Summary
- 150 miles (241km) is a livable range for commuting, but plan for multiple charges per week.
- The sweet spot for most EV shoppers is between 250 and 320 miles (402 to 515km). That’s enough for road trips, and at the higher end, heavy cargo or ridesharing.
- You probably don’t need 400 miles or more unless towing or all-day driving is a necessity, not a luxury.
At one point, range was the be-all and end-all when shopping for an electric car. The earliest models had less than 100 miles (161 kilometers), which was barely enough for a work commute in some cases. And once that limit was broken, most EVs still had dramatically less range than any gas vehicle. In comparison, it hardly mattered how comfortable their seats were, or what their zero to 60 times were like.
Fast-forward to today, and you’ll find that EV range is getting pretty respectable — the best models are topping 400 miles (644 kilometers), and in the next five years, they’ll break the 600-mile barrier (966 kilometers). More range costs more money, however, particularly with tariffs and other policies imposed by the current US administration. So if you’re looking to buy or lease an EV, but you aren’t pulling a six- or seven-figure salary, how much range should you actually be shopping for?
The absolute minimum
Think beyond short hops
Realistically, I wouldn’t buy an EV with anything under 150 miles (241 kilometers), about the range of a 2025 Nissan Leaf S. I know from experience that while that’s livable, you’ll inevitably have to charge multiple times per week if you commute, no matter if you stick to city driving. When I was working as a contractor for a certain fruit-based company, I was highly dependent on the ChargePoint station in the office parking lot.
It’s not just about extending the time between charges, or going further distances — it’s about performance degradation.
150 miles is enough for some intercity road trips, but only if you plan them carefully. My 2018 Leaf SV, for example, was able to make it from Austin to San Antonio and back as long as I made a pit-stop in San Marcos. It’s important to leave yourself some breathing room — I once pushed my Leaf so hard that by the time I pulled into my garage, there was less than five miles left on the battery, and the car was driving so slow I could’ve been pulled over by police.
I’d recommend buying a car with 200 miles (322 kilometers) or better if it’s at all affordable. It’s not just about extending the time between charges, or going further distances — it’s about performance degradation. In addition to speed reductions as you approach empty, freezing weather can cause an EV’s range to (temporarily) drop anywhere between 10 and 30%, which might land you in serious trouble if you’re not expecting it. And if you keep your EV for many years, its maximum capacity will shrink well below 100%.
The sweet spot
Enough for most use cases
These days, even 200 miles is considered low, particularly in Canada and the US. That makes sense not just because of technological advancements, but the distance between major cities in North America. Driving out of Austin, you’d be lucky to make it to downtown Houston on a single charge — never mind leaving Texas. On cross-country road trips, that range could force you to make so many charging stops that it’d extend your travel time by several hours. That’s assuming the routes you want to take have convenient charging stations.
If you want to soften the blow of road trips without spending a fortune, look for vehicles with 250 to 320 miles (402 to 515 kilometers). That’s not hard — in fact, the $33,600 Chevy Equinox EV gets between 289 and 319 miles (465 and 513 kilometers) depending on which trim you pick, and the longest range is actually the cheapest option.
You’ll want a model with over 300 miles (483 kilometers) if you expect to tow or carry heavy cargo.
You’ll want a model with over 300 miles (483 kilometers) if you expect to tow or carry heavy cargo. Range can drop by as much as two-thirds when towing multi-ton vehicles like boats or camping trailers — so even an F-150 Lightning with its optional 320-mile extended battery may get as little as 100 miles in real-world conditions. You’re not going to be towing a camper cross-country unless you’re very patient.
You’ll also want more than 300 miles if you’re a rideshare driver. Consider this — when I was living in Austin, a ride to the airport from my house was 25 miles one-way. A 300-mile EV would only be able to make that trip 11 times before charging, and that’s under ideal conditions. It’s no wonder a lot of taxi companies prefer gas-electric hybrids like the Toyota Prius.
Do you need an EV with 400 miles or more?
Dealing with extreme scenarios
Probably not. Maximum range is what everyone wants, naturally, but if you’re mostly sticking to city driving, 400 miles tends to be overkill for the pricetag. A 2026 Chevy Silverado EV with 424 miles (682 kilometers) will set you back $68,295, and an upgraded Rivian R1T Dual with 420 miles (676 kilometers) is at least $84,990. You could buy two Chevy Equinoxes for the cost of that R1T, and still have money left over for a Level 2 home charger.
Unless money is no object, I’d only seriously look at 400-mile EVs if all-day driving or heavy cargo capacity is a necessity, not a luxury. Indeed, it’s the only realistic option if you want to tow a camper cross-country, though the economics of that are so rough that you’ll probably want to choose a hybrid vehicle instead.
Unless money is no object, I’d only seriously look at 400-mile EVs if all-day driving or heavy cargo capacity is a necessity, not a luxury.
Keep in mind that technology is evolving. Some EVs are already approaching or surpassing the 500-mile (805-kilometer) mark, which is better than many gas vehicles. Those ranges are limited to the most expensive models on the market — but as those advance, the baseline creeps forward, too. 300 miles should become commonplace in the near future, and once solid-state batteries arrive, it might almost be trivial to reach 400 miles. I’m crossing my fingers on that one, since it’s hard to say what tariffs and EV subsidies will look like in the next few years.
