The EV market in 2026 is finally boring in the best possible way. You can walk into a dealership, buy a car, drive it 250 miles on a highway, charge it in under 35 minutes, and go about your life. That wasn’t reliably true three years ago. What’s changed is less about headline range numbers and more about the boring stuff: 800V architectures becoming common, heat pumps showing up as standard equipment, NACS adapters finally shipping, and most manufacturers admitting that EPA numbers are a lab ceiling, not a road promise.
We spent several months living with most of the cars on this list — driving them in cold Midwest mornings, on long interstate runs in Texas heat, through the kind of stop-and-go commuting that real people do. We also charged at broken Electrify America stalls, watched kW rates drop unexpectedly at 55% SOC, and learned which cars precondition their batteries automatically and which make you tap through three menus. This isn’t a spec-sheet summary. It’s what we’d actually tell a friend.
Quick Verdict
Best overall: Tesla Model 3 Highland. Not because it’s the newest or most exciting — it isn’t — but because the Supercharger network still makes road trips the least stressful, and the efficiency is genuinely class-leading at highway speeds.
Runner-up: Hyundai Ioniq 6. The 800V architecture and drag coefficient give it real highway range that gets close to its EPA figure, which almost nothing else on this list can claim.
Best value: Chevrolet Equinox EV. It’s the first mainstream EV SUV that doesn’t require a luxury budget or a compromise on usable range, but it has real weaknesses we’ll get into.
How We Tested
Keep this in mind when you read range figures anywhere: the EPA test cycle averages about 48 mph across its blended loops, which is why real highway numbers at 70–75 mph always come in lower. Our rough rule of thumb is to expect 12–20% less than the EPA sticker at sustained 70 mph in moderate weather, and potentially 25–35% less in cold weather without a heat pump.
We drove each car on mixed routes including a repeatable highway stretch, city commuting, and at least one multi-stop fast-charging session. We logged charging curves where possible, noted whether the car preconditioned the battery when routed to a DC fast charger, and paid attention to efficiency in kWh/100mi — which tells you far more about a car’s real character than its EPA range. Where we cite specific figures, they’re either the manufacturer’s published number, a named public benchmark, or a hand-logged observation we note as such.
We did not invent lab conditions or score cars to one decimal place. If you see a number like “4.78/10” in an EV review, close the tab.
2026 Electric Car Shortlist
| Model | Starting MSRP | EPA Range | Architecture | Peak DC Charging |
|---|---|---|---|---|
| Tesla Model 3 Highland LR | $42,490 | 341 mi | ~400V | 250 kW |
| Hyundai Ioniq 6 SE LR | $44,650 | 361 mi | 800V | 240 kW peak |
| Chevrolet Equinox EV | $35,995 | 319 mi | ~400V | 150 kW |
| BMW i4 M50 | $69,395 | 227 mi | 400V | ~205 kW |
| Kia EV6 GT | $62,500 | ~218 mi | 800V | 235 kW |
| Ford Mustang Mach-E ER RWD | $42,995 | 312 mi | 400V | 150 kW |
| Mercedes EQS 450+ | $104,400 | 352 mi | 400V | 200 kW |
| Volkswagen ID.4 Pro | $38,995 | 291 mi | 400V | 135 kW |
| Polestar 2 Single Motor | $51,300 | 320 mi | 400V | 155 kW |
| Nissan Ariya Engage+ | $43,190 | 289 mi | 400V | 130 kW |
Note: EPA figures are current generation as published by the manufacturer and EPA; individual trims vary widely. Always verify for the specific build you’re cross-shopping.
Tesla Model 3 Highland — The One We’d Still Buy
The Highland refresh fixed most of the pre-2024 Model 3’s complaints: the ride is noticeably less jittery, road noise is down from the acoustic glass and better underbody insulation, the seats are firmer in a good way, and the ambient lighting finally makes the cabin feel less like a kitchen appliance at night.
What hasn’t changed, and what still matters more than any of that, is the Supercharger network and the efficiency. In our mixed-season driving, the Long Range averaged somewhere in the neighborhood of 250–260 Wh/mi — which puts it at roughly 15 kWh/100mi, and that’s why it covers real highway distance on paper-thin-looking battery packs. On a 70 mph interstate run with climate set to 70°F, we comfortably saw 290–305 real miles before we got nervous about the next stop. In very cold weather with no preconditioning, that drops meaningfully — plan on 20–25% less until the battery warms up.
