We Tested 8 Electric SUVs: Which One's the Best?

BRIAN: Today, we've got two hosts-- NICK: Eight all-electric SUVs. BRIAN: And one of them is brand-new. NICK: We can't wait to see where this thing lands. BRIAN: We're Edmunds, and we test hundreds of cars each year, on the road and at our private track, so you get the most trusted reviews. NICK: If you want to know which car, truck, or SUV is the best, then stick with us. [REVS, KEY CLICKS] [MUSIC PLAYING] BRIAN: We're going to take you through all of these electric SUVs from last to first. And we're going to tell you what's good, what's bad, and why you would want to buy each of them, starting with this Equinox EV, which is actually going to give you the most range for the least amount of money in this whole test. That sounds pretty good to me. The Equinox EV starts at around $37,000. But of course, what you're going to pay comes down to dealers in your area. That's why at Edmunds, we've got tools on our site that tell you what you should pay for any new car. For all the vehicles we have here today, you'll find the links in the description. Or you can just scan the QR code. Now, even though things start at a low, low price, they don't stay that way. This nearly fully loaded example that we have here costs over $50,000. On the world-famous Edmunds EV Range Test, the Equinox EV, it covered 356 miles. And you're getting all that range out of the cheapest version of this vehicle, the one with front-wheel drive. [MUSIC PLAYING] This big 17.7-inch screen is a highlight of this interior. And the good news is it's standard on all Equinox EVs, even that super cheap one. And you're also going to get this 11-inch display in front of the driver standard as well. And we like that you can put the map view right there in front of you when you're driving, no matter what else is happening with the rest of the screen. Now, we really like this setup. It's high resolution, it's easy to use and very responsive. But this infotainment system is harboring a dark secret-- no Android Auto or Apple CarPlay, something it has in common with a few of the other SUVs we're going to see later. The good news is that Chevy is very generous with the data that you're going to need to power this screen for the Play Store, for the maps, and for audio streaming. You're going to get eight free years of it before you have to pay for a subscription. And this is also one of the cheapest ways to get into hands-free driving. On higher trim levels, you're going to get GM's Super Cruise system, which is excellent, allows you to drive on mapped highways without using your hands at all as long as you're looking at the road. And you're going to get three free years of that. But where the Equinox EV starts to lose some of its shine is going to be materials. Even in this top trim level, the RS, it just doesn't feel quite as nice, or more importantly, as expensive as some of the SUVs we have coming later in this test. A lot of the touch points don't feel great, especially the top of the center console bin. It just feels kind of rubbery and weird. And these front seats, they aren't that great, either. They're a touch too flat and minimally bolstered. They're tough to settle into, which means that it's difficult to use all of that range comfortably. And the same thing could be said for the back seats, although I will say the Equinox EV is pretty good for car seats with its wide door openings and very easily accessible lower ISOFIX anchors. We do, however, like the control scheme of the Equinox EV quite a bit. Yes, some of the climate stuff does live in the screen. But you're getting redundant physical controls below it. And here on the steering wheel, everything is very simply laid out and easy to use. Thumbs up to Chevy for that. Even though the Equinox EV can go far, its charging speeds are less than optimal. It takes about 19 minutes to add 100 miles of range to this thing on a fast charger. And that's more than twice as long as some of the other SUVs that we have here. Also disappointing is its tow rating, just 1,500 pounds. I want to take a moment to emphasize something. If this thing is coming in last place, that bodes really well for all the other SUVs on this list because this isn't a bad vehicle at all. With an overall rating of 7.0, the Equinox EV, it's still pretty good by our estimation. If you look at the gas-powered compact SUVs, the lowest rated one of those drops all the way down to a 5.7. There are still very compelling reasons to consider this Chevy. If you want the most range for your dollar, or if CarPlay aren't important to you, you can overlook some of its faults. But the other electric SUVs coming on this list, we like them just a little bit more. NICK: This-- this makes no sense to me. The Toyota bZ is an affordable option starting at around $37,000. But you don't get that much in the way of range. If you want more than 300 miles, you're going to have to step up to the XLE Plus model. If you skip the all-wheel drive, it is pretty efficient, so you might be spending less on charging. But other than the cost-- When I get comfortable in the bZ, the steering wheel blocks my view of