in)
1986 FORD FAIRLANE – Base Model (116.1417 in)
1986 MERCEDES-BENZ S – 270 (116.1417 in)
1986 MERCEDES-BENZ S – 300 (116.1417 in)
1986 MERCEDES-BENZ S – 420 (116.1417 in)
1986 MERCEDES-BENZ S – 550 (116.1417 in)
1986 MERCEDES-BENZ S – Base Model (116.1417 in)
1986 PONTIAC GRAND SAFARI – 5.0 (116.1417 in)
1986 PONTIAC GRAND SAFARI – Base Model (116.1417 in)
1987 BMW 750 – LI (116.1417 in)
1987 BUICK ESTATE – 6.6 WAGON (116.1417 in)
1987 CHEVROLET CAPRICE – 5.0 WAGON (116.1417 in)
1987 FORD FAIRLANE – AUTOMATIC (116.1417 in)
1987 FORD FAIRLANE – Base Model (116.1417 in)
1987 PONTIAC GRAND SAFARI – 5.0 (116.1417 in)
1988 BUICK ESTATE – 6.6 WAGON (116.1417 in)
1988 CHEVROLET CAPRICE – 5.0 WAGON (116.1417 in)
1988 FORD FAIRLANE – AUTOMATIC (116.1417 in)
1988 FORD FAIRLANE – Base Model (116.1417 in)
1988 MERCEDES-BENZ S – 500 (116.1417 in)
1988 MERCEDES-BENZ S – Base Model (116.1417 in)
1988 PONTIAC GRAND SAFARI – 5.0 (116.1417 in)
1989 BUICK ESTATE – 6.6 WAGON (116.1417 in)
1989 CHEVROLET CAPRICE – 4.3 (116.1417 in)
1989 CHEVROLET CAPRICE – POLICE MODEL (116.1417 in)
1989 MERCEDES-BENZ S – Base Model (116.1417 in)
1989 PONTIAC GRAND SAFARI – 5.0 (116.1417 in)
1990 BUICK LESABRE – LIMITED THIN PILLAR SEDAN (116.1417 in)
1990 BUICK ROADMASTER – 5.7 WAGON (116.1417 in)
1990 BUICK ROADMASTER – Base Model (116.1417 in)
1990 BUICK ROADMASTER – WAGON (116.1417 in)
1990 CHEVROLET CAPRICE – 5.0 (116.1417 in)
1990 CHEVROLET CAPRICE – 5.0 WAGON (116.1417 in)
1990 MERCEDES-BENZ S – 550 (116.1417 in)
1990 MERCEDES-BENZ S – Base Model (116.1417 in)
1990 OLDSMOBILE CUSTOM CRUISER – 5.7 (116.1417 in)
1990 OLDSMOBILE CUSTOM CRUISER – Base Model (116.1417 in)
1991 BUICK ROADMASTER – Base Model (116.1417 in)
1991 BUICK ROADMASTER – WAGON (116.1417 in)
1991 CHEVROLET CAPRICE – 5.0 WAGON (116.1417 in)
1991 CHEVROLET CAPRICE – 5.7 WAGON (116.1417 in)
1991 CHEVROLET CAPRICE – Base Model (116.1417 in)
1991 MERCEDES-BENZ S – Base Model (116.1417 in)
1991 OLDSMOBILE CUSTOM CRUISER – Base Model (116.1417 in)
1992 BMW 740 – LI (116.1417 in)
1992 BUICK ROADMASTER – Base Model (116.1417 in)
1992 BUICK ROADMASTER – WAGON (116.1417 in)
1992 CHEVROLET CAPRICE – WAGON (116.1417 in)
1992 MERCEDES-BENZ S – Base Model (116.1417 in)
1992 OLDSMOBILE CUSTOM CRUISER – Base Model (116.1417 in)
1993 BUICK ROADMASTER – 5.7 (116.1417 in)
1993 BUICK ROADMASTER – 5.7 WAGON (116.1417 in)
1993 BUICK ROADMASTER – Base Model (116.1417 in)
1993 CHEVROLET CAPRICE – 5.7 (116.1417 in)
1993 CHEVROLET CAPRICE – Base Model (116.1417 in)
1993 CHEVROLET CAPRICE – WAGON (116.1417 in)
1993 OLDSMOBILE CUSTOM CRUISER – 5.7 (116.1417 in)
1994 BUICK ROADMASTER – 5.7 (116.1417 in)
1994 BUICK ROADMASTER – 5.7 WAGON (116.1417 in)
1994 CHEVROLET CAPRICE – Base Model (116.1417 in)
1994 CHEVROLET CAPRICE – WAGON (116.1417 in)
1994 CHEVROLET IMPALA – SS (116.1417 in)
1995 BUICK ROADMASTER – 5.7 (116.1417 in)
1995 BUICK ROADMASTER – 5.7 WAGON (116.1417 in)
1995 CHEVROLET CAPRICE – Base Model (116.1417 in)
1995 CHEVROLET CAPRICE – WAGON (116.1417 in)
1995 FORD THUNDERBIRD – SC (116.1417 in)
1996 BMW 730 – I (116.1417 in)
1996 BMW 730 – I AUTOMATIC (116.1417 in)
1996 BUICK ROADMASTER – 5.7 (116.1417 in)
1996 CHEVROLET CAPRICE – Base Model (116.1417 in)
1996 CHEVROLET CAPRICE – WAGON (116.1417 in)
1996 CHEVROLET IMPALA – Base Model (116.1417 in)
1996 CHEVROLET MALIBU – 3.1 (116.1417 in)
1998 DODGE DURANGO – 5.2 (116.1417 in)
1998 DODGE DURANGO – 5.9 (116.1417 in)
1998 DODGE DURANGO – Base Model (116.1417 in)
1998 NISSAN PICKUP – 2.5D (116.5354 in)
1998 NISSAN PICKUP – Base Model (116.5354 in)
1999 CHEVROLET CORVETTE – C5 (116.1417 in)
1999 CHEVROLET CORVETTE – C5 AUTOMATIC (116.1417 in)
1999 DODGE DURANGO – Base Model (116.1417 in)
1999 DODGE DURANGO – SP 360 (116.1417 in)
1999 NISSAN PICKUP – Base Model (116.5354 in)
2000 AUDI A8 – 3.0 (116.1417 in)
2000 AUDI A8 – 3.0 TDI QUATTRO (116.1417 in)
2000 AUDI A8 – 3.7 QUATTRO (116.1417 in)
2000 AUDI R8 – C (116.1417 in)
2000 BMW 730 – AUTOMATIC (116.1417 in)
2000 BMW 730 – Base Model (116.1417 in)
2000 BMW Z9 – CONVERTIBLE (116.5354 in)
2000 CHEVROLET SSR – Base Model (116.1417 in)
2000 CHEVROLET TAHOE – 5.3 (116.1417 in)
2000 CHEVROLET TAHOE – 6.0 (116.1417 in)
2000 CHEVROLET TAHOE – Base Model (116.1417 in)
2000 DODGE DURANGO – Base Model (116.1417 in)
2000 DODGE DURANGO – RT (116.1417 in)
2000 DODGE DURANGO – SLT (116.1417 in)
2000 GMC YUKON – 5.3 (116.1417 in)
2000 GMC YUKON – 6.0 (116.1417 in)
2000 GMC YUKON – Base Model (116.1417 in)
2000 NISSAN PICKUP – Base Model (116.5354 in)
2001 AUDI A8 – 3.0 TDI QUATTRO (116.1417 in)
2001 BMW Z9 – Base Model (116.5354 in)
2001 CADILLAC ESCALADE – 6.0 (116.5354 in)
2001 CADILLAC ESCALADE – Base Model (116.5354 in)
2001 CHEVROLET CORVETTE – C5 (116.1417 in)
2001 CHEVROLET CORVETTE – C5 AUTOMATIC (116.1417 in)
2001 CHEVROLET TAHOE – Base Model (116.1417 in)
2001 CHRYSLER GRAND VOYAGER – Base Model (116.5354 in)
2001 DODGE DURANGO – Base Model (116.1417 in)
2001 GMC YUKON – Base Model (116.1417 in)
2001 NISSAN PICKUP – Base Model (116.5354 in)