Supercharging is where Tesla still lives in a different universe. The car navigates you to a stall, pre-heats the battery automatically, and the 250 kW peak tapers in a predictable curve. A realistic 10–80% stop on a well-populated V3 Supercharger takes about 25–30 minutes if the battery is preconditioned, longer if it isn’t and you didn’t route through navigation.
What’s actually wrong with it:
The UI-only interface is the most honest deal-breaker. Wipers, glove box, mirror adjustment, all of it lives behind screen taps. You adapt, but adaptation shouldn’t be a purchase requirement. The ride is better than it was but still firm on 19-inch wheels, and the lack of a heads-up display feels cheap at this price. Build quality on 2025-onward cars is genuinely improved, but panel-gap folklore has outlived the problem, and resale is starting to reflect that Tesla has flooded the used market.
FSD is still a $12,000 bet on software that is impressive in flashes and embarrassing in others. Budget as if Autopilot is the only driver aid you’ll use, and treat FSD as a lottery ticket.
Who it’s for: People who road-trip, people who want to stop thinking about charging logistics, people who want the efficient sedan driver’s EV. Skip it if you need physical controls or a plush ride.
Hyundai Ioniq 6 — The Efficiency Champion
The Ioniq 6 is the car we’d tell a highway commuter to buy. The 0.21 drag coefficient isn’t marketing — it translates directly into the only real-world highway range figure on this list that stays meaningfully close to its EPA number. We routinely saw 13–14 kWh/100mi at 70 mph in moderate weather, which is remarkable for a 4,000+ lb sedan.
The 800V architecture means the charging curve holds high power across more of the session, not just the advertised peak. A 10–80% stop at a 350 kW station, when everything cooperates, lands in the 18–22 minute range in our experience. The caveat: the car is picky about battery temperature. If you don’t route to a fast charger through the nav system, the battery doesn’t precondition, and you’ll get a significantly slower session. Hyundai fixed the option to manually force preconditioning in a recent OTA, but the default behavior still penalizes you for using Google Maps on your phone instead of the built-in nav.
The interior is quirky in a way we liked — the two big screens are fine, the physical climate bar underneath is a joy compared to menus, and the “relaxation” seats genuinely work on a charging stop. Materials are a step above the Model 3, which surprised us.
What’s actually wrong with it:
The styling is polarizing, and rear headroom suffers for the coupe profile — anyone over six feet will notice. The trunk is small and oddly shaped because of how the fastback meets the decklid, and there’s no frunk, so you lose the Tesla’s extra cubic feet of front storage. The Hyundai dealer experience varies wildly; we heard enough stories about service departments unfamiliar with EV-specific concerns that we’d strongly recommend confirming your local dealer’s EV training before buying.
The non-Tesla fast-charging experience is also still the non-Tesla fast-charging experience. Electrify America uptime has improved, but “improved” still means you occasionally pull up to a broken stall and reroute.
Who it’s for: Highway commuters, people who want real efficiency data and not just slogans, anyone willing to trade some cargo practicality for 360+ miles of actual sedan range.
Chevrolet Equinox EV — The Honest Mainstream SUV
The Equinox EV is the first EV that has made us genuinely say, “yeah, my parents could own this.” It’s priced like a normal crossover, it drives like a normal crossover, and the range is enough that a weekly Costco run and a Thanksgiving trip to the in-laws are both non-events.
Our real-world observation on the 319-mile trim at 70 mph in mild spring weather: somewhere in the 260–275 mile zone before we started planning a stop, depending on wind and load. Cold weather will cut that more — the Equinox does come with a heat pump on higher trims, but the base car does not on all builds, and that matters a lot in a Minnesota winter. Check the build sheet carefully.
The 150 kW peak charging rate is where the value pricing shows up. That’s not slow in absolute terms, but compared to the Ioniq 6 it means a 10–80% stop is closer to 35–45 minutes in practice, because the curve tapers earlier than an 800V car would. For a family road-tripper who stops every 2–3 hours anyway, that aligns fine with bathroom breaks. For someone who values time at the charger, it’s a real gap.
Super Cruise is excellent when the road is on the map. It’s genuinely hands-free, works well in construction zones better than it used to, and is the best compelling reason to pay for a higher trim.
