All 50 Plug-In EVs Compared: Price, Range + More – August 2017 US

Tesla Model 3

AUG 25 2017 BY MARK KANE 60

A Cross Section Of Plug-In Vehicle Statistics – US Data Provided (Updated 01/28/2017 – click to enlarge)

In the first half of this year, plug-in electric vehicle offerings in the U.S. evolved significantly, and now consist of some 50 vehicle types and trims levels (including various battery or powertrain versions).

Tesla Model 3

Tesla Model 3

Several models are now defunct, while many are new.  And many of those that have remained on the market have had new price adjustments or even upgraded performance to better compete with newcomers. In other words changes are everywhere.

Check out our comprehensive/updated listing (above), and also more detailed comparative graphs (below).

Among excluded models from a year ago:

  • BMW i3 REx (old 22 kWh version)
  • Cadillac ELR
  • Chevrolet Spark EV
  • Ford Focus Electric (old 23 kWh version)
  • Mitsubishi i-MiEV
  • Porsche Panamera S E-Hybrid (previous generation)
  • smart ED (previous generation)
  • Tesla Model S 60, 60D, 90D
  • Tesla Model X 90D
  • Toyota Prius PHEV (previous generation)

New on the list this year is:

  • Honda Clarity Electric
  • Honda Clarity Plug-in Hybrid
  • Hyundai IONIQ Electric
  • Mercedes C350e
  • Kia Soul EV (new with 111 miles range)
  • MINI Cooper S E Countryman ALL4
  • Porsche Panamera 4 E-Hybrid (2017) & Panamera Turbo S E-Hybrid (2017)
  • smart ED (new generation)
  • Tesla Model 3 (Standard & Long Range)
  • Volvo XC60 T8 Twin Engine

Some of the vehicles are still awaiting an official OEM/EPA announcement on pricing, range or battery capacity, but we hope the charts will help one get an overview of the market.

In general, the plug-in offerings have become more attractive, more affordable and more diversified than ever on the US market, which helps explain the record 22+ month sales growth spurt in America (full monthly sales here).

Below you will find graphic tallies and infograohics for all plug-ins, and also plug-in hybrids and all-electric vehicles split out individually that we hope you find helpful.

All Plug-ins

Let’s begin with a comparison of all plug-in models – ordered by net price (the base MSRP with included destination charge, less federal tax credit).

Effective prices vary from $17,050 for the electric smart, through $180,698 for the top Porsche PHEV version.

Plug-In Vehicle Price/Range Comparison – U.S. (August 22, 2017) – some models estimated

Now, the same pricing tally, but ordered by all-electric range (EPA).

In this segment, range varies from 10 miles in the least capable plug-in hybrids, through 58 miles in the least capable all-electric, to 335 miles in the most capable all-electric models.

Plug-In Vehicle Price/Range Comparison – U.S. (August 22, 2017) – some models estimated


Here we have two graphs with the 23 all-electric only models.

As you can see, there is big jump from the first group of BEVs with range of up to 125 miles and the second group of long-range models that consist of top Tesla models, and the new generation of more affordable BEVs (Tesla Model 3 and Chevrolet Bolt EV). Soon we expect to place the new Nissan LEAF there also.

BEVs Price/Range Comparison – U.S. (August 22, 2017) – some models estimated

Positive is that for the first time we have two 200+ mile cars below $30,000 and one 300+ miles below $40,000.

BEVs Price/Range Comparison – U.S. (August 22, 2017) – some models estimated


Now it’s time for the 27 models that are equipped with an ICE in any configuration.

Especially interesting is a new model in this class, the Honda Clarity Plug-In Hybrid, which is rated at a strong (for the segment) 42 miles, although we don’t expect much in the way of sales.  Another strong addition is also the still relatively new (given its start/stop/start/stop…now start again roll-out) Chrysler Pacifica Hybrid minivan rated at 33 miles.

For the most part, European models struggle to break the 20 mile mark, because well…20 miles (NEDC) is kinda a magic number for their European compliance needs.