2002 AUDI A8 – 3.0 TDI QUATTRO (116.1417 in)
2002 AUDI A8 – 3.7 QUATTRO (116.1417 in)
2002 AUDI A8 – 4.0 TDI QUATTRO (116.1417 in)
2002 AUDI A8 – 4.2 QUATTRO (116.1417 in)
2002 CADILLAC ESCALADE – Base Model (116.5354 in)
2002 CHEVROLET CORVETTE – C5 (116.1417 in)
2002 CHEVROLET CORVETTE – C5 AUTOMATIC (116.1417 in)
2002 CHEVROLET SSR – Base Model (116.1417 in)
2002 CHEVROLET TAHOE – 4.8 (116.1417 in)
2002 CHRYSLER GRAND VOYAGER – Base Model (116.5354 in)
2002 DODGE DURANGO – Base Model (116.1417 in)
2002 GMC YUKON – Base Model (116.1417 in)
2002 NISSAN PICKUP – Base Model (116.5354 in)
2003 AUDI A8 – 3.0 (116.1417 in)
2003 AUDI A8 – 3.0 MULTITRONIC (116.1417 in)
2003 CADILLAC ESCALADE – Base Model (116.5354 in)
2003 CHEVROLET CORVETTE – C5 (116.1417 in)
2003 CHEVROLET CORVETTE – C5 AUTOMATIC (116.1417 in)
2003 CHEVROLET SSR – Base Model (116.1417 in)
2003 CHEVROLET TAHOE – Base Model (116.1417 in)
2003 CHRYSLER GRAND VOYAGER – Base Model (116.5354 in)
2003 CHRYSLER PACIFICA – 3.5 (116.5354 in)
2003 DODGE DURANGO – Base Model (116.1417 in)
2003 FERRARI 612 – SCAGLIETTI (116.5354 in)
2003 GMC YUKON – 6.0 (116.1417 in)
2003 GMC YUKON – 8.1 (116.1417 in)
2003 GMC YUKON – Base Model (116.1417 in)
2003 NISSAN PICKUP – Base Model (116.5354 in)
2003 PONTIAC G6 – Base Model (116.1417 in)
2004 AUDI A6 – AVANT 2.7 TDI (116.1417 in)
2004 AUDI A8 – 3.0 (116.1417 in)
2004 AUDI A8 – 3.0 TDI QUATTRO (116.1417 in)
2004 AUDI A8 – 4.0 TDI QUATTRO (116.1417 in)
2004 AUDI A8 – 4.2 QUATTRO (116.1417 in)
2004 AUDI A8 – 6.0 (116.1417 in)
2004 CADILLAC CTS – 2.6 V6 (116.1417 in)
2004 CADILLAC CTS – 2.6 V6 AUTOMATIC (116.1417 in)
2004 CADILLAC ESCALADE – AWD (116.1417 in)
2004 CADILLAC SEVILLE – SLS (116.5354 in)
2004 CADILLAC SRX – Base Model (116.5354 in)
2004 Cadillac SRX – Base V6 4dr 4×2 (116.4173 in)
2004 CHEVROLET CORVETTE – C5 (116.1417 in)
2004 CHEVROLET CORVETTE – C5 AUTOMATIC (116.1417 in)
2004 CHEVROLET MALIBU – MAXX LS (116.1417 in)
2004 CHEVROLET TAHOE – Base Model (116.1417 in)
2004 CHRYSLER GRAND VOYAGER – LX 3.3 V6 (116.5354 in)
2004 Chrysler Pacifica – Base 4dr Front-wheel Drive (116.2992 in)
2004 CHRYSLER TOWN & COUNTRY – LWB PLATINUM (116.5354 in)
2004 GMC ENVOY – SLT 4WD (116.1417 in)
2004 GMC YUKON – Base Model (116.1417 in)
2004 GMC YUKON – DENALI AWD (116.1417 in)
2004 NISSAN PICKUP – Base Model (116.5354 in)
2005 AUDI A8 – 3.0 (116.1417 in)
2005 AUDI A8 – 3.0 TDI QUATTRO (116.1417 in)
2005 AUDI A8 – 4.0 TDI QUATTRO (116.1417 in)
2005 AUDI A8 – 4.2 TDI QUATTRO (116.1417 in)
2005 AUDI A8 – SEDAN (116.1417 in)
2005 BMW 520 – I (116.1417 in)
2005 BMW 520 – I AUTOMATIC (116.1417 in)
2005 BUICK RENDEZVOUS – ULTRA (116.1417 in)
2005 CADILLAC ESCALADE – AWD (116.1417 in)
2005 CADILLAC SRX – Base Model (116.5354 in)
2005 Cadillac SRX – V6 4dr 4×2 (116.4173 in)
2005 CADILLAC SRX – V8 (116.5354 in)
2005 CADILLAC STS – 4.6 V8 (116.5354 in)
2005 Cadillac STS – V6 4dr Sedan (116.4173 in)
2005 CHEVROLET TAHOE – 4WD (116.1417 in)
2005 CHEVROLET TAHOE – Base Model (116.1417 in)
2005 CHEVROLET UPLANDER – LS (116.1417 in)
2005 CHRYSLER 300 – LIMITED AWD (116.5354 in)
2005 CHRYSLER PACIFICA – AWD (116.5354 in)
2005 Chrysler Pacifica – Base 4dr Front-wheel Drive (116.2992 in)
2005 CHRYSLER PACIFICA – LIMITED AWD (116.5354 in)
2005 FERRARI 612 – GT SCAGLIETTI (116.5354 in)
2005 FERRARI 612 – SCAGLIETTI (116.5354 in)
2005 FERRARI 612 – SCAGLIETTI F1 (116.5354 in)
2005 GMC SAFARI – Base Model (116.1417 in)
2005 GMC YUKON – Base Model (116.1417 in)
2005 NISSAN MURANO – SL (116.5354 in)
2005 NISSAN PATHFINDER – SE (116.5354 in)
2005 NISSAN PATHFINDER – SE OFF-ROAD 4X4 (116.5354 in)
2005 NISSAN PICKUP – Base Model (116.5354 in)
2005 PONTIAC MONTANA – EXTENDED 1SA (116.1417 in)
2006 AUDI A8 – 3.0 TDI QUATTRO (116.1417 in)
2006 AUDI A8 – 3.2 FSI (116.1417 in)
2006 AUDI A8 – 3.2 FSI QUATTRO (116.1417 in)
2006 AUDI A8 – 3.7 QUATTRO (116.1417 in)
2006 AUDI A8 – 4.2 QUATTRO TIPTRONIC (116.1417 in)
2006 AUDI A8 – 4.2 TDI QUATTRO (116.1417 in)
2006 CADILLAC ESCALADE – AWD (116.1417 in)
2006 CADILLAC ESCALADE – Base Model (116.1417 in)
2006 CADILLAC SRX – 3.6 V6 ELEGANCE (116.5354 in)
2006 CADILLAC SRX – 4.6 V8 SPORT LUXURY (116.5354 in)
2006 CADILLAC SRX – Base Model (116.1417 in)
2006 CADILLAC SRX – V6 (116.5354 in)
2006 Cadillac SRX – V6 4dr 4×2 (116.4173 in)
2006 CADILLAC SRX – V8 (116.5354 in)
2006 CADILLAC STS – 4.6 V8 (116.5354 in)
2006 CADILLAC STS – Base Model (116.5354 in)
2006 Cadillac STS – V6 4dr Sedan (116.4173 in)
2006 CADILLAC STS – V8 (116.5354 in)
2006 Cadillac STS-V – Base 4dr Sedan (116.4173 in)
2006 CADILLAC STS-V – Base Model (116.5354 in)
2006 CHEVROLET SSR – Base Model (116.1417 in)
2006 CHEVROLET TAHOE – 4WD (116.1417 in)
2006 CHEVROLET TAHOE – 5.3 LS (116.1417 in)
2006 CHEVROLET TAHOE – Base Model (116.1417 in)
2006 CHRYSLER PACIFICA – AWD (116.5354 in)
2006 Chrysler Pacifica – Base 4dr Front-wheel Drive (116.2992 in)
2006 CHRYSLER PACIFICA – Base Model (116.5354 in)
2006 CHRYSLER PACIFICA – LIMITED (116.5354 in)
2006 CHRYSLER PACIFICA – LIMITED AWD (116.5354 in)
2006 CHRYSLER PACIFICA – SIGNATURE (116.5354 in)