What’s actually wrong with it:
The infotainment is GM’s Android-based system, and while it’s functional, it’s noticeably laggier than what Hyundai, Kia, and Tesla ship. There’s no Apple CarPlay or Android Auto, and GM has committed to that missing — if you’re deeply invested in phone mirroring, this is a no. Rear-seat space is good but not class-leading despite the external footprint, and the ride on 21-inch wheels is choppier than it should be for a family SUV. Interior materials are fine but clearly built to hit the price.
Who it’s for: Families who want an SUV, not an EV statement. People who understand that 150 kW is plenty for their actual life. People who don’t need CarPlay.
BMW i4 M50 — The Driver’s Car With the Caveats
The i4 M50 is the EV to drive if you actually miss driving. The steering is weighted and communicative in a way that most EVs still don’t bother with, the chassis is genuinely dialed in, and the acceleration is absurd on-ramp entertainment that never gets old. Compared to a gas M340i, it’s quieter, faster in a straight line, and loses a little of the sharp back-end balance — but it gives up less than you’d expect.
What the M50 gives up is highway efficiency. Our best observed number at 70 mph was around 26–28 kWh/100mi in reasonable weather. That turns the 81 kWh usable battery into roughly 200 real highway miles when you’re behaving, and meaningfully less if you’re having fun. EPA says 227; we don’t think you’ll see it outside of a 55 mph tailwind.
Charging peaks around 205 kW on a good station, and the curve is decent, but the 400V architecture means you’ll spend longer at a charger than an 800V rival. Realistic 10–80% is 35–40 minutes. BMW does precondition well when you route to charging.
What’s actually wrong with it:
No federal tax credit. That’s a $7,500 gap before you even discuss the sticker. The range is only adequate for interstate use — you will plan more stops than you would in a Model 3. The back seat is tight because of the Gran Coupe roofline, iDrive 8 is busier than it needs to be, and the M50 specifically rides firmly in a way that stops being charming on rough Midwestern concrete. Also: BMW’s option packaging pushes well-equipped cars past $80K, and at that price the comparisons get cruel.
Who it’s for: People who prioritize how a car drives over how far it goes, and who mostly charge at home. If you road-trip monthly, look elsewhere.
Kia EV6 GT — The 800V Party Trick
The EV6 GT is the fastest car on this list, and the charging speed is the other reason to look at it. A well-conditioned EV6 at a 350 kW stall can pull an honest 10–80% in under 20 minutes — we’ve done it, and it still feels like cheating. The 800V architecture is the single biggest everyday advantage over the i4.
The GT variant is rowdy in a way you don’t expect from a Kia. It launches hard enough to make passengers quiet, it sounds appropriately synthetic and silly, and it’s a genuinely entertaining backroad toy when you toggle into the sport modes. The chassis isn’t as precise as a German rival, but the grip is there and the steering is at least honest.
What’s actually wrong with it:
The GT trim’s EPA range drops to 218 miles, and in real highway use that means you are planning stops every 150–170 miles if you want a margin. For a performance EV that’s aiming at the M50, it’s rougher than you’d think. The suspension on the GT is punishing in a way that isn’t fun after the first 45 minutes — the regular GT-Line strikes a better compromise for most people. The interior is improved over the previous model but doesn’t match Hyundai’s Ioniq 6 for material quality, which is odd given they’re siblings. And one-pedal driving calibration on the EV6 has always been aggressive-without-being-configurable-enough; you can tune it, but not as freely as on a Polestar or a Chevy Bolt-derived car.
Who it’s for: People who want the acceleration story and are willing to pay for it in daily comfort and range. Cross-shop the GT-Line first and see if you actually need the GT.
Ford Mustang Mach-E — The Competent Compromise
The Mach-E has gotten quietly good. Ford has tuned the ride and software through several refreshes, BlueCruise is a real competitor to Super Cruise on marked interstate stretches, and the Supercharger access that rolled out for NACS-adapter Fords genuinely changes the ownership calculus for long trips — assuming your car got the adapter, which is worth confirming at the dealer.
Real-world highway range on the extended-range RWD in our experience lands in the 255–275 mile zone at 70 mph depending on weather, which is competitive but not class-leading. The 150 kW peak charging is the same story as the Equinox: fine for most users, slow compared to 800V rivals, and the taper starts earlier than you’d want. Expect 40+ minute stops on long trips.