PHEVs/EREVs Price/Range Comparison – U.S. (August 22, 2017) – some models estimated

PHEVs/EREVs Price/Range Comparison – U.S. (August 22, 2017) – some models estimated

Keeping track of all this data is quite obviously the worst job at InsideEVs, and we are always appreciative whenever helpful readers spot additional data points we can add.   One can reach us via email here, or leave a handy note in the comments on anything we have overlooked.

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60 Comments on "All 50 Plug-In EVs Compared: Price, Range + More – August 2017 US"

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The 2017 Leaf has a $10K rebate in many areas, which makes it close to the Bolt in cost/kWh

Many Ford dealers are giving the FFE a $7000 rebate. If we start talking rebates we will be here all day.

We need a comparison using TrueCar estimates (not perfect but better than MSRP and easy to obtain data). No one pays MSRP on an EV unless you are getting a Tesla. This makes the Teslas appear to be a better value than they actually are.

That’s the problem with MSRP and the dealership model. Confusion is their game.

Have fun with that.

I’d rather be a little “confused” by paying less than MSRP than the simplicity of paying exactly MSRP. I certainly am not paying $39k+ for my comfortably loaded Bolt.

Car reviews cite and compare prices based on MSRP. They don’t arbitrarily pick one or another website which estimates average car prices based only on whatever limited data they manage to get.

You could arbitrarily decide you’re going to express all speeds in terms of furlongs per fortnight, too. But in doing so, you don’t convince others to use your metric. Instead, all you do is remove yourself from any meaningful discussion.

It’s pretty much the same situation with you refusing to use the MSRP, which is the standard of comparison.

+1000. I’m tired of hearing that the M3 is less expensive than the Bolt. Or that the Prius Prime is less expensive than the Volt. Both of those aren’t true based on actual sale prices.

We need to compare average sale price, minus federal tax credit. That still leaves some state rebates. But, it will give a much more accurate picture of sale price than we have using MSRP.

True Car and Edmunds TMV come to mind as sources of average sale price.

Is there a way to look up the nationwide average sale price at The last few times I’ve tried to look that up, all I could find was listings for my area.

>> We need to compare average sale price, minus federal tax credit.

Short-Sighted perspective is also known as cherry-picking.

Business sustainability is essential to plug-in survival, which requires a competitive price. A dependency on subsides to lower the price means little to no growth… which is exactly what has happened.

You can’t just choose to disregard a key reason why traditional vehicles are selling so much better. Too bad if you are tired of hearing about it.

No consumer cares about any of that. We want the best car for the best price.

We’re discussing automaker business and the market as a whole, not limited early adopter purchases.

So we should ignore the actual out-the-door costs of each vehicle?

And some Bolts are being sold for as much as $4-$6k off MSRP, depending on dealer bonus certificate availability.

Much easier to just go by MSRP.

Some early ones got sold above msrp. You bought yours at msrp, didn’t you?

Don’t rub it in, if he did. Irrational Exuberance gets the better of us all now and then.

The 2017 Ford Focus Electric has the second lowest price per kilowatt-hour and the second Lowest overall price (I’m not counting the 2017 eGolf because you can’t buy it in the US). On top of the numbers the FFE is just a good quality car. It’s surprising the FFE doesn’t sale much better in relation to other EVs.

Note that Tesla isn’t giving the battery size anymore, they are giving range. Due to efficiency, maybe they don’t think their units are equivalent anyone else’s.

Perhaps you could offer up price per mile of BEV range(EPA)?

Tesla never did give the exact battery size; Tesla always rounded it off to the nearest 5 kWh.

Perhaps now that they’ve apparently stopped doing that, they’ll tell us, sooner or later, what the actual capacity of the TM3’s packs are?

If not, that info will leak out as soon as some qualified DIYer tears apart a pack from a wrecked TM3.

That range though. From now on it’s a minimum of 180 mile range.

I think charging infrastructure is much more important than range. If you are short on range you always stop for a fast charge but if there are no fast chargers around you’re in for a long stop no matter what your range is. Of course if you have longer range you don’t need as many fast chargers.

Well, it really depends on how you are going to use the car and when your trip profiles are like.