2006 CHRYSLER PACIFICA – SIGNATURE AWD (116.5354 in)
2006 CHRYSLER PACIFICA – TOURING (116.5354 in)
2006 CHRYSLER PACIFICA – TOURING AWD (116.5354 in)
2006 FERRARI 612 – SCAGLIETTI (116.5354 in)
2006 FERRARI 612 – SCAGLIETTI F1 (116.5354 in)
2006 GMC YUKON – DENALI 4WD (116.1417 in)
2006 GMC YUKON – SL (116.1417 in)
2006 GMC YUKON – SL 4WD (116.1417 in)
2006 GMC YUKON – SLE (116.1417 in)
2007 AUDI A8 – 3.2 FSI (116.1417 in)
2007 AUDI A8 – 3.2 FSI QUATTRO (116.1417 in)
2007 AUDI A8 – 3.7 QUATTRO (116.1417 in)
2007 AUDI A8 – 4.0 TDI QUATTRO (116.1417 in)
2007 AUDI A8 – 4.2 QUATTRO (116.1417 in)
2007 AUDI A8 – 4.2 TDI QUATTRO (116.1417 in)
2007 AUDI A8 – S8 (116.1417 in)
2007 AUDI S8 – 5.2 FSI QUATTRO (116.1417 in)
2007 AUDI S8 – 5.2 QUATTRO TIPTRONIC (116.1417 in)
2007 AUDI S8 – 5.2 SEDAN (116.1417 in)
2007 CADILLAC ESCALADE – 6.2 V8 (116.1417 in)
2007 CADILLAC SRX – 3.6 V6 (116.5354 in)
2007 CADILLAC SRX – 3.6 V6 ELEGANCE (116.5354 in)
2007 CADILLAC SRX – 4.6 V8 SPORT LUXURY (116.5354 in)
2007 CADILLAC SRX – Base Model (116.1417 in)
2007 CADILLAC SRX – V6 (116.5354 in)
2007 Cadillac SRX – V6 4dr 4×2 (116.4173 in)
2007 CADILLAC SRX – V8 (116.5354 in)
2007 CADILLAC STS – 3.6 V6 (116.5354 in)
2007 CADILLAC STS – 4.6 V8 (116.5354 in)
2007 CADILLAC STS – Base Model (116.5354 in)
2007 CADILLAC STS – V6 (116.5354 in)
2007 Cadillac STS – V6 4dr Rear-wheel Drive Sedan (116.4173 in)
2007 CADILLAC STS – V6 LUXURY (116.5354 in)
2007 CADILLAC STS – V6 LUXURY PERFORMANCE (116.5354 in)
2007 CADILLAC STS – V8 LUXURY (116.5354 in)
2007 CADILLAC STS – V8 LUXURY PERFORMANCE (116.5354 in)
2007 CADILLAC STS – V8 PREMIUM LUXURY PERFORMANCE (116.5354 in)
2007 Cadillac STS-V – Base 4dr Rear-wheel Drive Sedan (116.4173 in)
2007 CADILLAC STS-V – Base Model (116.5354 in)
2007 CHEVROLET TAHOE – 5.3 LS (116.1417 in)
2007 CHRYSLER PACIFICA – AWD (116.5354 in)
2007 Chrysler Pacifica – Base 4dr Front-wheel Drive (116.2992 in)
2007 CHRYSLER PACIFICA – Base Model (116.5354 in)
2007 CHRYSLER PACIFICA – FWD (116.5354 in)
2007 CHRYSLER PACIFICA – LIMITED AWD (116.5354 in)
2007 CHRYSLER PACIFICA – LIMITED FWD (116.5354 in)
2007 CHRYSLER PACIFICA – TOURING AWD (116.5354 in)
2007 CHRYSLER PACIFICA – TOURING FWD (116.5354 in)
2007 FERRARI 612 – SCAGLIETTI (116.5354 in)
2007 JEEP WRANGLER – 3.8 UNLIMITED (116.1417 in)
2007 JEEP WRANGLER – 3.8 UNLIMITED RUBICON (116.1417 in)
2007 JEEP WRANGLER – 3.8 UNLIMITED SAHARA (116.1417 in)
2007 JEEP WRANGLER – 3.8 UNLIMITED SAHARA 4X4 (116.1417 in)
2007 JEEP WRANGLER – 3.8 UNLIMITED X (116.1417 in)
2007 JEEP WRANGLER – 3.8 UNLIMITED X 4X4 (116.1417 in)
2007 MERCEDES-BENZ CL – 500 (116.5354 in)
2007 MERCEDES-BENZ CL – 550 COUPE (116.5354 in)
2007 MERCEDES-BENZ CL – 600 COUPE (116.5354 in)
2008 AUDI A8 – 2.8 FSI (116.1417 in)
2008 AUDI A8 – 3.0 (116.1417 in)
2008 AUDI A8 – 3.0 TDI QUATTRO (116.1417 in)
2008 AUDI A8 – 3.0 TDI QUATTRO TIPTRONIC (116.1417 in)
2008 AUDI A8 – 4.0 TDI QUATTRO (116.1417 in)
2008 AUDI A8 – 4.2 QUATTRO (116.1417 in)
2008 AUDI A8 – 4.2 TDI QUATTRO (116.1417 in)
2008 AUDI A8 – Base Model (116.1417 in)
2008 AUDI A8 – S8 (116.1417 in)
2008 AUDI S8 – Base Model (116.1417 in)
2008 AUDI S8 – QUATTRO TIPTRONIC (116.1417 in)
2008 AUDI S8 – SEDAN (116.1417 in)
2008 CADILLAC ESCALADE – Base Model (116.1417 in)
2008 CADILLAC SRX – 3.6 V6 (116.5354 in)
2008 CADILLAC SRX – 3.6 V6 AUTOMATIC (116.5354 in)
2008 CADILLAC SRX – 3.6 V6 ELEGANCE (116.5354 in)
2008 CADILLAC SRX – 4.6 V8 (116.5354 in)
2008 CADILLAC SRX – Base Model (116.1417 in)
2008 Cadillac SRX – V6 4dr All-wheel Drive (116.4173 in)
2008 CADILLAC STS – 4.6 (116.5354 in)
2008 CADILLAC STS – 4.6 V8 (116.5354 in)
2008 CADILLAC STS – Base Model (116.5354 in)
2008 Cadillac STS – V6 4dr Rear-wheel Drive Sedan (116.4173 in)
2008 CADILLAC STS – V6 LUXURY (116.5354 in)
2008 CADILLAC STS – V8 LUXURY (116.5354 in)
2008 Cadillac STS-V – Base 4dr Rear-wheel Drive Sedan (116.4173 in)
2008 CHEVROLET TAHOE – 5.3 LS (116.1417 in)
2008 CHEVROLET TAHOE – 5.3 LT (116.1417 in)
2008 CHEVROLET TAHOE – HYBRID (116.1417 in)
2008 CHEVROLET TAHOE – LS (116.1417 in)
2008 CHEVROLET TAHOE – LT (116.1417 in)
2008 CHEVROLET TAHOE – LT 4WD (116.1417 in)
2008 CHEVROLET TAHOE – LTZ (116.1417 in)
2008 CHRYSLER PACIFICA – LIMITED (116.5354 in)
2008 CHRYSLER PACIFICA – LIMITED AWD (116.5354 in)
2008 CHRYSLER PACIFICA – LX (116.5354 in)
2008 Chrysler Pacifica – LX 4dr Front-wheel Drive (116.2992 in)
2008 CHRYSLER PACIFICA – LX AWD (116.5354 in)
2008 CHRYSLER PACIFICA – TOURING (116.5354 in)
2008 CHRYSLER PACIFICA – TOURING AWD (116.5354 in)
2008 FERRARI 612 – SCAGLIETTI (116.5354 in)
2008 GMC YUKON – DENALI (116.1417 in)
2008 GMC YUKON – HYBRID (116.1417 in)
2008 GMC YUKON – SLE-1 (116.1417 in)
2008 GMC YUKON – SLE-2 (116.1417 in)
2008 GMC YUKON – SLT-1 (116.1417 in)
2008 GMC YUKON – SLT-2 (116.1417 in)
2008 JEEP WRANGLER – 3.8 UNLIMITED (116.1417 in)
2008 JEEP WRANGLER – 3.8 UNLIMITED RUBICON (116.1417 in)
2008 JEEP WRANGLER – 3.8 UNLIMITED SAHARA (116.1417 in)
2008 JEEP WRANGLER – 3.8 UNLIMITED SAHARA 4X4 (116.1417 in)
