Electric Cars 101: Answers to All Your EV Questions

Battery electric vehicles have fewer components than a plug-in hybrid or an internal combustion engine vehicle, so they often have lower maintenance costs because they don’t require fluid changes or tuneups. An analysis of EVs by CR found that EVs generally cost less to own over a typical ownership period than their equivalent gasoline-powered counterparts—although a less-reliable EV may end up needing pricey repairs, so be sure to choose a vehicle that scores highly on CR’s reliability ratings.

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The cost of the electricity to charge an EV is almost always hundreds of dollars less per year than the fuel expense for a similar gas-powered vehicle. However, depending on where you live, how much you pay for electricity, and what kind of vehicle you’re shopping for, it may take many years—if ever—for those savings to make up the difference between the purchase price of an EV and a similar hybrid vehicle. Our analysis shows that luxury vehicles and trucks tend to have a quicker payoff than smaller EVs.

Figuring out an EV’s energy costs is a lot more complex than doing the same for a gas-powered car, but the Department of Energy’s Alternative Fuels Data Center has an easy-to-use calculator at afdc.energy.gov/calc. Check out any local incentives that might make it cheaper to charge an EV at home overnight. You can also calculate how much you’ll save if your home has solar power.

Maybe. The Inflation Reduction Act (IRA), signed into law last year, offers tax credits of up to $7,500 on new EVs and up to $4,000 on used EVs, but the rules can be complex. How much you’ll get—if anything at all—depends on your income, where the car you purchased was manufactured, where its battery and electrical components came from, and how much it costs. These factors can change as automakers change prices, open new factories, or switch parts suppliers, so head to CR’s EV incentive finder for the latest about tax credits, and read our guide to EV tax credits to learn more. If the car you’re interested in doesn’t qualify, consider leasing. You might be able to take advantage of a tax credit using a different method.

Your state or even your local utility company may have additional incentives or discounts, too. There are also federal, state, and local incentives that can significantly reduce the cost of installing a charger at home.

If you’re considering an electric vehicle, you should think about leasing instead of buying. Although the market for EVs is changing rapidly and unpredictably, leasing offers some advantages.

You can qualify for a full $7,500 federal tax credit without meeting restrictive federal requirements on where an electric car was made, how much it costs, or how much a lessee makes. Because you lease for only a few years, you won’t be stuck with a car that has outdated battery technology or charging standards, because these are still rapidly evolving. And if an automaker drops the price of a new EV by thousands of dollars overnight—as Ford recently did on the F-150 Lightning—you won’t take the hit if your leased vehicle is suddenly worth less than it was the day before.

Chances are, you’ll do the majority of your charging at home. In a fall Consumer Reports nationally representative survey of 943 Americans who say they own or lease EVs, we asked them to estimate what percentage of their charging happens at different locations on a typical week. On average, those who do any charging at home say that 64% of their charging happens at home; those who do any charging at public chargers do 31% of their charging there; and those who plug in at work at all do 30% of their charging there.

If you plan on charging at home, that usually means you’ll need ready access to a 240-volt EV charger. These are available online through Amazon, Costco, Home Depot, Lowe’s, and Sam’s Club, among others, and we’ve tested the most popular models. The cost is typically $500 to $700. Unless you are pushing the range limit on a daily basis, you won’t have to fill up your EV from empty all the way to full very often.

You’ll need a professional electrician to install a Level 2 charger. An installation entails putting a special 240-volt receptacle, like the ones used for a clothes dryer, in your garage or near your driveway. You can also hardwire a charger, which may allow for quicker charging. Expect to pay about $500 to $1,200 for the work, plus $500 to $700 for the wall-mounted charging unit. Of course, costs will vary depending on your specific setup. Installing a charger in an older home that needs a wiring upgrade could cost thousands.

If you don’t have a garage, don’t worry: Nearly all chargers are weatherproof and waterproof and are designed to safely be installed outdoors. But if you don’t own your own home and can’t get permission to install a charger in your rental, or if you don’t have off-street parking at all, you may be unable to install a charging station.

A few EVs, including the Ford F-150 Lightning, Genesis GV60, Hyundai Ioniq 5, Kia EV6, and Rivian R1T, have built-in plugs that can provide short-term electric power for smaller household goods and appliances.