But having big batteries really does matter a lot. Tesla got this right and everyone else (including me) got this wrong.

Why? Because it is not just about range….it is also about charging rate. You can’t charge a small battery as fast as you can charge a big battery. So even if there are ton of DC-fast-chargers all over the place, you just can’t drive a small battery car as easily as a large battery car even if you made the exact same number of charging stops since the large battery charges up faster.

That nonlinear charging curve really makes a big difference.

Do you even have an EV? People don’t drive their EVs like that. When people need to charge they just hook it up, they don’t care about linear or non-linear charging curves.

In the real world, people do care how long it takes to charge their EV when they need to do en-route charging.

I don’t need to drive an EV to know that; I can read what they say about it!

And they added a DC-fast charger port so that’s nice.

But at this point, the market is not very interested in the ~100 mile range EVs. The market wants 150 or 200+ mile range EVs. If a ~100 mile range EV works for you then you can pick up a used LEAF, Fiat 500e, etc. for really cheap. So the new ~100 mile range EV market is moribund.

e500? What a joke. It may sale better than the FFE but I still think it’s a pathetic EV.

Do you really think I would have bought a FFE if I liked the Leaf? The Leaf may be the best selling EV on the planet but I like the look and feel of the FFE much better. Do you really think I bought my first FFE blindly and didn’t consider any other EVs before settling on the FFE?

I owned a 2015 Fusion Energi before I bought my first FFE. I still have the Fusion Energi and I must admit that the pleasure we have with the Fusion probably swayed my decision to buy a FFE. The modern Fords, or at least the ones I’ve owned, are high tech, high quality, comfortable vehicles.

FFE isn’t selling well, because Ford corporate is bunch of morons. At this time when IoniqEV is all but sold out, FFE is very well positioned to take the lead of ~$22K EV (post subsidy). About the only people talking about this is you and me. And I’m not even a Ford fan.

The 0-60 times are reversed for the Model 3 long range vs. short range (long range should be 5.1 sec.)

Also, the Bolt 0-60 is not 7 secs. It should be 6.5 secs.

Model 3 standard won’t have the tax credit when it’s all done

Some in California are due to receive it at the end of this year so the full credit will still apply…but if you don’t want it then you can not apply to receive it.

Please give models a unique color if they are not currently available for purchase. The Tesla 3 is not available outside of Tesla employees.

You can order a Model 3 now but you won’t get it for many months.

The list has other unavailable cars like the Clarity plug-in hybrid.

Tesla Model 3 availability is about “Some-teen” months away from delivery, if one all of a sudden decides to get their preorder in now.

“The Tesla 3 is not available outside of Tesla employees.”

And at least some other EVs on the list are available only in certain States. Once you decide to pick and choose based on some subjective criteria, rather than on the objective question of whether or not the auto maker has started selling the car, where do you stop?

could at least add a column for availability. “ZEV mandate states only” vs “Nationwide” or “TBD”. Could maybe add an estimated release date too?

That Price per KWH statistic is pretty amazing.

The Chevy Bolt is listed as $610/KWH. Just a few years ago, the price of just raw cells was higher than that! Now you get those cells and a whole car to go along with it.

You’re not grading the quality of the suspension.
The BMW i3 has a very sophisticated suspension.
Great ride on good roads, better then average on bad roads.

Although, like an SUV, you’re sitting higher up, on top of the battery.
1) Good for safety, you’re sitting above the bumper, and you have better visibility.
2) You get the SUV-Reverse-Pendulum effect.
( The higher you’re off the ground the more you swing left-right-up-down on bumps. Which is why cars have a better ride then SUVs )

Or maybe that’s the SUV-Upside-Down-Pendulum effect.

If we start grading suspension the fully independent suspension of the Ford Focus Electric would still beat out the i3.

The i3 with the skinny tires.

Nice and Helpful list.

It would be even better if the list can separate BEV from PHEVs. For PHEVs, it would be nice to list the performance in EV mode (0-60) vs. blended mode performance.