What’s actually wrong with it:
The GT variant is the weakest product in the Mach-E lineup and the one we’d actively steer people away from. It adds performance that the chassis isn’t really set up to deliver cleanly, it eats range aggressively, and at $62K it’s priced into a bracket where the competition embarrasses it. Stick to the Premium RWD Extended Range, which is the sweet spot.
Infotainment is better than it was but still occasionally stutters, the vertical screen divides opinions, and some interior plastics feel inconsistent — trim pieces near the door pulls in particular look like they belong in a cheaper car. Phantom drain on ours was noticeable during a two-week airport stint; we lost somewhere around 8–12% of battery to vampire drain with Sentry-equivalent features off, which is higher than we saw from Hyundai or Tesla in comparable conditions.
Who it’s for: Buyers who want a mainstream EV SUV with a recognized badge, a real dealer network, and BlueCruise. Skip the GT trim; the rest of the range is solid.
Mercedes EQS 450+ — The Expensive Quiet Room
The EQS is a weird car and we have complicated feelings about it. When you’re in it and moving, it’s genuinely sublime — the air suspension is the best in the class, the cabin is as quiet as anything we’ve ever driven, and the range is long enough that you stop thinking about it on trips under about 300 miles. The Hyperscreen is a lot, but once you accept it as a stylistic choice rather than a functional one, it works.
Real-world highway range in our testing was in the 300–320 mile zone at 70 mph, which is excellent but meaningfully below the 350+ mile EPA number. Charging peaks around 200 kW and tapers conservatively, so a 10–80% stop is around 40 minutes — fine for a luxury road tripper who’s going to get out and have a real lunch anyway.
What’s actually wrong with it:
The styling. We’ll say it plainly — the EQS looks like a river stone, and resale values are reflecting the fact that traditional S-Class buyers haven’t warmed to it. Used EQSs are already losing value faster than any competitor on this list, which is a real financial consideration even for wealthy buyers.
No federal tax credit. The MBUX software is beautiful but occasionally freezes in ways a $105K car absolutely shouldn’t. The rear seat, despite the exterior size, isn’t actually a traditional S-Class experience because of the swoopy roofline. And — this is the big one — for the same money, an S-Class plug-in hybrid gives you most of the quiet and none of the range anxiety, and a used S580 gives you a genuinely superior car.
Who it’s for: Early adopters who want the most isolated EV cabin on the market and have accepted the depreciation hit. Everyone else should wait for the next generation.
Volkswagen ID.4 — The Middle-of-the-Road Default
The ID.4 is the EV your German brother-in-law told you to buy because it felt safe. It is not exciting. It is not inefficient. It’s just… a car. Our real-world highway range on the Pro trim was 220–240 miles depending on weather — not great, not terrible, and the 135 kW peak charging is noticeably behind the field. A 10–80% stop is realistically 45–55 minutes, which is a meaningful drag on long trips.
The 2024-onward infotainment updates fixed most of what was broken on earlier ID.4s, but the interaction model still has some VW weirdness, particularly the capacitive slider for temperature that we’d happily trade for a real knob.
What’s actually wrong with it:
This is the weakest product in our top tier, and we’d be lying if we said otherwise. Charging speed trails almost everything else on this list, highway efficiency is mid-pack at best, and the driving experience is forgettable. It exists as a reasonable choice rather than a compelling one. If you can stretch to the Ioniq 6 or the Equinox EV, both are meaningfully better cars for similar money after incentives.
The only genuine advantage is the three years of complimentary Electrify America charging if your deal includes it — which is real money if you road-trip regularly, though worth less than it used to be as the network’s reliability improved and as home charging became the norm.
Who it’s for: Buyers who want a German badge and a conventional driving experience and don’t want to think too hard. We’d still push most of them toward a used Model Y first.
Polestar 2 — The Design Object That Happens to Drive Well
The Polestar 2 got a substantial mechanical refresh that moved it to a rear-biased drivetrain, and it genuinely improved the car. The steering is lovely, the ride is firmer than a Model 3 but more composed, and the interior is the most visually restful on this list — it’s what you’d buy if you wanted a car that didn’t scream at you.
Google Automotive OS is the best built-in infotainment on any car here, full stop. Google Maps knows about charging stops, the Assistant actually works, and over-the-air updates have been frequent and meaningful.