Although there are now more than 53,000 U.S. public charging locations, most of them are Level 2 chargers—the same kind you’d have installed at home—and take many hours to fully charge a battery (more on that below). 

If you’re on a long road trip, you’ll most likely want to charge at publicly accessible DC fast chargers. These are becoming more common, even if they aren’t as ubiquitous or easy to use as gas stations. Most of them are available off major highways or at rest areas. 

How easy they are to use can often depend on what kind of vehicle you drive and brand of charger you’re trying to use. Tesla owners have access to a wide network of Tesla Supercharger charging stations, and we have found that they make topping up a Tesla seamless, convenient, and relatively quick. Owners of other EVs rely on a patchwork of chargers that aren’t always convenient to access, might not always charge rapidly, and usually require the user to fumble through an app or swipe a credit card to activate the charger. (Some—but not all—Tesla Superchargers are opening up to owners of EVs from other brands.) Nissan Leaf owners will have to search for a fast charger with a specific kind of plug, called CHAdeMO, which isn’t used by any other new pure EV sold in the U.S. 

Many automakers have said their vehicles will be compatible with some Tesla Superchargers starting in . We’re keeping a close eye on this development. 

Plugging in a vehicle can require more physical effort than gassing up a car, too, especially if you have to drag a heavy cord to reach the car’s charging port. There are no “full serve” charging stations, and because EVs have their charging ports installed in various places on the vehicle, not all chargers are conveniently set up for a charging cord to reach the outlet.

Before you go on a trip, download apps that can help, such as those from the ChargePoint and Electrify America charging networks. PlugShare is helpful for locating public chargers, too. Some vehicles have charging station data built into their navigation systems and can send you on a route that includes fast chargers. A Better Route Planner is a great smartphone app alternative that will help you plan trips with included charge stops. Always have a backup plan in case a charger isn’t working or takes longer to charge than you expect.

If you charge at home, a typical 240-volt, 32-amp (Level 2) charger takes between 9 and 13 hours to fully charge an EV that can go more than 200 miles—about 25 to 30 miles of charge for every hour your vehicle is plugged in. A public Level 2 charger charges at the same rate but is appropriate for cases where people might spend a few hours at a restaurant or library or when parked at a train station, taking advantage of the opportunity to top off.  

Things get a lot more complex with DC fast chargers, which can typically charge a battery from 20 percent to 80 percent in about a half-hour, on average. Tesla’s Superchargers are even quicker, with the speed varying by model, although many of them are open only to Tesla vehicles. Exactly how fast your EV charges depends on the size of the battery, how fast the car is able to take the charge, the amperage of the circuit, and even the weather.

In theory, chargers that can deliver up to 150 kW of power can add up to 9 miles of range per minute for some vehicles. Chargers that deliver up to 350 kW of power can add about 20 miles of range per minute—but only if the car has a compatible plug and is designed to accept ultra-fast charging. 

In other words, if you drive a Ford Mach-E, Kia Niro EV, or Chevrolet Bolt—none of which is designed to accept ultra-fast charging—don’t bother searching for a 350-kW charger because your car can’t charge at that speed. Instead, the car will limit the flow of electricity based on the car’s max acceptance rate. For the example of the Mach-E, that’s 115 kW, which means a 150-kW charger would’ve been plenty. Although a Porsche Taycan or Hyundai Ioniq 5 can take advantage of the faster chargers, these stations can be harder to find—and in higher demand—than a 150-kW charger.

In addition, big vehicles with big batteries—like the GMC Hummer EV and Ford F-150 Lightning—take longer to charge, just as conventional trucks and SUVs with big fuel tanks take longer to fill.

In our own evaluations, we observed that EVs charge faster at DC charging stations when the battery is low and gradually ramp down the charging speed. We also noticed variations in charging speeds between different locations even within the same network, and that charging often took longer than manufacturers’ claims.

We’ve found that most electric cars deliver instant power from a stop, and they are both smooth and quiet when underway, which is very gratifying. Even the most affordable modern EVs can post 0-to-60-mph times that would put a gas-powered muscle car to shame.

The driving experience can be quite different from a traditional gasoline-fueled car. There’s no transmission changing gears, and regenerative braking—which uses the car’s momentum as it slows down or coasts to create extra electricity—can start slowing down the car as soon as you take your foot off the accelerator. You can usually adjust how aggressively an EV accelerates or how quickly its regenerative brakes slow down the vehicle. Many offer what’s called “one-pedal driving,” where the driver can speed up or slow down just by modulating the accelerator pedal.  