that screen, and that's really annoying. But there's even more here that needs serious help. Just take a look at the rest of this interior. Do you notice anything? Everything's a little too shiny and just a little too nasty. Like this center console, for example, just doesn't feel very nice up against my knee at all. Also, this is what we would call a mechanical twin to the Subaru Solterra. So the vast majority of what we say about the bZ can apply to that car, too. I'm sorry, but I really just can't get behind this interior space. Forget about the silly instrument cluster problem for a second and turn your attention to the center screen. Yes, it's nice and big. But is that all that really matters in a car? All of the climate controls are stuck up in there. And frankly, it just looks tacked on. It's almost like Toyota said, we need screen. And then this was the best that they could come up with. We just don't like things that feel like an afterthought. And a lot of this interior can be described in that way. Just take a look at where you put your elbow here. It looks like it's padded, but there's only the thinnest veneer of fake leather there. And if you keep your elbow there for a long drive, for example, eventually, you're going to rub it raw. [MUSIC PLAYING] And I'm afraid the bad news does not stop there. There isn't that much in the way of cargo room out back. And the frunk, well, it doesn't even exist. Rivian, Ford, Tesla, they've all found ways to make that front space usable. But in the Toyota, it's just a bunch of electrical components that you definitely do not want to see. Not only that, but you are not getting anything like BlueCruise in the Ford, Super Cruise in the Chevy. You might have wireless Apple CarPlay and Android Auto, and I like that there are dual wireless phone chargers, but that's not going to save it from a truly lackluster amount of driver assistance tech. And I'm not saying there isn't anything to like here. Efficiency is pretty good, so you might end up spending less on charging than you would in some rivals. Plus, it does have a lot of comfort going for it. It might not be the most inspiring thing to drive, but it is definitely on the more comfortable end of the spectrum when it comes to how it smooths out all the sort of ruts and lumps and bumps in the road. This lower trim has smaller wheels with more sidewall on them. And frankly, that has a lot to do with it. But it just goes to show not everything needs big wheels, people. [MUSIC PLAYING] The bZ is all about trade-offs. It has the lowest starting price, but you get stuck with that super plasticky interior and not a ton of range. If you want more range, you have to pay more to get it, but then you can't have the good range and the all-wheel drive. Look, if you need something more like a basic commuter, some of the more affordable trims will work. But you and I both know that this brand can do much better. I'm waiting for their second effort. BRIAN: This design has been around for a few years, but I don't know what else to say. It still looks great to me. When the EV6 originally debuted alongside of its sibling, the Hyundai Ioniq 5, it occupied a much higher spot on this list. Now, it hasn't done anything to get worse, for sure. The problem, though, is that the competition has really, really improved. Just like the outside, I really love the interior styling of the EV6. And the materials in here are top notch for anything that's not wearing a luxury badge. We are also big fans of the safety technology. All the driver aids worked well in our testing. And we especially like how much the EV6 does to aid with visibility. It has a blind spot monitoring system that's going to show a live view of what's happening on either side of you when you activate the turn signal. And it's also got a great surround view camera that's high resolution, makes it easy to see low objects around the EV6. And these are very important because due to its shape, the natural visibility of this vehicle really suffers. It's very hard to see over either shoulder. And seeing out of the back with that small glass, it can be impossible if anyone's sitting behind you. But that shape helps the EV6 to be very efficient and aerodynamic. And when you combine that with its super fast charging speeds, the single-motor versions of the EV6, they can add 100 miles of range in just 8 minutes and 15 seconds, the fastest of any vehicle in this test. And of course, this being a Kia, its warranties, they're also excellent. [MUSIC PLAYING] The control scheme here in the EV6 is so close to being great. I love the way that the steering wheel is laid out. And I also really enjoy having a dedicated camera button that's right next to the driver. But there's one thing that ruins the party, and it's this panel right here. And Kia has tried to cram two sets of controls into it. And that is where the problem lies. To switch between these controls for the infotainment and for the climate, you have to hit this button here. And the problem is that if you're driving and you don't know which one is highlighted, you have to look down every single time to double check. And that's not