2008 JEEP WRANGLER – 3.8 UNLIMITED X (116.1417 in)
2008 JEEP WRANGLER – 3.8 UNLIMITED X 4X4 (116.1417 in)
2008 MASERATI COUPE – GRANTOURISMO (116.1417 in)
2008 MERCEDES-BENZ CL – 500 (116.5354 in)
2008 MERCEDES-BENZ CL – 550 COUPE (116.5354 in)
2008 MERCEDES-BENZ CL – 600 (116.5354 in)
2008 MERCEDES-BENZ CL – 63 AMG (116.5354 in)
2008 MERCEDES-BENZ CL – 65 AMG (116.5354 in)
2009 AUDI A8 – 2.8 FSI (116.1417 in)
2009 AUDI A8 – 3.0 (116.1417 in)
2009 AUDI A8 – 3.0 TDI QUATTRO TIPTRONIC (116.1417 in)
2009 AUDI A8 – 3.2 FSI (116.1417 in)
2009 AUDI A8 – 3.2 FSI QUATTRO (116.1417 in)
2009 AUDI A8 – 3.7 QUATTRO (116.1417 in)
2009 AUDI A8 – 4.0 TDI QUATTRO (116.1417 in)
2009 AUDI A8 – 4.2 QUATTRO (116.1417 in)
2009 AUDI A8 – 4.2 QUATTRO TIP (116.1417 in)
2009 AUDI A8 – 4.2 TDI QUATTRO (116.1417 in)
2009 AUDI A8 – S8 (116.1417 in)
2009 AUDI A8 – SEDAN (116.1417 in)
2009 AUDI S8 – SEDAN (116.1417 in)
2009 CADILLAC ESCALADE – 6.2 V8 (116.1417 in)
2009 CADILLAC ESCALADE – AWD PLATINUM (116.1417 in)
2009 CADILLAC ESCALADE – Base Model (116.1417 in)
2009 CADILLAC ESCALADE – HYBRID (116.1417 in)
2009 CADILLAC ESCALADE – HYBRID 4WD (116.1417 in)
2009 CADILLAC SRX – 3.6 V6 (116.5354 in)
2009 CADILLAC SRX – 3.6 V6 AUTOMATIC (116.5354 in)
2009 CADILLAC SRX – 3.6 V6 ELEGANCE (116.5354 in)
2009 CADILLAC SRX – 4.6 V8 (116.5354 in)
2009 CADILLAC SRX – 4.6 V8 SPORT LUXURY (116.5354 in)
2009 Cadillac SRX – V6 4dr 4×2 (116.4173 in)
2009 CADILLAC STS – 3.6 V6 (116.5354 in)
2009 CADILLAC STS – 4.6 V8 (116.5354 in)
2009 CADILLAC STS – V6 (116.5354 in)
2009 Cadillac STS – V6 4dr Rear-wheel Drive Sedan (116.4173 in)
2009 CADILLAC STS – V6 LUXURY (116.5354 in)
2009 CADILLAC STS – V8 LUXURY (116.5354 in)
2009 CADILLAC STS – V8 PREMIUM LUXURY PERFORMANCE (116.5354 in)
2009 Cadillac STS-V – Base 4dr Rear-wheel Drive Sedan (116.4173 in)
2009 CADILLAC STS-V – Base Model (116.5354 in)
2009 CHEVROLET TAHOE – 4.8 (116.1417 in)
2009 CHEVROLET TAHOE – 4.8 LS (116.1417 in)
2009 CHEVROLET TAHOE – 5.3 (116.1417 in)
2009 CHEVROLET TAHOE – 5.3 4WD (116.1417 in)
2009 CHEVROLET TAHOE – 5.3 LS (116.1417 in)
2009 CHEVROLET TAHOE – 5.3 LS 4WD (116.1417 in)
2009 CHEVROLET TAHOE – 5.3 LT (116.1417 in)
2009 CHEVROLET TAHOE – 5.3 LT2 (116.1417 in)
2009 CHEVROLET TAHOE – 5.3 LT2 4WD (116.1417 in)
2009 CHEVROLET TAHOE – 5.3 LTZ (116.1417 in)
2009 CHEVROLET TAHOE – 6.0 HYBRID (116.1417 in)
2009 CHEVROLET TAHOE – 6.0 HYBRID 1HY (116.1417 in)
2009 CHEVROLET TAHOE – 6.0 HYBRID 1HY 4WD (116.1417 in)
2009 CHEVROLET TAHOE – LTZ 4WD (116.1417 in)
2009 DODGE CHALLENGER – Base Model (116.1417 in)
2009 DODGE CHALLENGER – SE (116.1417 in)
2009 DODGE CHALLENGER – SRT-8 (116.1417 in)
2009 FERRARI 612 – SCAGLIETTI (116.5354 in)
2009 GMC ENVOY – Base Model (116.1417 in)
2009 GMC SIERRA – HYBRID (116.1417 in)
2009 GMC YUKON – 4WD SLE-1 (116.1417 in)
2009 GMC YUKON – 4WD SLE-2 (116.1417 in)
2009 GMC YUKON – 4WD SLT-1 (116.1417 in)
2009 GMC YUKON – 4WD SLT-2 (116.1417 in)
2009 GMC YUKON – Base Model (116.1417 in)
2009 GMC YUKON – DENALI 4WD (116.1417 in)
2009 GMC YUKON – DENALI 5SA (116.1417 in)
2009 GMC YUKON – HYBRID (116.1417 in)
2009 GMC YUKON – HYBRID 4HY (116.1417 in)
2009 GMC YUKON – HYBRID 4WD 4HY (116.1417 in)
2009 GMC YUKON – SLE-2 (116.1417 in)
2009 GMC YUKON – SLT-1 (116.1417 in)
2009 GMC YUKON – SLT-2 (116.1417 in)
2009 JEEP WRANGLER – 2.8 CRD UNLIMITED (116.1417 in)
2009 JEEP WRANGLER – 2.8 CRD UNLIMITED AUTOMATIC (116.1417 in)
2009 JEEP WRANGLER – 3.8 RUBICON (116.1417 in)
2009 JEEP WRANGLER – 3.8 SAHARA (116.1417 in)
2009 JEEP WRANGLER – 3.8 SAHARA 4X4 (116.1417 in)
2009 JEEP WRANGLER – 3.8 V6 UNLIMITED (116.1417 in)
2009 JEEP WRANGLER – X (116.1417 in)
2009 JEEP WRANGLER – X 4X4 (116.1417 in)
2009 MASERATI GRANTURISMO – S (116.1417 in)
2009 MERCEDES-BENZ CL – 550 (116.5354 in)
2009 MERCEDES-BENZ CL – 550 4MATIC COUPE (116.5354 in)
2009 MERCEDES-BENZ CL – 600 (116.5354 in)
2009 MERCEDES-BENZ CL – 600 COUPE (116.5354 in)
2009 MERCEDES-BENZ CL – 63 AMG (116.5354 in)
2009 MERCEDES-BENZ CL – 63 AMG COUPE (116.5354 in)
2010 AUDI S8 – SEDAN (116.1417 in)
2010 Cadillac STS – Luxury Sport 4dr Rear-wheel Drive Sedan (116.4173 in)
2010 CADILLAC STS – V6 LUXURY (116.4173 in)
2010 CADILLAC STS – V6 LUXURY SPORT (116.4173 in)
2010 CADILLAC STS – V6 PREMIUM (116.4173 in)
2010 CADILLAC STS – V8 LUXURY (116.4173 in)
2010 CADILLAC STS – V8 PERFORMANCE (116.4173 in)
2010 GMC ENVOY – Base Model (116.1417 in)
2010 MERCEDES-BENZ CL – 550 4MATIC (116.2992 in)
2010 MERCEDES-BENZ CL – 600 (116.2992 in)
2010 MERCEDES-BENZ CL – 63 AMG (116.2992 in)
2010 MERCEDES-BENZ CL – 65 AMG (116.2992 in)
2011 AUDI S8 – SEDAN (116.1417 in)
2011 Cadillac STS – Luxury Sport 4dr Rear-wheel Drive Sedan (116.4173 in)
2011 CADILLAC STS – V6 LUXURY (116.4173 in)
2011 CADILLAC STS – V6 LUXURY SPORT (116.4173 in)
2011 CADILLAC STS – V6 PREMIUM (116.4173 in)
2011 GMC ENVOY – Base Model (116.1417 in)
2011 MERCEDES-BENZ CL – 550 4MATIC (116.2992 in)
2011 MERCEDES-BENZ CL – 600 (116.2992 in)
2011 MERCEDES-BENZ CL – 63 AMG (116.2992 in)
2011 MERCEDES-BENZ CL – 65 AMG (116.2992 in)