Despite their heavy batteries, EVs typically handle well because that battery is positioned low in the vehicle and there is no heavy engine over the front axle. Our testers often rave that many new EVs are very enjoyable to drive on our test track, even without the visceral thrum of a gas engine.

In cold weather, an EV’s range can drop dramatically because of the limitations of battery chemistry and unique power demands, such as managing battery and cabin temperatures. In our tests, we found that cold weather saps between 25 and 32 percent of range when cruising at 70 mph compared with the same conditions in mild weather and warm weather, respectively. Even with air conditioning on, we found that 80° F weather was optimal for battery range.

Before you drive, you can warm up your car while it’s still plugged in. That way, you won’t have to use valuable battery capacity to heat up the car’s interior, which would reduce range. Warming up your EV while it’s plugged in will also keep the battery warm, which makes it easier to accept a fast charge while on the road.

If a pure EV doesn’t fit your lifestyle but you still want to save money on fuel and reduce your use of fossil fuels, consider a hybrid or plug-in hybrid (PHEV) vehicle. Hybrid vehicles combine a battery pack, an electric motor that drives the car at low speeds, and a gas engine that kicks in for higher speeds, climbing hills, or recharging the battery. They offer significant fuel savings and lowered emissions compared with a gas-powered car, and they don’t ever need to be plugged in. However, they aren’t as efficient as a pure EV of a comparable size. (Learn more about hybrids here.)

PHEVs can operate on electric power alone for anywhere from 15 miles to 50 miles. Once their battery power is depleted, plug-ins transition from running on mostly electricity to operating as regular hybrids and driving about as far as a regular car, and they can quickly refuel at any gas station. Some PHEVs even qualify for a tax credit. However, unless they are plugged in regularly, they may not be as efficient as a traditional hybrid. (Learn more about PHEVs here.)

One of the first questions people ask about electric cars is usually, “Where can I charge it?"

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The answer is most often, “Wherever you park your car." A study by Carnegie Mellon University researchers calculated that 79 percent of U.S. households have dedicated off-street parking for at least some of their vehicles, almost always within a few meters of an electric supply that will provide for overnight recharging (circumstances vary in other countries). Electric-vehicle drivers quickly learn to plug in their electric cars after the last journey of the day.

In fact, the data show about 80 percent of the total distance covered by EVs in the United States comes from such home recharging. Those who live in apartment buildings or condos, don't have off-street parking, or can't count on using the same dedicated space each night face greater challenges.

For the moment, it's easiest to drive an EV if you have dedicated parking. These are the basics of how, where, and when recharging an EV's battery happens.

Q: How do I charge an electric car?

Left: SeongJoon Cho/Bloomberg/Getty Images; Right: Chris Ratcliffe/Bloomberg/Getty Images

A: Every EV has what's called a charging port, usually behind a small door in a fender that looks like the door on a gasoline or diesel-fuel filler. Sometimes the charge port is at the front or rear of the vehicle. Regardless of where it is, that's where you plug in the charging cable.

The process is simple: Open the charge-port door, uncover the port if needed (some have plastic covers, some don't), plug in the charging cable, and wait for the light to go on to show the car is starting to charge. You may hear a click or a thunk from the station, the car, or both. Then just walk away.

Q: Are all charging stations the same?

A: No. This is where it gets a little complicated. There are two types of EV charging: AC and DC fast charging. (Charging stations are technically known as EVSEs, for Electric Vehicle Supply Equipment, but virtually no one calls them that.)

AC charging is slower and takes longer to recharge the battery fully, but for the majority of EV drivers who can charge overnight, it's by far the most common method. It's also less expensive to install, and AC charging stations make up the majority of charging stations—public and private.

DC fast charging is less common, and usually found along major travel routes or at heavily traveled intersections. Different carmakers use different types of connectors for DC charging.

Q: What are the options for charging my EV at home or at work?

In North America, AC charging operates at either 120 volts (“Level 1") or 240 volts (“Level 2"); other countries vary depending on their electrical standards. Every EV comes with a portable charging cord (often stored under the floor of the trunk) that allows basic charging. North American Level 1 charging adds 3 to 8 kilometers (2 to 5 miles) of range for every hour the car is plugged in.