something that you can avoid. Kia knows that this is a bad system. This is why they went away from it in some of their newer products. And in the EV6, in a redesign, hopefully, it goes away as well. Though this is closely related to the Ioniq 5, you might not be able to tell from the inside because it just feels so much smaller in here, especially in the back seat. The floor, it's a bit too high. So as you can see, I'm sitting with my legs elevated off the cushion so it's not as comfortable, even though legroom is good. But the real issue is headroom. If I sit up straight, my head goes right into the ceiling. And that's not great for an SUV. The cargo area is also an issue in the Kia. It's got the lowest storage and cargo rating of any of the SUVs here because the shape of it, it actually makes it hard to fit larger objects in the cargo area. The small item storage up front is just average. And that tiny frunk, it isn't really helping anyone. So if the smallest size doesn't bother you and you're still enamored with the styling, as I am, the EV6 is going to hold a lot of appeal. And it's a great companion for a road trip with its ultra fast charging speeds and above average driving experience. This vehicle speaks to how closely competitive all these SUVs are because it shares so much DNA with the Hyundai, but it's so much lower on this list. And it's too bad that the EV6 is sitting there looking at the Ioniq 5 and realizing that in this band, it's clearly Tito. [MUSIC PLAYING] NICK: I think I'm getting deja vu right now. The Subaru Trailseeker is the identical twin of the Toyota bZ Woodland, which means it's a Toyota bZ with a bigger trunk. It also comes with standard all-wheel drive, just like a Subaru should. It starts around $41,000, but this guy is closer to $50,000. So other than the bigger trunk, does it fix some of the bZ's issues? Let's find out. The Trailseeker, for better or for worse, just feels like regular old transport. It'll get you there, and it'll probably even get you to the campsite because of Subaru's off-road chops. But it won't do it with that much style or pizzazz. [MUSIC PLAYING] The problem is, just like in the bZ you just saw, the interior is a mixed bag pretty much everywhere you look. These seats are a good example. They're big and comfortable, and we must say that we like that blue is an option. It really brings a little bit of spice to a cabin that is otherwise a pretty boring design. But the material that they're covered with doesn't feel all that nice. This thing is over $50,000. And I don't want to feel like I'm sitting on a wetsuit, you know? The whole cabin suffers from the same overly plastic feeling. Everything you look at, touch, or use is either rock hard or too flimsy. This is a disappointment from Subaru because we know that they can do better. Just take a look at the Outback in our one-year test suite. That interior is aces. Thankfully, there is a lot of room up front in the Trailseeker. The seats and the cabin itself have plenty of room for passengers of all shapes and sizes. And the same can be said for the rear bench. You also get some amenities back there, like heated seats on the outboard, two USB-C ports, some air vents, and the back seats recline. Plus, it's really easy to get in and out of because the doors open pretty big. So this steering wheel, Subaru tried to fix the issue with the bZ. And it did make a difference because they flattened out the top of the rim. And it gives you a much clearer sight picture of that instrument cluster. It doesn't make everything automatically better, but it is a nice improvement. When it comes to the way this thing drives, it's fine. The ride is comfortable and soft without being too floaty. And it's quick-- in our testing, we got 4.7 seconds to 60 miles an hour. And that is more than enough for a car of this type. The problem is that just about does it for the good stuff here. When you're out on the road, you won't be going very far. We got just 262 miles in our range test. And it doesn't juice up that quickly, either. Max charging is just 150 kilowatts. And for a modern EV, that is not very good. [MUSIC PLAYING] Get the Trailseeker if you want the space without getting too spendy, you're a real Subaru head, or you just like the way it looks. The Trailseeker does a couple of things right. But by and large, it struggles to keep up with the pack. Not only that, but it's just not that memorable or fun. Next. [MUSIC PLAYING] BRIAN: Still not convinced this is worthy of the Mustang name, but the Mach-E, it does have a lot going for it. Like many of these others, the Mach-E starts at around $40,000 and goes all the way up into the mid 50s. And if you want to spend even more, you can get a GT or a Rally edition. And I'm mentioning the Rally just so we can show you a picture of it, because it looks awesome. One thing that we've always enjoyed about the Mach-E is the way that it drives. It's just been a very easy car to get into and go. The regenerative braking is well calibrated. And the one-pedal driving is super smooth. And it also has surprising handling and agility. This thing is legitimately fun in many of its forms. And