What's the Best Small Electric SUV? We Tested 8 of Them to Find Out

• What's new: Fully electric crossovers are better than ever, so we gathered as many as we could to find out which one was truly best. 
• Why it matters: We're comparing new entries like the Rivian R2 and Subaru Trailseeker against longtime favorites like the Hyundai Ioniq 5, Kia EV6, Tesla Model Y and more.
• Edmunds says: There are a lot of good options here, but the top three are a clear step ahead of the rest.

8th place: Chevy Equinox EV

• Overall rating: 7.0 (out of 10) 
• Base price: $36,795
• As-tested price: $52,440
• Edmunds EV Range Test: 356 miles (LT FWD)
• Good: Great native tech with generous trial period; spacious rear seating; great range-per-dollar ratio on lower trims
• Bad: No Android Auto or Apple CarPlay; small-item storage is lacking; subpar handling and acceleration 

It might bring up the rear in this test, but there's plenty to like about the Chevy Equinox EV. The first is that, if you opt for a front-wheel-drive model, you'll be able to cover 356 miles on a single charge. In the Edmunds EV Range Test, the Equinox outperformed its EPA estimate by 33 miles, a gain of over 11%. The Equinox we pulled that impressive range figure from was the base model that cost just $34,995, and its range-per-dollar ratio came out to $98 a mile — far better than anything else in this test. 

The second big boon here is that Equinox EVs can also be optioned with GM's Super Cruise tech, one of the best eyes-on, hands-free driver assistance systems on the market. It isn't the cheapest way to get this kind of advanced driving tech (that title belongs to the Chevy Bolt), but it's darn close when you consider how inexpensive the Equinox is at the base level.

That said, its value proposition starts to break down as you move up the trim ladder. The RS model we had in for this test was nearly fully loaded and cost over $50,000, and that changes things dramatically. The interior just doesn't match the price tag, and its materials don't feel as expensive as what's used in the other cars in this test. It also doesn't charge as quickly as the competition, and, like all of GM's EVs, you don't get Apple CarPlay or Android Auto. Boo.

7th place: Toyota bZ

• Overall rating: 7.1 (out of 10) 
• Base price: $36,495
• As-tested price: $40,468
• Edmunds EV Range Test: 331 miles (XLE Plus FWD)
• Good: Great comfort on the road; plenty of range on FWD models
• Bad: Interior feels cheap, not cheerful; lacks any real driving character or precision 

The Toyota bZ is the heavily revised version of Toyota's first genuine EV effort, the utterly disappointing bZ4X. While some improvements have been made, we know this brand can do better. The good news is that you can get more than 300 miles of range on a single charge out of this crossover — you just need to opt for the bigger battery on anything but the base trim and front-wheel drive. You can't get all-wheel drive and 300 miles of range at the same time in the Toyota. 

Another high point is comfort. On the road, the XLE Plus model tested here is soft and supple, like a big, silent couch with 18-inch wheels and lots of cushy sidewall. But that's where the good news ends. The interior space is poorly put together — the center console rattles and shakes even if you brush your knee against it — and even places where it seems like Toyota used nice materials are only very thinly veiled as "nice enough." The bZ also doesn't look particularly inspiring. The central screen, though large, looks tacked on and lacks any real character, and the whole thing just screams "appliance" to us. We know Toyota can do better and we're waiting for its second effort in this space.

6th place: Kia EV6

• Overall rating: 7.1 (out of 10) 
• Base price: $39,445
• As-tested price: $56,140
• Edmunds EV Range Test: 296 miles (GT-Line) 
• Good: Tons of standard and optional features; great value; sharp looks
• Bad: Interior control structure is frustrating; visibility is poor; lacks cargo space

The EV6 is great to drive, nice to be in, charges quickly and looks sharp. Plus the interior feels top-notch, with great materials selection and comfortable front seats. So how did it end up near the bottom of our pile? Despite all its inherent goodness, the EV6 struggles to be as usable as its competition. 

Once you hop inside, it becomes clear the EV6 is lacking in small-item storage, plus the front trunk is so small it's practically useless, and cargo space in the rear is closer to a hatchback than a proper SUV. Not only that, but the EV6's very rakish shape means seeing out of it (from any angle) is a challenge — even with blind-spot cameras in the instrument cluster.