Level 2 AC charging in North America typically operates at a rate of 7.2 to 19 kilowatts, depending on the car and the charging station. Anyone whose daily mileage regularly exceeds, say, 60 km (37 miles) should consider installing one. Depending on the car and the charging station, charging at 240 V can add 16 to 97 km (10 to 60 miles) for every hour of charging—possibly up to 320 km (200 miles) overnight. Such Level 2 charging stations are usually mounted on a wall or a post.

Another Level 2 alternative is a portable charging cord that operates on both voltages—and these cords are becoming more common in the latest EVs. They come with different “pigtails" that plug into the charging unit to allow it to use different outlets. In North America, that's a standard 3-prong 120-V household outlet or a NEMA 14-50 socket (most commonly) for 240-V charging.

Q: But what about road trips?

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A: This is where the second type of charging, called DC fast charging, comes in. It uses direct current and much higher power, but is most often used during road trips that exceed the EV's battery range. Note that fast charging charges a car's battery only to 80 percent of capacity—that last 20 percent takes much longer, just as it does in a cellphone.

DC fast charging may also be used by owners who aren't able to charge overnight where they live or don't have a dedicated parking spot. But DC fast charging requires significant electrical power, so it's almost always at dedicated charging sites, not in residential buildings or workplace parking lots.

DC fast charging rates today vary from 24 kW to as much as 350 kW. Newly designed EVs usually fast-charge at 100 to 125 kW. Under certain circumstances, they may briefly charge as fast as 150 kW. Depending on charging speed, this can add 290 or more kilometers in 30 to 45 minutes.

But those rates require both a charging station that can provide that current and a car that can accept it. Older EVs are often limited to 50-kW fast charging, and some of the oldest DC charging stations provide only 24 kW or 50 kW.

A small handful of cars charge at higher rates yet. The Porsche Taycan, for instance, has an 800-V battery pack that can accept up to 270 kW (most EVs have batteries that operate at 400 volts). The higher rates are coming on strong, with future EVs from GM, Hyundai, Kia, and others capable of charging at 250 to 350 kW. This may add 320 km in as little as 18 or 20 minutes.

Q: Do all charging stations work for all EVs?

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A: Sadly, no. For AC charging in North America, all vehicles except the Tesla use a standard connector (known as an SAE J-), and every Tesla comes with a converter that a driver can add to a J- station cord to plug it into the Tesla's receptacle.

DC fast charging is more complex. Going forward, there will be essentially two options: Tesla's Supercharger system, and what's called the Combined Charging System, or CCS. The Supercharger system works only with Teslas (at 125 to 250 kW), while CCS (at 50 to 350 kW) is the fast-charging standard that will be fitted to all other newly introduced EVs sold in North America.

In Japan, there's a third option, with another connector, called CHAdeMO. It's the system used by more than 148,000 Nissan Leafs sold in North America from through . But Nissan has said future EVs sold by the brand in North America will use CCS, and the vast majority of CHAdeMO fast-charging stations and cars max out at 50 kW—slower than newer CCS stations and cars.

Q: How do I find charging stations?

A: Recent electric cars have charging locations built into their navigation systems. Starting with the Tesla Model S almost 10 years ago, the driver enters a destination into the system, and the car determines the optimal route, directing the driver to appropriate charging stations along the way. Some cars even specify just how many minutes of charging is required to get enough juice to reach the destination, ensuring the driver doesn't spend more time than necessary sitting at a charging station.

Several apps also map charging sites, and let users filter them by connector and charging speeds (Level 2 AC charging versus, say, DC fast charging using the CCS connector). Individual charging networks (for example, ChargePoint, Electrify America, EVgo, Shell Greenlots) each have their own apps, but most drivers use apps (such as Plugshare or Chargeway) that include all networks and charge sites. Those apps allow the same kind of route planning, although they're not as integrated as the EV navigation systems that know the battery's state of charge at all points and can optimize routing to the vehicle in real time.

Q: Does this work the same in different countries? Can I take my EV from, say, Canada to Norway?

A: Unfortunately not. Of the three largest EV markets, North America has one set of standards, Europe has a slightly different version of the CCS socket and connector, and China has entirely different standards of its own. On the other hand, how often do you ship your car overseas to drive it?

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