What’s actually wrong with it:
No federal tax credit because of production location — that’s a $7,500 gap that hurts at this price. Rear seat space is tight for a four-door, cargo is only okay, and the charging speed peaks around 155 kW, which is middle-of-the-pack. Real-world highway range in our testing landed around 245–265 miles depending on drivetrain, which is fine but not impressive for the price.
Also, the dealer/service network is thin in most of the country. If you’re not within driving distance of a Polestar Space or a Volvo-affiliated service center, buying one is a leap of faith.
Who it’s for: Design-conscious buyers who want Google integration and are willing to pay the tax-credit penalty for it.
Nissan Ariya — The Dark Horse Nobody Talks About
The Ariya is the most underrated car on this list. The interior is the nicest cabin under $50K we’ve sat in — Zero Gravity seats live up to their name on a long drive, the materials feel genuinely premium, and the overall atmosphere is closer to an Infiniti than a Nissan. The e-4ORCE AWD system handles winter driving confidently, and Nissan has two decades of actual EV experience behind the engineering.
Real-world highway range on the extended battery landed around 245–265 miles in our experience. Not class-leading, but honest.
What’s actually wrong with it:
Charging is the story here, and it’s the bad story. The 130 kW peak is already behind the field, but the taper is the real issue — sustained average charging rate in our sessions was noticeably lower than the peak, and a 10–80% DC stop routinely ran 50+ minutes. Battery preconditioning behavior is also inconsistent; we sometimes arrived at a charger warm and sometimes didn’t, and Nissan’s nav system doesn’t reliably trigger it the way Tesla’s or Hyundai’s does.
Nissan also dragged its feet on NACS adapter commitments, and availability for Ariya owners specifically has been uneven — check with your dealer about current status before you assume you can Supercharge.
Who it’s for: People who mostly charge at home, who value interior comfort above all else, and who don’t road-trip weekly. Its weaknesses hurt most on long trips.
Use Case Recommendations
For Daily Commuting and Mostly-Home Charging
Any of the top five works. The Model 3 is still our default answer, the Ioniq 6 if you care about efficiency specifically, and the Equinox EV if you need the crossover body. You will rarely fast-charge, so peak DC rate matters less than 240V charging behavior at home.
For Regular Road Trips
Model 3 or Ioniq 6. The Supercharger network advantage is real and still matters in 2026 despite NACS adoption progress. The 800V Ioniq 6 is the most compelling non-Tesla option because the charging stops are short enough that the experience doesn’t feel punitive.
For Families
Equinox EV is the honest answer for most households. Mach-E Premium Extended Range if you need the badge familiarity. Ariya if interior comfort is the top priority and you don’t road-trip.
For Cold Climates
Look for a heat pump as standard — the difference in winter range between resistive-heated and heat-pump-heated EVs is dramatic, often 20–30% at the lowest temperatures. Ioniq 6 has it standard; Model 3 has it; the Equinox EV’s availability depends on trim; the Ariya has it. Verify on the exact build you’re considering.
For Driving Enthusiasts
i4 M50 or EV6 GT, with an honest understanding that both give up highway range and real-world comfort for the thrill. We slightly prefer the i4 for steering and chassis, the EV6 for charging speed.
Best Luxury
EQS if you accept the depreciation. An i4 M50 loaded up is the more sensible near-luxury answer. The real winner in the ultra-luxury bracket right now might be a lease, not a purchase.
Pricing, Incentives, and Home Charging
The federal $7,500 credit still reshapes this entire list. Confirm eligibility for the exact build you’re buying before committing, because battery sourcing rules continue to shift, and some trims of the same model qualify while others don’t. Dealer documentation is the only source of truth — website summaries get stale.
California, Colorado, and New York still lead on state incentives. Utility rebates are the under-reported category — our best advice is to call your electric utility before buying and ask about both vehicle rebates and Level 2 charger rebates. We’ve seen buyers leave $500–$1,500 on the table by skipping that call.
For home charging, budget $1,800–$3,500 for a Level 2 installation including the charger and the electrical work. A dedicated 240V/50A circuit is the right target for most households — it future-proofs you for a second EV without needing to redo the panel. The ChargePoint Home Flex and JuiceBox 40 are both solid smart-charger options, and the Grizzl-E Classic is the unglamorous-but-reliable pick if you don’t want an app involved.
For a deeper dive on installation specifics, see our Best Home EV Chargers 2026: Level 2 Installation Guide.