2012 MERCEDES-BENZ CL – 550 4MATIC (116.2992 in)
2012 MERCEDES-BENZ CL – 600 (116.2992 in)
2012 MERCEDES-BENZ CL – 63 AMG (116.2992 in)
2012 MERCEDES-BENZ CL – 65 AMG (116.2992 in)
2012 Tesla Model S – Base 4dr Sedan (116.4961 in)
2013 MERCEDES-BENZ CL – 550 4MATIC COUPE (116.3386 in)
2013 MERCEDES-BENZ CL – 600 COUPE (116.3386 in)
2013 MERCEDES-BENZ CL – 63 AMG COUPE (116.3386 in)
2013 MERCEDES-BENZ CL – 65 AMG COUPE (116.3386 in)
2013 Tesla Model S – Base 4dr Sedan (116.4961 in)
2014 Tesla Model S – Base 4dr Sedan (116.4961 in)
2015 Tesla Model S – 60 kWh Battery 4dr Rear-wheel Drive Sedan (116.4961 in)
2016 Dodge Challenger – SXT 2dr Coupe (116.1811 in)
2016 Tesla Model S – 70 4dr Rear-wheel Drive Sedan (116.4961 in)
2017 Tesla Model S – 60 4dr Rear-wheel Drive Sedan (116.4961 in)
2018 Dodge Challenger – SXT 2dr Rear-wheel Drive Coupe (116.1811 in)
2019 Dodge Challenger – SXT 2dr Rear-wheel Drive Coupe (116.1811 in)
2019 Tesla Model S – Standard Range 4dr All-wheel Drive Hatchback (116.4961 in)
2020 Dodge Challenger – SXT 2dr Rear-wheel Drive Coupe (116.1811 in)
2020 Tesla Model S – Long Range 4dr All-wheel Drive Hatchback (116.4961 in)
2021 Dodge Challenger – SXT 2dr Rear-wheel Drive Coupe (116.1811 in)
2021 Tesla Model S – Long Range Plus 4dr All-wheel Drive Hatchback (116.4961 in)
2022 Dodge Challenger – SXT 2dr Rear-Wheel Drive Coupe (116.1811 in)
2022 Tesla Model S – Base 4dr All-Wheel Drive Hatchback (116.4961 in)
2023 Dodge Challenger – SXT 2dr Rear-Wheel Drive Coupe (116.1811 in)
Well this could be fun!
Ferrari 612 you say, huh? Hmmm
Bruh
With all those choices, GM had to put their skateboard under what looks like a Hyundai?!
Just kidding around, of course. This should be pretty popular, and hopefully it will turn out to NOT be the 2024 version of the Vega or the Citation – promising, seemingly useful vehicles with many fatal flaws.
I didn’t see where it is being built. That will matter to more than a few potential buyers.
It’s being built in Mexico. The same plant, I think, as the Cadillac (can’t recall the model).
Buick buyers evidently has no issue buying Chinese Buicks…
Abouy being American made…
Sadly none of “the big 3” even make the top ten list of “most American cars” list according to cars.com…
Tesla has the top 4 spots with the S,3,X & Y and the rest of the top 10 is Honda/Acura with 1 VW
Ford doesn’t appear on the list till 16th place and Chevy’s 1st entrance is in 19th place
https://www.cars.com/articles/2023-cars-com-american-made-index-which-cars-are-the-most-american-467465/
That was impressive.
Have fun ‘sliding it under’ body on frame cars….
Jesus christ it just keeps going!!
It’ll have buttons and knobs, right? Those are appealing both to people who want a “normal car” and those of us who have fingers.
It does have buttons and knobs! That’s the thing that got me interested in it–the HVAC controls are pretty traditional and there’s a volume knob on the infotainment screen. I would have liked physical skip/scan/preset controls there, too, but at least they are physical switches on the steering wheel, instead of touchpads.
But no CarPlay or Android Auto projection from your phone. Seems like a short-sighted attempt at a money grab, but that’s the GM playbook.
True. So far, the lack of Android Auto is my biggest criticism. Sure, it has built-in Google, but most of us keep our phones more current than our cars.
Apple users really have to feel ignored by Chevy.
The weird thing is that they are offering free connectivity for 8 years. So they are mostly just hoping to make money off the secondary market? Which is generally the market in which people are LESS willing to spend.
The issue is not the quality but consistency. I want my same menus, apps and settings to follow me from car to car. I get that now with an iPhone and CarPlay . I don’t care how good the GM infotainment system is, hard pass if the car doesn’t have ( wireless) CarPlay.
This^… I’m concerned that manufacturers are trending in this direction. RIvian, Tesla, etc.
… First World issue.
I don’t switch between new enough cars enough for that to be my concern. My main concerns:
Will they support the apps that I actually want? I don’t want to be stuck with whatever apps they think are best.
Will the integration break functions? I really prefer to have the AA segregated from the car systems as much as possible. This seems like it’s integrating at least Maps with things like battery preconditioning. For security, they need to keep this tightly controlled.
We’re some time out from switching away from 5G, but what if we do? What happens to all this stuff when the modem in the car can’t connect?
How much storage? I like to download music and maps so I am set when outside cell service. My phone has plenty of storage, but will my car?
And NFWG – Cars are meant to go Point A to Point B.
Take the tax credit away and I still think the Bolt and EUV was a better offering. I don’t need a giant screen. I just want an EV that is actually under $30k, offers decent range, and works as advertised.