The EV6 is far from a bad EV, and there is a ton to like here. But when you consider its drawbacks all hurt how easy it is to live with — like the frustratingly finicky swappable touch control panel that controls either the climate functions or the media controls — you end up with something that presents a few too many compromises. 

5th place: Subaru Trailseeker

• Overall rating: 7.2 (out of 10) 
• Base price: $41,445
• As-tested price: $48,800
• Edmunds EV Range Test: 262 miles (Touring)
• Good: Standard all-wheel drive; quick acceleration; large cargo hold
• Bad: Interior doesn't befit the price; range is mediocre at best

The Trailseeker fails to impress in a few key areas. What it does have going for it, though, is space. The rear seat area is capacious, and the cargo hold is massive relative to the other cars in this test. It's also quick — we hit 60 mph from a standstill in just 4.6 seconds, which is more than punchy enough for a small SUV. Plus, standard all-wheel drive and reasonable ground clearance mean it'll probably get you to a trailhead without issue. 

In our real-world range test, the Trailseeker failed to meet its EPA estimate of 274 miles, covering just 262 miles. That makes it one of a very small number of EVs that haven't at least matched its EPA estimates in our testing. Not only that, but the same interior quality issues that hamper the Toyota bZ exist here too. The only meaningful change Subaru made was squaring off the steering wheel to give a slightly better view of the ludicrously shaped (and placed) instrument cluster.  

4th place: Ford Mustang Mach-E

• Overall rating: 7.3 (out of 10) 
• Base price: $40,535
• As-tested price: $
• Edmunds EV Range Test: 301 miles (Premium AWD)
• Good: Great to drive; ample range; clean but effective interior space
• Bad: Doesn't ride as well as some rivals; charging speed is slower than the competition 

The Mach-E is where your options start to get really good. Ford's first mass-market EV has (potentially) escaped the criticism that surrounded its name and simply proven it's great at what it does. We love getting behind the wheel because it feels like Ford found a way to have a little fun. Acceleration is punchy, the steering is direct without being too light, and the chassis has a natural balance. This is especially true in the GT and Rally versions of the Mach-E, but the standard cars are fun nonetheless. 

We also like the Mach-E's interior. The material choices are great, and the dash design is simple but effective. The vertically oriented touchscreen is a bit overwhelming at first, but Ford's layout ends up being intuitive. Does that mean we prefer it to physical controls? Of course not. But if this is what we have to settle for, we're glad it's so easy. 

The cons here are few. The Mach-E still charges relatively slowly; a 150-kW max charge rate means recharging from 10% to 80% takes almost 40 minutes. Most people who buy EVs charge at home, but that charging figure won't make road trips any less of a hassle. Thankfully, Ford includes the option for BlueCruise, its own hands-free highway driving assistant, which should help take the edge off once you're back on the road. 

3rd place: Tesla Model Y

• Overall rating: 8.2 (out of 10) 
• Base price: $41,630
• As-tested price: $61,380
• Edmunds EV Range Test: 327 miles (Launch Series AWD)
• Good: Plenty of range; updated interior is more premium; Full-Self Driving (Supervised)
• Bad: Interior feels austere; control scheme relies entirely on the central display; anonymous exterior styling

The Tesla Model Y might not be everyone's cup of tea, but it's still one of the best EVs out there. The best-selling electric car on the market got a big refresh last year, bringing much-needed updates to the interior. Inside, the material quality is much higher, ambient lighting now adorns much of the doors and dash, and the whole thing is bolted together much more tightly. 

For most, however, the biggest pro of the Model Y is the availability of Full Self-Driving (Supervised). It's now available only as a $99 monthly subscription, making the Y the only car in this test to offer eyes-on, hands-off point-to-point self-driving. Just pop a location into the center screen, and if the Tesla knows where it is, it can take you there. It also parks itself, though it doesn't always do the best job. It's also worth noting that you should always pay attention to the road while the system is active because if anything happens, that's on you. 