backing that up, the seats, they are also plush and comfortable, at least up front. And when you don't feel like driving, the Mach-E is also going to offer Ford's BlueCruise system, an eyes-on hands-free system that works on mapped highways, very similar to GM's Super Cruise. Now, the two systems, they function pretty much equally. But the reason that we prefer Super Cruise is because GM gives you a three-year free trial of it. One quick thing to mention, the Mach-E actually got a very slight refresh for 2025. We always like to bring you the newest cars, but this is the best one that we could get our hands on. And we thought the Mach-E was still worth including because it finishes in the top half of this test. The only thing that's really going to be different is that the shifter has moved up to here, on the stalk, and opened up a bit more small item storage. But everything else is basically going to be on par. And know that what we're saying about this model is also going to apply to the new one. [MUSIC PLAYING] Technology is a definite strong point here in the Mach-E. We're not the biggest fans of vertically-oriented screens normally. But this one, this one's actually quite good for a few important reasons. The first one is that even though there's a lot of controls stuffed into it, the layout is super simple and easy. The menu here, as you can tell, it's not overly loaded with icons. And if I go here, I can get to all the settings for the vehicle in one or two presses. And if I go here, I get the surround view camera. And you can also do fun stuff with this screen. You can even sketch stuff like this. Hi, mom, miss you, too. The only thing that we don't love is that all the climate controls do live in the screen. But unlike some of the other vehicles here, you can aim your own air vents. And that's way better. The Mach-E also has a few cons, which are good to know. However, none of them are what we would consider deal breakers. Now, the first con is going to be the back seat. But it has nothing to do with the seats themselves. They're actually well-padded, if a little bit flat. The problem more is with the shape of the entire area. The roof, it cuts down low, which makes it hard to get in if you're taller. And if you're taller than me-- I'm just under six feet tall-- headroom might also be an issue. And the floor is a little bit high. So as you can see, when I'm sitting, the back of my legs are off the seat, which makes it not great for long trips. This back seat actually reminds me, in a lot of ways, of the Kia EV6. And as we're seeing with both of those SUVs, which are shaped a little bit more like hatchbacks, it just means that they're not going to offer quite as much interior room as their boxier counterparts. The other issue for the Mach-E is going to be its charging and efficiency. Now, the range for this vehicle is pretty good. You're going to get somewhere between 300 and 340 miles with most varieties of the Mach-E. The problem, though, is that it doesn't use its energy as efficiently as other SUVs. You're going to use up more kilowatts to go the same distance. And for charging, it charges slowly. So it's going to take about 20 minutes to add 100 miles of range to this vehicle on a fast charger. And that's slower than even the Equinox EV. What does that mean? That means that if you're on a road trip, you're going to be stuck for longer at a fast charger. However, your passengers in the back, they might like that because it'll give them a chance to get out and stretch. [MUSIC PLAYING] The Mach-E puts up a strong performance. This is a well-rounded SUV with good technology and a nice hands-free driving system if you want to relax on a long trip. The problem with it, though, it doesn't really have a killer feature that screams, you have to buy this vehicle. And that's something that the final three SUVs all have. [MUSIC PLAYING] NICK: Now we are getting to the really good stuff, the podium places. BRIAN: But we've got a situation brewing because these two, they have the exact same overall rating. And we need to figure out how to break the tie. NICK: So in order to figure out our finishing order, we pulled members of the Edmunds staff to figure out which one would come out on top. BRIAN: Let's find out which one pops up next. NICK: It's going to be a third place finish for the Model Y. But bear in mind there's only 1/10 of a point between the top three finishers in this test. And there's one thing this car can do that the others cannot. [MUSIC PLAYING] The best-selling EV on the market starts with the standard version at just over $41,000. But this car is a fully-loaded Launch Series car that we bought for just over $61,000. That said, that was back when full self-driving was a lifetime purchase. Now, it is only a subscription. And the cost of an equivalent Model Y is also much less. And while the Model Y might not be everyone's cup of tea, as we'll get into in a second, it is hard to describe it as anything other than excellent, as its rating of 8.2 would indicate. It's also worth noting that the Model Y has the highest rating of all the cars here for a couple of important categories, specifically