Excellent chart.
Small typo, VW e-Golf SE with $28,995 price tag is actually 2016 model and not 2017 as mentioned. MY-2017 is still not launched and may never be launched.

Even Benz B250e is now defunct though many units of 2017s are still available for sale.

I love to have the comparison chart as a spreadsheet that could be sorted by different columns, so you could look at the lowest or highest of each one. Something like what does. Or give us a download. Tnx

Nissan Leaf 40 & 60kWh are missing
Same für Huyndai Kona (68kWh?)
I3 with 120Ah is also missing

The 300 mile Ford BEV SUV is missing also.

It isn’t a speculative chart of future EVs, but available now/very shortly with confirmed specs, (=

The LEAF, Kona, 300 mile Ford SUV will hopefully show up soon though!

Any discussion of long range BEVs that does not use HIGHWAY range is partially missing the point. The only value of city range or combined range for EV’s>200 miles is directional for estimating highway range.

I have to disagree. The only reason to discuss purely highway range is if you are planning on doing long road trips in open country, alot. But road trip miles over 200miles are a very small percentage of actual use. Not really important to consider in comparisons. Long range BEV’s (200+ miles) could be more convenient for people that maybe don’t have home charging access (apartments, condos, etc) and that might have to rely on charging up 1/wk at a public charger.

How many people do you think own a BEV that can only charge a public station once a week? Hardly any. Other issues are as or more important to that scenario such as vampire drain, speed of charging, what is max recommended regular charge amount not max rated. Manufacturers recommend EVs to be plugged in as often as possible to keep the battery better conditioned for longevity. So for the unrealistic scenario of only once a week access to charging, you are correct that combined range matters. For the vast majority, it is highway range that matters most once the range is >200 miles.

Great info… thank you @OP Mark Kane.

It would be useful to also somehow include a metric showing available charging network for each model… would not be easy to do because of the hodgepodge of avail networks but would be good info.

The 2016+ Volts report 120kW peak power when accelerating in EV mode.
The 2011-2015 report 111kW.

But the brochure is 111kW for all years.

Why? It’s not unusual for GM to understate specifications. They are sort of unique in the auto industry in that regard.

Is the 120kW bump correct? It seems to be true due to significant increase in acceleration. 17.0 @ 82 vs 16.1 @ 85mph.

Using standard calculations based on total weight and 1/4 mi ETs, the 2016+ is up 12.8 kW over the early 111kW models, but this is assuming a 150lb increase over curb weight for the driver. If the loading was higher for the driver+cargo during the tests, the increase is higher.

BTW – Ignore GM 0-60 times. First, they are done from initial movement on normal pavement. Second, the day we took delivery on one of the first G2 Volts, I hooked up data logger, and on slight uphill, normal pavement, in 62°F weather (no grip), it spun the front tires to a 7.9 first run with a passenger. 400lb + curb. Where you found somebody to claim 8.4 second is interesting. Other brands listed do 0-60 mph from a rolling start. I always do inertial as does GM. C&D lists it as 7.5s.

A graph of miles of all-electric range per $ would be better than $/kWh. Also, could you make the data available via a spreadsheet format?

Also, should really distinguish which ones are only available in ZEV mandate states. Like the e-Golf, Kia Soul EV, and Fiat 500e. Not really worth looking at if you can’t actually buy them.

That would be a much, much, much shorter list. Or instead of a separate list, there should be one more column for “Geographic Availability”.

The Hyundai IONIC Electric:

28 kWh battery pack
124 Miles range

That’s very efficiënt !!!

Germans average 15.8KWh per plug-in (21 cars)
Americans average **55.2KWh** per plug-in (17 cars)

That gap is astounding, almost 40KWh (!!!) separate the haphazard purchase of a German car, from an American car.

I don’t point this out as a patriot, though why not? I’m pointing out what really “pops” from the data. Are you really getting what you’re paying for?

Those under 81 miles in all electric form should get their car pool sticker revolked! 10 miles and can use car pool? Get real.

Would love to get these charts in a Google Docs spreadsheet, is there a link somewhere?

What exactly is the Dest. Charge on this chart??