If they do bring back the Bolt on the Ultium platform, as planned, it could be the true budget offering. I hope they show that one off soon.
I’m genuinely excited for the new Bolt
I’ll add my voice to the “this is not a sub-30k EV” chorus. That’s like saying “well ackshually my $500,000 house is only $470000 in the end because I get a big deduction every year.” There is a difference in that the loan you take out/check you write *could* be less than $30k, but that’s literally not even the lowest MSRP for the basest model.
If you’re gonna include the price, make it MSRP, same way you’d do for a $50,000 sports car that’s getting flipped for $70,000. That’s misleading on both sides of the argument.
/harrumph
There’s a little bit of difference there: the point-of-sale tax credit means that the effective MSRP is under 30k. It no longer requires you to wait until tax time to claim it. I think it’s fair to consider the effective price as $28k, much like you would if Chevy decided to knock the price down instead.
That said, I do think it is important to note the full MSRP, since not everyone will qualify (under $150k individual or under $300k joint income). I think the majority of people looking at the 1LT will qualify, but there are people who make good money they don’t want to spend.
I agree – I just got tired of typing after editing a bad example into a nearly passable one haha
As others have said, it is still not as bad as Tesla, who wants you to “Include $7,500 Federal Tax Credit and est. 5-year gas savings of $6,000” in your “build a car” pricing. That is the first number you see when you go to their website.
Arguably Chevy needs to show similar numbers I guess right? If John Dope looks at Tesla’s page and seeing the Model Y is $31,500 (after tax credit and “gas savings”) and they look at Chevy’s website to see it is $44k before tax credit, there is no guarantee John Dope looks at the small print. He’ll just assume the Chevy is way more expensive.
And it’s not even Chevy doing it–their page shows MSRP and mentions that you could be eligible for the tax credit. They are being very careful to make sure they don’t get lumped in with Tesla on those misleading practices.
Is there anything Tesla or Musk does that isn’t a lie, prevarication, exaggeration, treachery, mendacity, grift, misrepresentation, hyperbole, or bullshit?
In this universe?
The brief was definitely “a very normal EV for very normal people,” and they nailed it. If I am feeling bold, I would say it’s the best looking thing on the Chevrolet lot.
It is definitely not my style, but if it’s ubiquitous I won’t complain.
GM Seems to be really good at fucking up EVs lately. Both the enormous Hummer and Silverado EVs are too big, too heavy, and too expensive. They canceled the Bolt despite it being a best seller. ( Will give them credit for bringing it back) And the aforementioned Blazer got off to a rocky start. This is sort of embarrassing when Chinese automakers are absolutely spewing EVs at the moment under 100 brands and a zillion models. Hopefully they will get it right. This time.
Of the many people that are buying Teslas, I have to wonder how many support the guy in charge being a nazi-enabler, and how many just don’t care that he’s a nazi-enabler.
I think we have to remember that a lot of people aren’t paying attention to him and just want an EV and heard Teslas are good.
I am slightly jealous of them. To think how better life would be if I didn’t know anything about the CEO!
“I think we have to remember that a lot of people aren’t paying attention to him and just want an EV and heard Teslas are good.”
That is basically true for me. I didn’t buy my Tesla to show support for Elon. It was just the best EV available for the price I was willing to pay. I find Elon unlikeable and I disagree with a lot of his politics, but I don’t think about him very much. I am amazed at how much mental energy people waste thinking about that dipshit.
Okay, you do whatever you want.
But he absolutely is a nazi-enabler.
That isn’t an exaggeration, that’s not hyperbole, he literally is a nazi enabler.
And if you don’t give a shit that by buying a Tesla, you’re supporting a literal nazi-enabler, that’s up to you.
Let’s not discuss “nazi-enabling” when it comes to the ethics of buying from big corps. Hugh Crawford will have to make another five lists.
Elon is very publicly enabling nazis.
Almost like we didn’t learn anything about letting power concentrate in the hands of the few in the last century.
I know more about that CEO that probably any other CEO on the planet. Its hard for folks to not know, I think? I know more about Elon than the CEO of my job and my CEO is on CNBC seemingly every other week
But remember, everyone’s media intake is different, and even different locations have different priorities. If you’re not particularly interested in Twitter you’re going to miss a lot of his most egregious Nazi shit, for example.
It feels impossible to avoid but we are on a car site and he is a figure in cars.
There are also a lot of people who bought them before he really went off the rails.
That’s certainly true, I was only referring to people currently buying them.
There’s really no such thing as ethical capitalism- and I say that as someone who generally thinks capitalism is good – so I’m not sure it matters. Besides, I think it’s more important to worry about climate change than the rants of a weird billionaire, but that’s just me. Teslas also remain to be good EVs, and not a terribly huge risk to own.
There are now plenty of good EVs that people can buy without supporting a nazi-enabler.
That’s nice. You seem like you’ve come to your conclusion and aren’t interested in other points of view. I’ll just say that, if fascism really does come into power, it’s not likely that it’ll be on a wave of Teslas.
Okay dude, I’m only talking about not supporting an actual, demonstrable, nazi-enabler.
Hey, someone might want to check on Peter; I think he’s been replaced by a broken record player.
Unless he’s always been like this, in which case I’ll have to use the block button in my mind.
We just got two in here at work. I haven’t had the opportunity to drive one yet though like I have the Blazer EV. I will say this for it though; in person, it is sharp
I’m more comfortable with Mary Barra’s politics being a complete mystery to me then I am with Elon Musk’s politics being in my face.
Actually, Mary Barra seems like a pretty nice person for an auto industry executive, admittedly a pretty low bar.
100% agree. Jim Farley from Ford, also seems like a genuinely nice person.
And Mary Barra is a legit auto engineer, while Musk mouths off a lot but knows very little about any of the tech in his companies. Not enough to be dangerous, but enough to sound like a cringefest when he talks about it.
Imagine if Mary Barra were as… disconnected from reality as Elon Musk is. What kind of vehicle would she scribble on a napkin with crayons and then order her minions to build, no matter what?
An EV Hummer for north of $100k?
It is not as ugly as a lot of recent cars. I kind of like the blue with the white roof. An orange or seafoam/teal with a white roof would look nice. Hurrah for not having a randomly shaped black doodad on the C-panel.
Still, why do all new cars have a foreskin?
Well now I can’t unsee the foreskin. Thanks for that.
I hope this wins the opposite of whatever COTD is, you monster.
Hopefully they’ll fix that with the release of the Chevy Equinox eBris edition.
Bringing in a rabbi to do bumper work is gonna be a little awkward for everyone, but it’s the only way to get this right.
This article is like the fuzzy Tesla pricing, never mentioning the true MSRP. The 1LT starts at $33,600, no guarantee it is available in 2024, heck the IRA credit could be canned by time it comes out, or that it won’t qualify for some crazy reason, plus high likelihood that 33.6k price goes up by the time it comes out.
GM does not have a sub 30k EV, stop saying they do.
Sadly I think there’s a lot of American buyers who basically won’t buy from the big 3, see Chevy Volt. Or maybe that’s just me living on the coast. But also, what has happened to GM styling? For years (even with some notable exceptions) they’ve made some of the best looking American cars (even though their interiors were arguably the worst) and lately everything they make has this weirdly overwrought organic shapes inspired design language that I have a hard time thinking most folks find appealing. If Tesla has proven anything it’s that you don’t need eco-conspicuous styling anymore to sell environmentally friendly cars and indeed for this car’s mission more attractive sleek styling would probably benefit it.
I liked the 2nd gen Volt. The rest? Meh.
It seems like charging infrastructure is going to be critical for this (or any other) mass market EV. If your in an apartment/renting a room/renting in general it’s probably a fair bit more difficult to charge at home, so charger location, availability, and reliability are going to be bigger issues. Less likely to be a problem for folks buying $60k+ cars.