driving experience and cargo and storage. Up front, there's a real frunk that you can actually use. It's not just cursory like some of the other cars here. You can put real stuff in it. And back here, it's not just the space that you can see. There's this hidden compartment that can easily swallow a suitcase. Plus, we like this cargo cover, too. It's kind of like a shelf when it's installed. And it helps keep the cabin a little bit quieter. The driving experience score we gave the Model Y is a combination of things. These dual-motor versions are quick, but also really comfortable. And Tesla's steering has gotten much better over the years, to the point where this thing feels really agile around turns. But those driver aids is where this thing really starts to set itself apart. Nothing in this pack has anything like Tesla's Supervised Full Self-Driving yet. You can just put a destination into the nav, and then watch as it drives you all the way there, pretty much without intervention. We will say, though, that once you get close, you might want to take back over control because the automatic parking is a little spotty. The system has been getting a lot better over time. In fact, it's more impressive than it was just even a year ago. But we always warn people that it's important that you pay attention while it's engaged, because any accidents that might happen while the system's on, those are on you. Also, Mercedes and Rivian will be rolling out similar systems in the near future. And you can bet that we'll be testing all three. The cons for the Model Y are somewhat philosophical. And admittedly, some people like this stuff, while others really do not. Tesla's monk-like adherence to minimalism is a hallmark of their interiors. There's no screen in front of the driver. There's no buttons in the center console, just this large touchscreen right here in the middle that controls pretty much everything. There are some definite ups and downs to that, even though the screen is really very good. It's clear, it's responsive to your inputs, and the layout of the menus is pretty intuitive. That said, having to adjust your air vents through the screen is always going to annoy us. And the fact that there's no instrument cluster here means that you're going to spend more time with your eyes off the road. And there's no Apple CarPlay or Android Auto here. And while we're not saying that everybody would use that system, it's nice to offer people the choice. Plus, personally, I still find it annoying that I have to swipe on the screen to choose what gear I'm in. Just give me a gear selector stalk right here. One final complaint is that there is a huge camera array around the Model Y that powers the safety systems and the integrated dash cam, but there's no straight up, overhead 360-degree view of the car. It's a weird omission from a car that feels so thoughtfully designed in so many other ways. If that Supervised Full Self-Driving is a must-have for you, then the Tesla is the only option for now. That said, it's good enough at other things that you won't really feel like you're missing out. It's feature-rich, and the interior of this Model Y Juniper generation took a huge step forward. That's why it's so close between this and that Rivian. BRIAN: You'd need a hammer to do this with any of these other SUVs. [MUSIC PLAYING] The R2 is the newest arrival of all the SUVs for this test. And immediately, it made a great impression on us because it took a real run at the top spot. Now, at its release, it's only going to be available in its Performance base trim with a Launch Package and with its glacier white paint job. That means the price tag jumps just over $60,000. However, later on, cheaper versions are going to be coming, like the Premium later this year. But the one I'm waiting for is that Standard version that comes out in 2027 with a single motor. That is going to start right around $45,000. The R2 feels in many ways like a mini R1S, from the styling on the outside to the look of the inside. But sitting in this interior, it feels anything but mini. The wheels have been pushed out to the far edges of the vehicle. And that means that you're getting more space in the cabin. So whether you're in the front row or the back row, tons of room and some extra cargo space too, which we're going to cover in just a minute. And the materials are also excellent. You're getting real wood here. And the faux leather feels great, too. And it's very important that the materials live up to the hype because this vehicle, it does cost a bit more than its competitors. Small item storage is also excellent. You're not getting just one, but two glove boxes. And look, you can open them without using the screen-- (COUGHS) Tesla. Now, there's also an open storage space down here, another pull-out bin right here. And these cup holders, they are sort of dinky. But we can forgive that because I really love the door pockets. They're two-tiered up front, so the upper one is great for small items. The lower one, I really like because it actually folds out a little bit. And that means if you drop items down there, you don't have to scrape the back