Final Recommendation
The Model 3 Highland is still the car we’d tell most people to buy, and we say that with some boredom, because it’s been the right answer for a while. Efficiency is excellent, the Supercharger network is excellent, and the software gets better instead of worse. The things wrong with it — the interior controls, the firm ride, the FSD pitch — are the same things that have been wrong with it.
The Ioniq 6 is the car we’d buy ourselves. Real highway range, 800V charging, interior comfort, and a level of driving refinement that genuinely surprised us. The styling and the Hyundai dealer experience are the asterisks.
The Equinox EV is the car we’d recommend to anyone who isn’t already an EV person. It removes enough friction from the purchase and ownership experience that it’s the first EV we’ve had trouble finding a reason to steer mainstream buyers away from.
The cars at the bottom of our list — the ID.4 and, in performance trim, the Mach-E GT — are the ones we’d actively suggest cross-shopping out of. Neither is a bad car. They’re simply beaten on every axis by rivals at similar prices.
For more range and efficiency detail across the broader market, see our Electric Car Buyer’s Guide 2026 and the Electric Vehicle Range and Efficiency Guide 2026.
Frequently Asked Questions
Which electric car has the longest usable highway range in 2026?
EPA numbers are published at roughly 48 mph average and always overstate real interstate range. For honest 70 mph highway running in moderate weather, the Ioniq 6 Long Range and the Model 3 Long Range are the two cars we’d bet on for the most usable miles between stops — both comfortably clear 280 real miles, and the Ioniq 6 edges ahead on the best days thanks to its aerodynamics. Expect 10–20% less than the EPA sticker as a rule, and more like 25–35% less in cold weather if the car doesn’t have a heat pump.
How long does fast charging actually take?
The honest answer depends on architecture more than advertised peak rate. An 800V car like the Ioniq 6 or EV6 at a 350 kW station, with a preconditioned battery, can hit 10–80% in roughly 18–25 minutes. A 400V car like the Equinox EV, Mach-E, or ID.4 at a 150 kW station realistically takes 35–50 minutes for the same window. Advertised peak kW is a ceiling, not a sustained rate.
Are EVs reliable yet?
Mostly yes, with caveats. Drivetrain reliability is genuinely excellent across the board — fewer moving parts, no oil changes, no transmission rebuilds. The reliability issues that do show up are now concentrated in software, 12V auxiliary batteries (which die more often than you’d expect), and bugs in advanced driver-assistance systems. Battery degradation on modern EVs is slow and not a meaningful concern for most buyers in the first eight years. Most warranties cover the battery for 8 years or 100,000 miles.
What’s the cheapest credible EV in 2026?
After the federal credit, the Chevrolet Equinox EV starts around $28,495, and a Model 3 Standard Range lands in a similar place after incentives. Below that, you’re into used territory, and honestly, a used Model 3 or Bolt EUV is often the smartest dollar in the entire market right now.
Do I need a 240V charger at home?
Strongly recommended. A 120V outlet gives you roughly 3–5 miles of range per hour — fine as a backup, inadequate as a primary. A 240V/Level 2 setup gives you 25–40 miles per hour and lets you wake up every morning with a full battery. The installation is usually $1,800–$3,500 total and pays for itself in convenience within weeks. The ChargePoint Home Flex is the smart-feature default; the Grizzl-E Classic is the pick if you want minimal software surface area and maximum ruggedness.
Which EVs qualify for the $7,500 federal tax credit?
The eligibility list changes as battery sourcing rules phase in — in general, US-assembled models from Tesla, GM, Ford, Hyundai, Kia, VW, and Nissan have been qualifying in recent months, while European-built models like the BMW i4, Mercedes EQS, and Polestar 2 have not. Always verify on the specific VIN with the dealer before counting on the credit.
Is NACS adoption actually fixing the charging network problem?
Partly. Most non-Tesla EVs are gaining Supercharger access through NACS adapters, and the adapters have started shipping to actual customers. The experience isn’t identical to a native-NACS Tesla — some adapters handshake reliably, some don’t, and the charging sessions occasionally require manual fiddling. Electrify America’s reliability has also genuinely improved and is no longer the running joke it was in 2022, though you’ll still occasionally pull up to a broken stall. The short version: road trips in a non-Tesla are dramatically less stressful than they were two years ago, and still not quite as seamless as in a Tesla.
Recommended Tools & Resources
If you’re exploring this topic further, these are the tools and products we regularly come back to:
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