Also, it looks kinda… Not good? Somethings off, can’t put my finger on exactly what tho. Is it just me? Looks like a knock off EV6 or something.
The EV6 leans into being a wagon. This is a wagon that they’re trying to pretend is an SUV. It also doesn’t help that the hood could either slope down faster or stretch farther. It’s a weird length.
It does look a little bit better in person, at least in black.
I read your first line “Charging infrastructure” and was going to respond its surprisingly good “with access to Tesla Superchargers”, but… yeah renters have a real problem. If you can charge at home/work, needing a faster charger on the road is an infrequent occurrence. But if your in an apartment, not being able to charge daily would be a big drag. Its not going to get solved until apartments/condos are forced into installing chargers, or at least power points so people can plug in their own mobile charger.
The costs associated with forcing apartment complexes to add charging capability seem really high. And that burden, I imagine, will end up on the renters. It feels kind of like requiring apartment complexes to install a gas station, and make the renters pay for that install as well. I don’t know enough to be sure, it creates concern that any fuel and maintenance savings you achieve would be swallowed up by increased rent. I’m willing to be wrong here, that is just what my initial reaction is.
I think it would be possible to do it pretty cheap if you just supply the outlet–you don’t need to have full charging stations. Of course, it would be tough to make sure each outlet is used by the tenant to whom it’s assigned or to make sure the power goes through that tenant’s meter, so you would see the cost of electricity to those outlets passed to the renters most likely.
So where I live, there’s actually three or four Teslas at the property despite the fact there is zero charging infrastructure. This isn’t a case where you could run an extension cord to them either. The parking is quite separate from the actual buildings, so you cannot charge here.
Moreover, all over Boston and Cambridge I’ve seen street parked Teslas for YEARS. This is particularly interesting in Cambridge where folks likely aren’t using a vehicle to commute at all, especially parts where you can genuinely walk absolutely everywhere to get things done, and a subway station to elsewhere is only a 5 or so minute stroll away.
I’ve never talked to any of these folks, but with the fact I’m seeing it more and more, I’m absolutely going to try to chat with these folks and see what their situation is. Even four years ago seeing this was rare, but it’s prevalent now where at least for some folks (in very dense urban areas) not being able to charge at home isn’t an obstacle to owning a BEV.
I would be curious to know what percentage of these owners have access to charging at work. My work currently offers free charging, so I could feasibly own a street parked or apartment parked EV reasonably easily, with potentially only issues on the weekends. My assumption is that most of these individuals you are seeing have the same advantage. I would be very curious to know if I am correct or way off base.
In the case of Cambridge, they’re almost guaranteed to be work-at-home folks. A senior software developer + nurse/RN couple in the Boston area can easily be a $300K+ household income, and dual software devs can top $400K, even excluding AmaGooFaceSoft. Even if they don’t work at home, the neighborhood where I see the most street-parked BEVs has a subway station a 5 minute walk up the street, and grocers a few minute stroll away. It’s like NYC — needing a car is rare.
So it’s likely a case of they own a car for when they do use a car (and don’t want to deal with ZipCar, and traditional rental outlets are out of the way), and use public charging infrastructure when they need it since it’s so infrequent. That’s my guess.
Where I am (walkable burb directly abutting Boston), I think the Teslas are home during the day, so it’s almost certainly a WFH situation. We have four supermarkets within an 8 minute walk, so again, it could be that having a car at your beck and call is a luxury they wanted, and they just charge it when it needs charging. I’ll talk to them though!
I hadn’t realized “nurse/RN” was a WFH position…
One of them is working from home.
The one going to the hospital walks 5 minutes up the street and takes the subway to work.
I’d like an electric vehicle one day, my wife would divorce me I bet, she’s got gasoline in the veins. I own a home, but its in a relatively dense street in PHL, there’s NO garages or driveways, street parking only. There is one guy on the street with a plug-in Hyundai which he runs an extension cord out across the sidewalk to his car….That’s only if he gets a spot near enough to his house. Sometimes the cord is going down the sidewalk to his car 30-40 feet away.
It would never work for me. I don’t WFH, I work just outside of the city, and I get out of work late enough that my street is full or nearly full with parked cars by the time I get home. I might get a parking spot right in front of my house maybe once a week. Every other time I park around the corner on a timed parking street since I have a permit. I do drive by three public chargers on my way to/from work all are on the outskirts of various shopping plazas/mall, but it becomes do I want to stop for 30-60 minutes and do what, go into Target? The Mall? I just want to get home when I leave work.
You make a very real point. My wife wanted to explore buying an EV for her next car but we live in an older condo building and can’t charge at home, ultimately it just didn’t make sense to try to daily an EV using only public charging stations. And agreed the styling isn’t horrible but isn’t great either. Which is a bummer, GM has made a lot of good looking cars over the years, not sure how they let this car land somewhere between bland and weird.
People will be fine on L1 charging. 2 miles an hour times 12 hours is 24 miles, or enough for the average daily drive. Plug in at a L2 charger while out shopping and get that in an hour. Pick a sensible charge level and maintain it. That strategy will be easier on the coasts where public chargers are fairly common and not so much in flyover country.
Shouldn’t that be a Mexican flag featured in the pic, cause it’s made in Mexico right?
Yep, like a bunch of American cars these days, it’s made in Mexico. Ramos Arizpe, to be specific.
It is always a bummer when I decide to consider an American brand only to see it is built somewhere else. But hey, good thing Toyota is making cars here I guess.
It would be good to know what percentage of the components are made in China. Suspecting that a very significant percentage are would be logical as well as disturbing.
I went and checked out a Launch Edition, and I have been waiting on my 3LT order (according to Chevy, it’s been produced for a bit now, just waiting to ship). I’m still not entirely sure I’ll take delivery, both due to other options and the dealership being horrible at communicating, but I’m eager to read a good review (there are already a lot of YouTubers who work for Chevy dealers posting reviews, but I’m not sure I trust the guy working at the lot for a fair review).
It’s not perfect. I think there’s a lot they could have done better. But it’s competitive, it’s pretty normal, and it’s in a popular market segment. If this doesn’t work out for GM, I don’t think the Ultium platform is going to make it.
I hope you do get it, mostly because I’m curious what your experience is!
It’s basically down to this, a used EV6, or an Optiq, and I’m really leaning toward the Equinox after bad experiences with warranty work on a Kia.
I’ll definitely share my experiences, both positive and negative.
Do you have any sense yet of whether your dealer will try to tack on any upcharges or markups? Or do you have to wait until delivery to see what the true OTD cost will be?
My dealer is doing MSRP minus any discounts offered at time of delivery (and I should be getting at least supplier and Costco discounts of $1k each). But I also ordered before order banks were even open, so I don’t know if they’d offer the same now. Peterson Chevrolet in Boise, ID.
If they try to add any upcharges, I’ll get my (allegedly non-refundable, but I’ve heard from another dealer that they shouldn’t be able to do that) deposit back and walk away.
MSRP of the base model is actually $35,000. I find it frustrating that advertised EV prices include a tax credit that not everyone qualifies for or can take advantage of. If everyone can’t buy it for under $30,000, it is not a sub $30,000 car.
An EV that cost $28k and had a highway range of 300+ miles would be awesome. I’m far less impressed by a bland, boring $35,000 CUV with a real-world highway range in the low to mid 200s.
To be fair to Chevy, they’ve been very good about showing the actual price. If you go to the Equinox page, they don’t show any mention of the post-credit price. They list the price and they mention you could be eligible for the credit. It’s not Tesla, where they try to show you a price that accounts for gas savings, tax credits, and whatever else they can think of.
That is a valid point. Chevrolet is upfront about the vehicle’s actual price, and I like that. Tesla’s advertised prices are bordering on deceptive.