of your hand trying to dig them out. The R2 is going to give you excellent cargo space, both in the rear and up front. But we have to compare it directly to that Tesla because these two vehicles are tied. And in some ways, it was better. And in a few, it was worse. We'll start with what's worse. There are no handles in the back here to lower the back seats. That's kind of a bummer. But those back seats can fold 40-20-40, which means you can drop just the middle seat if you have to carry one long, large item like skis or a snowboard. And its underfloor storage, it's also quite large, but it's not quite tall enough. And it couldn't fit our small suitcase with the floor going back flat like the Model Y could. However, up front, the frunk advantage is going to go to the Rivian because it's super wide. I could actually fit my entire golf bag into the frunk of this vehicle. And that makes the R2 pretty much the perfect car for me. Now, from behind the wheel, the R2, it can really move. At the Edmunds test track, it took just 3.7 seconds to get from 0 to 60. But the really impressive number was in the quarter mile. This had a trap speed of 128 miles per hour. And that matches what you're going to get out of the Porsche 911 Carrera GTS T-Hybrid. These vehicles, they can really, really scoot. Do you need all that speed out of your SUV? Certainly not. But is it nice to have in the back pocket? Certainly yes. And this is going to offer you the highest towing capacity out of any of the SUVs here at 4,400 pounds when properly equipped. Now, if you make me dig for cons, I can definitely find them. Like the Tesla, we like what is going on with this screen. But also like the Tesla, we wish that there was the option of Android Auto and Apple CarPlay, no matter how cute these graphics can get. His name is Gary. That is extra cute. Also, dual wireless charging pads with MagSafe is nice if you have MagSafe. If you don't-- let's say you have an Android or an older iPhone-- you can't actually use the wireless charging pads. You're going to need some other third-party solution, maybe a MagSafe case, because that is actually what's going to activate the flow of energy. Though it's quick, the Rivian isn't quite as comfortable on the road as the Model Y or as our first-place finisher. Its suspension is a bit firmer, so you're going to feel those small impacts especially. And it doesn't really seem to settle in on the highway as nicely. It's also a touch noisier in the cabin. I think you can blame the 21-inch wheels for that. But by no means is it bad. And at this point in the video, we're looking at very, very thin margins. The last con is going to be the control scheme, not because I hate it-- I actually like most of it-- but just because aiming air vents through the screen, this is like the worst video game ever invented. This is also an opportune time to bring up these halos here on the steering wheel. Now, they might look like they just go up and down. But you can actually go left and right and in and out with them. And the amount of feedback that they're giving you changes depending on what you're doing. They have different amounts of clicks depending on what you're adjusting. So if you're doing temperature, lots and lots of clicks. But if you're doing something like the fan speed, much, much fewer clicks, and they're farther between. I can just imagine some engineers sitting in a room for hundreds of hours trying to program how these clicks could feel. And you can definitely appreciate all that effort. But with all those different ways to operate them, they just cram a ton of functionality into the steering wheel. And there is a fairly steep learning curve for using them effectively. Now, we just added a Rivian R2 to our one-year road test fleet. So we're going to have a chance to test these out over the next 12 months or so. So stick with us to see if we like them more or later a little bit down the line. [MUSIC PLAYING] The best thing that I can say about the R2 is that it all feels very intentional. Take this flashlight here on the door. This is not a cheap thing to add to a vehicle. But Rivian knew from customer feedback that they really liked having it in the R1s. So they've kept it here in the R2. Then you start to think about this big glass roof that somehow stays cool even on sunny days. You think about that rear glass rolling down. You even think about these door pockets that fold out. All those little touches, they add up to make a vehicle that is innovative, feature-rich, and really, really stylish. Once this thing gets its self-driving supervised software enabled, watch out because it could make a real run for the top spot. [MUSIC PLAYING] NICK: Would it surprise you to hear that the Ioniq 5 has retained its top spot in our rankings? After spending time with all eight of these EVs, it sure doesn't surprise us. I still remember the first time I drove one of these. Hyundai invited us to a first drive back in December of 2021. And after a few hours behind the wheel, I was really excited. I messaged the team. I said, guys, this thing is really, really good. It's even better than the Model Y. And five years