The rest of the Model Y experience is fairly familiar (this is the second one we've had in our One-Year Road Test fleet). There is a ton of cargo space thanks to a large trunk, a sizable frunk and underfloor storage behind the second row. It also rides nicely and feels agile in the bends. 

The biggest negative is Tesla's almost religious adherence to interior minimalism. Everything, and we mean everything, is done through the center screen. You also don't get an instrument cluster or a gear selector stalk, and frankly both come across more like cheap omissions rather than actual oversights. It's also just not very nice to look at — if "blob" is your desired exterior styling motif, the Model Y's got you covered.  

2nd place: Rivian R2

• Overall rating: 8.2 (out of 10) 
• Base price: $59,485
• As-tested price: $60,485
• Edmunds EV Range Test: 304 miles (Performance)
• Good: Charming exterior styling; fantastic powertrain; great handling chops; great use of both materials and space inside
• Bad: Range and charging lag behind class leaders; user experience is touchscreen-heavy 

The Rivian R2 is a winner almost everywhere. Inside you get similar vibes to Rivian's R1S with two big screens and a lot of wood, supple leather and a large, airy-feeling cabin. Rivian has nailed the practical aspects of this space. There is a cubby or bin for everything, and the R2 gets not one but two gloveboxes. 

From behind the wheel, the R2 Performance we had is a treat. Its two electric motors make 656 horsepower and 609 lb-ft of torque. In our testing, the R2 smashed from 0 to 60 mph in 3.7 seconds and finished the quarter mile at almost 130 mph. That makes it the quickest and fastest car here by a significant margin, and as we found out at our handling track, it is a hoot to drive. The R2 might be the most fun-to-drive EV on this list.

But it isn't a one-trick pony. Our first drive of the R2 also allowed us to delve into its off-road chops, and it handled tricky ascents and rocky passes with aplomb to spare. Somehow Rivian has been able to balance off-road ability and on-road comfort in a way gas-powered competitors like the Jeep Wrangler or Ford Bronco cannot match. 

The R2 is not without its quirks, though. The R2's controls are nearly as heavily reliant on the screen as the Model Y's. There are almost no physical controls aside from the tricky-to-get-used-to scroll wheels on the steering wheel and the gear selector/turn signal stalks. Lastly, the R2 doesn't charge particularly quickly and, like the Subaru, it also failed to meet its EPA-estimated range, covering just 304 miles in our testing. 

1st place: Hyundai Ioniq 5

• Overall rating: 8.3 (out of 10) 
• Base price: $36,650
• As-tested price: $51,050
• Edmunds EV Range Test: 282 miles (dual-motor Limited)
• Good: Solid range; the fastest charging here; tremendous value; excellent to drive
• Bad: poor small-item storage and cargo space scores

The Hyundai Ioniq 5 has retained its top spot in our rankings and is the winner of this test. Frankly, it just does everything well. The interior is the most upscale among these competitors, with the nicest materials and the easiest control structure. Everything is logically laid out, and you're not forced to use a screen for key functions like the climate and media controls. Plus, you get Apple CarPlay and Android Auto, so you're not locked into Hyundai's native system. 

The Ioniq 5 has the best ride quality while also being great to drive. Natural visibility is spot-on thanks to all the glass, and you get Hyundai's blind-spot cameras in the instrument cluster. Plus, the doors open wide so it's easy to get in and out of, and the panoramic glass roof has a cover (unlike in the Rivian and Tesla). 

Despite being one of the oldest contenders here, the Ioniq 5 is also the charging champ. In our testing, it added 100 miles of range in just 8 minutes when plugged into a 350-kW charger. Range is solid, too. Rear-wheel-drive models are rated at 318 miles by the EPA; going for all-wheel drive brings that figure down to 269 miles, but in our Edmunds EV Range Test, it managed to outperform that number and cover 282 miles.

The Hyundai only has one notable flaw. Like the Kia, there's no real frunk, overall cargo space is limited, and there's no underfloor space in the back like there is in the Tesla and Rivian. 

But frankly, when you have something so feature-rich, nice to drive, easy to live with, quick to charge and comfortable inside, that nitpick is easy to get past. It might not be the newest entry in the small electric SUV space, but the Hyundai Ioniq 5 remains the vehicle to beat.