This type of advertising is a bigger problem for used EVs. Most used EVs I see advertise a price that includes the tax credit. The income limits of the used EV tax credit are not particularly high ($75,000 for a single individual) so a lot of buyers will not qualify or will not pay enough taxes to benefit fully from the tax credit. I get frustrated that new many advertised new EV prices include the tax credit, but at least the income limits are high enough that most people qualify.
This is why we generally try to show both just to make it clear, though you can only put one price in the headline and most people will likely qualify given the price of the car.
I am going to push back here a bit. After reading this, I genuinely did not know if $28k was the MSRP or price after the tax credit. I read it again to make sure I didn’t miss anything, and the only mention of the tax credit was in reference to the $42,000 model available after the tax credit for $35,000. I don’t see where you showed both prices.
That is a very good point. I wonder if it got lost in the shuffle during editing (“should it go here? No, let’s put it here…no…”)
Over at an Equinox EV forum I joined, this article got linked, and at least one person said he didn’t read because he found the headline misleading. I think you’re right that most buyers of the 1LT likely qualify, and it probably grabs more eyes, but there is a case either way for sure.
I would suggest the first mention of the price within the article specify “(after tax credit).” I think that would help a bit.
Okay, now that guy is criticizing the rounding to $30k, saying sub-$28k would be better and he doesn’t understand why anyone would choose the imprecise and arbitrary threshold of 30k. So he seems deeply unserious in multiple ways. But I do still think that it’s important to clearly note that the price mentioned is after tax credit.
Oh, shoot, I have not seen that on used EVs (mostly because I’ve been shopping things that are above the $25k limit). That’s pretty shitty.
The only sub-$25k EV I’ve even looked at had a dealer that didn’t even know there was a tax credit. I asked if the car was eligible (it showed 2 owners, so it could have been claimed already), and they kept telling me that the tax credit was for new vehicles, even when I sent links to the correct info.
I had this come up a lot when I was looking for a better used EV a few months ago. I kept seeing 2G Nissan Leafs selling for around $14k. For most of these, $14k was a fair price but not a bargain. Unfortunately, my price was $18k, which was way more than the car should reasonably sell for.
Ouch. That’s scammy and scummy.
Yeah I saw the same thing when I looked at Leafs (after the article here talking about Leafs). $14k decent deal. Nope, really $18k – tax credit. So $18k.
I guess I shouldn’t be surprised. Dealers will list a car at $20k, when it is really $30k – $10k in rebates no one can actually get all of.
“The GM EV-1 was the first quasi-production electric car sold by an automaker.”
Just by itself the Anderson Electric Car Company produced around 13,000 Detroit Electrics in the early twentieth century and they were neither the first nor the only volume manufacturer of electric cars long before the EV-1.
Detroit Electric started in 1907 and competed against Baker and Milburn electric cars for 20 some years. All Automakers.
You got me! I updated it to “Modern”
Look I hate to bring cynicism to the comment section so early on, but we’ve seen this before.
What’s announced is “~30k, 300+ miles of range”, but those two features aren’t in the same actual vehicle. What we get instead is “Base trim is a smaller battery pack so less than 300 miles, oh and by the way that’s not actually available right now”. Instead, you have to buy the top trims for 45k.
I honestly feel for car journalists here because GM will say “well technically MSRP starts at $29,999”, so they have to report it as such even when the next trim up is a huge jump and the base trim isn’t available on the ground.
The cited range is what Chevy is reporting for the base model. It will have the same battery, but fewer features. As to availability, that’s up in the air. But the fact that GM is supporting factory orders makes me hopeful that people can get the base model, though it may not end up on lots much.
What makes me feel for the journalists is that I have already gone to my local dealer and checked out the Launch Edition. YouTubers have been posting drives. But the journalists have to wait until tomorrow to tell us about it.
If you scroll down to the bottom of the Equinox page, you’ll see the 1LT gets bullet points with range and all: https://www.chevrolet.com/electric/equinox-ev
Yeah we’ll see! The 1LT doesn’t actually exist in the builder right now where the other trims do. Every other box is ticked – 2LT is 10k more expensive (even though the bulleted list has a lower price than is in the builder), and the base trim is delayed.
EDIT: Looks like the builder contains destination and other fees while the bulleted list does not. Meaning the 1LT is closer to 35k in reality. Also Thomas’ article from 2022 linked above actually has verbiage about the base trim being 250 miles of range. Now that was a while back so things might have changed but it sounds like the playbook was intact at least back then!
The bulleted list shows correct MSRP, but does not include the destination charge. I just ran through the builder to verify. FWD 2LT is $41,900, plus $1395 delivery. So the 1LT, including delivery, will be almost exactly $35k, assuming that price holds (which I expect it will–once they gave actual pricing for the other trims, those prices held when they opened the ordering and the configurator).
I do suspect that this could be a situation where they significantly raise the price for the next model year, but I think they’re pretty much locked in for this year. They already took a bunch of bad press for shifting from a target of 30k to a target of 35k.
Yeah, they changed the plan last year sometime (basically the same time the base price went from 30k from 35k). They decided it was more efficient to make them all with the same battery.
but in 15 years of covering electric cars in the United States, I’ve scarcely seen a more important launch for a company
Just to take a crack at it…
failurelaunch. This could be big, because it might get bad enough to cause a big shake up at Tesla, or even their downfallIf GM fails at a $28k 300+ miles range CUV model…there is no reason to think that the Ultium platform will be a mass market success, so I suppose I’d call it a launch of underrated importance. Especially after killing the Bolt and leaving a void in the market, you’d expect the Equinox EV to be popular. That said, I agree with your assessments – I think the Model 3 was the most important launch of all – I’d argue that is why the automakers have shifted to EVs (or tried)
I actually quite prefer the Rivian to anything Tesla. Though I do have concerns it might end up being bought up and messed with by VAG or Stellantis.
Seems weird to think Apple seems like it would be a better fit as owner of Rivian than either VAG or Stellantis.
VAG will find a way to make ICE vehicle like maintenance both required and expensive
Stellantis version will cheapen the product and start rusting w/in 5 years of use in Arizona
R3 in particular will be the one to watch, assuming they can get it out the door quickly enough, and at the necessary scale. My concern for them is the window for first mover advantage is closing, so anything else good will steal its thunder.
The Model Y refresh will also be a biggie. I’d expect that in 2-3 years.
The window for first mover advantage isn’t closING, it closed directly behind Rivian the moment the R1T launched. Every startup that hadn’t hit the market by then is pretty much doomed, sadly.
Sadly I think the R3 may be too little, too late.
I want Rivian to succeed – the company seems to be run by decent folks, the R1 is genuinely impressive and the R2 could sell by the boatload if they can bring it to market quickly and chip away at the ‘soccer mom’ demographic. I think that is the make-or-break moment for Rivian.
The R3 is the car I actually want, but by the time it comes to market (optimistically 2026, more likely 2027 or 2028) there is a non-zero chance that they’ll have been forced to sell out to Stellantis/VAG for a discount price. If that happens, the R3 we end up getting will probably just be an outdated Fiat 600e with some quirkier/cooler Rivian styling.
I think your points are fair. But if the list is only 6 launches long, for all the models and companies launched in the past 15 years, I’d say that still qualifies as scarce.
And if we made a list of all production EV launches for US vehicles, it’d be what, less than 50 cars long?
Leaf, Model S, Model X, Model 3, Model Y, Cybertruck, I-Pace, Lightning, Mach-E, Hummer, Silverado EV, Bolt, Bolt EUV, Blazer, Lyric, R1T, R1S, ID4, Ioniq 5, Ioniq 6, Kona, GV60, EV6, Niro, e-tron GT, Q4 e-tron, Q8 e-tron, i4, i5, i7, iX, 500e, Ocean, Air, EQB, EQE, EQS, Polestar 2, XC40 Recharge, Taycan, Solterra/bZ4X.
The Blazer EV is just priced too damn high for a Chevy…thanks to the void created by the ending of Bolt production, I have no doubts the Equinox EV will catch fire.