later, that still holds true. These days, a base Ioniq 5 will set you back around $37,000. But this Limited model with all of its features, all of its tech, the bigger battery, and the all-wheel drive is just over $51,000. But there is a ton of value in here. Let's dig in, people. Just like when you're in love, what really matters is on the inside. And the same is true for the Hyundai. We've said it once, and we will say it again-- this interior is a winner. If we had to pick a favorite part, it is definitely this center console. It does a number of really important things like hosting your wireless charging pad, easy access to USB ports. There is a huge bin in the center for holding, like, a backpack or a large purse or something like that. It also has a bunch of physical controls for, like, heated and cooled seats and heated steering wheel. And did we mention it slides back and forth? Hell yeah. Naturally, the goodness doesn't end there. The control scheme in here is super easy to get the hang of. These buttons on the steering wheel make sense, and they're well-labeled. And the media controls are nice and physical and tactile. Even though the HVAC controls are all in this small touchscreen here, they're always there for you. There's no fussing around with a swappable screen like there is in the Kia. The panoramic roof opens like you're about to watch Phantom of the Opera. The front driver's seat turns into a lounger for while you're charging. And you get wireless Apple CarPlay and Android Auto so you're not locked into Hyundai's native system like you are in both the Rivian and the Tesla. And then there's the way this thing drives. It is direct without being video gamey. And the ride is one of the best here, if not by far the best. Nothing else smooths over potholes and ruts and lumps the way the Ioniq does. Range is also good. The rear-wheel drive models are rated at 318 miles. And all-wheel drive models can do 290. That's less than the Tesla, but about on par with the R2 we have here. The really good news is this thing charges fast. If you find an appropriately powerful charger, you can add up to 100 miles in just eight minutes, which is barely enough time to argue about who's going to drive on your road trip next. There is so much goodness here, it's almost hard to find something to gripe about, except when it comes to cargo and storage. Look, there isn't that much room in the back for larger items. The frunk is basically useless. And you don't get any underfloor storage like you do in some of the other EVs here. This is where the competition really has a leg up on the Hyundai. We promise we are not overlooking its cargo space woes. But when you have something that charges this fast, is this easy to live with, is this nice to drive, and packs in this much value, you end up with a winner. If you want the most versatile, most well-rounded EV SUV on sale right now, this is it. BRIAN: The results of this comparison were based on our thorough ratings and rankings process. And of course, at Edmunds, we don't just cover electric SUVs. We cover every new car on sale today. So if you're looking for something else, be sure to check out our site because those rankings, we update them regularly. NICK: Well, Brian, we went through a lot of electrons for this test. BRIAN: A lot of juice. NICK: Tell me what you learned. BRIAN: I learned that I think you can break these SUVs into sort of two distinct groups. The bottom five, they're fine. I think you can buy them and be, like, OK, happy with them. But the top three, they were a clear step above the other ones. NICK: Yeah, definitely. I definitely think so. What if we were to build our perfect super electric SUV? What would you be taking in terms of styling? BRIAN: I think for styling, I'd have to go with the Rivian. It is so cute, but also rugged. And both inside and outside, the looks are just perfect for me. Which interior would you take? NICK: I'd have the Hyundai's interior because it's the easiest to get to grips with. It feels super high quality. And I just like the overall vibe. I always have. BRIAN: It's futuristic and familiar at the same time. Now, I'm thinking about powertrains. And it's hard because there's only one version of this R2 available now. But I think you have to go with it by default because trapping at 128 miles per hour is ridiculous in an SUV. NICK: Yeah, you might not seem like you need it, but personally, I do. So I'm going with this thing's electric motors. I'd also have Tesla's autopilot just on the chance that I don't feel like driving on that day. BRIAN: You took my next question right out of my mouth. Technology, I think you have to look at the Tesla. It's got a killer feature that none of these other SUVs offer. So if you want that, your choice is kind of already made up. But again, that system is going to be coming in the Rivian in some short time. NICK: Yeah, and we're going to have to test that one, for sure. BRIAN: Nick, any final thoughts? NICK: I'm just glad that our newest contender is so darn good, and that anybody who gets one is definitely going to be pretty happy with it. BRIAN: That's it from us. Thank you for watching.