Range numbers do not travel between countries. America, Europe and China each use a different test, and the gaps are huge. A car rated 500 miles in China would be rated about 355 miles here, without changing a single part. This chart puts all of them on one scale.
The EV Range ChartEvery car. One scale.
178 electric vehicles from America, Europe and China, ranked by how far they really go.
| # | Vehicle | Range | Miles |
|---|
How to read this chart
Range ratings don’t travel between markets. The US EPA rating, Europe’s WLTP and China’s CLTC come from different laboratory cycles, and the EPA’s is by far the harshest. Under US rules an automaker must either run a five-cycle test that includes cold weather, air conditioning and hard acceleration, or take its two-cycle lab result and multiply it by 0.7 before printing it on the window sticker. WLTP and CLTC apply no such haircut.
To put every car on one scale we compared vehicles rated under more than one standard — same generation, same battery, same wheels where possible. Against WLTP, an EPA figure lands at roughly 80%; against CLTC, roughly 71%. Those are the two factors the chart applies.
Be honest about what that buys you. These are rules of thumb with real spread: individual cars land anywhere from 0.68 to 0.90 against their WLTP figure. Aerodynamic long-range sedans convert worst, because WLTP’s high-speed phase rewards low drag in a way the EPA’s low-speed-weighted composite never repays; boxy crossovers convert best. The two markets also frequently certify different wheel and tire combinations for the same car. Treat a converted number as accurate to within about 10% — useful for ranking, not for planning a road trip.
We also flag a fourth category the industry quietly ignores. Some very heavy EVs — the Cadillac Escalade IQ, the GMC Hummer EV SUV, the Sierra EV Max Range — sit above the EPA’s light-duty weight ceiling and are never EPA-rated at all. Their headline range figures are manufacturer estimates with no certification behind them. They’re shown in gray, because a Cadillac-estimated 465 miles is not the same kind of number as an EPA-certified 512.
Every bar drawn from a converted or estimated figure is hatched. Solid bars are EPA ratings.
The longest-range EVs you can actually buy in America
On the EPA cycle, the ranking at the top is tighter than it used to be, and it is no longer all sedans:
- Lucid Air Grand Touring — 512 miles. Still the longest-range EV certified in the United States, on 19-inch wheels. The 20s drop it to 480 and the 21s to 446. From $114,900.
- Chevrolet Silverado EV Work Truck Max Range — 493 miles. The second-longest EPA figure in America belongs to a work truck. Worth noting: the retail LT and Trail Boss Max Range trims are advertised at 478 miles, but that is a GM estimate, not an EPA rating.
- Lucid Gravity Grand Touring — 450 miles. The longest-range SUV with an actual EPA rating, and the most range available with three rows (437 in that configuration). From $98,900.
- BMW iX3 50 xDrive — 434 miles. The first Neue Klasse car, a 2027 model at $61,500 before destination, and the biggest single jump any mainstream brand made this year. That figure requires the no-cost 20-inch summer tires; all-seasons cost you 51 miles.
- Rivian R1T Dual Max — 420 miles. On 22s. The R1S version manages 410.
Below those, the interesting story is compression. Roughly forty vehicles now sit between 300 and 340 EPA miles, from a $34,995 Chevrolet Equinox EV to a $340,000 Cadillac Celestiq. Range has largely stopped being a luxury differentiator in the mainstream market; efficiency and charging speed have taken over. Sort the chart by miles per kWh to see who is actually engineering well rather than simply fitting a bigger battery — the Lucid Air Pure tops that list at 4.8 mi/kWh, and it is not close.
What changed since the last update
More turnover this cycle than in any year since we started tracking. The headline: Tesla discontinued the Model S and Model X. Elon Musk announced it in January 2026, Tesla confirmed production was over on 1 April with roughly 600 cars left, and the final Model S left the line on 11 May 2026. Both are gone from this chart. Fourteen years after the Model S rewrote what an electric car could be, Tesla’s US lineup is the Model 3, Model Y and Cybertruck.
Also gone, or going:
- Ford F-150 Lightning. Production halted in October 2025 after the Novelis supplier fire; Ford confirmed cancellation on 15 December 2025 alongside a roughly $19.5 billion EV write-down. No 2026 EPA certification exists. An extended-range replacement is planned.
- Honda Prologue and Acura ZDX. Acura ended the ZDX in September 2025; Honda confirmed in July 2026 that the Prologue ends after the 2026 model year, with GM production stopping in December. Both are still in dealer inventory now, but Honda will have no EV in the US from 2027 — it cancelled all three of its replacement models in March 2026.
- Polestar, entirely. The Commerce Department denied Polestar authorization under the Connected Vehicle Rule on 25 June 2026. 2026 is the final US model year for the Polestar 3 and 4, and no Polestar appears in the 2027 EPA database.
- Nissan Ariya and Volkswagen ID.4. Both on hiatus — the Ariya dropped for 2026, the ID.4 down to remaining inventory after Chattanooga production ended.
- Hyundai IONIQ 6 (standard). Only the IONIQ 6 N continues in the US. The regular car remains on sale in Europe at 680 km WLTP.
- Audi Q8 e-tron. Brussels production ended; no 2026 model.
And the arrivals: the all-new Nissan LEAF at 303 EPA miles, the Kia EV3 starting at $29,890, the reborn Chevrolet Bolt at 262 miles and $27,600, the Rivian R2, Toyota’s renamed bZ lineup plus the new electric C-HR, three new Subarus, and BMW’s Neue Klasse iX3.
One pricing note that surprised almost everyone: the $7,500 federal clean vehicle credit ended on 30 September 2025, and EV prices fell afterwards rather than rising. Cox Automotive put the average new-EV transaction price at $59,125 in October 2025 and $54,508 by March 2026 — about an 8% drop — with Hyundai cutting the IONIQ 5 by as much as $9,600 and Polestar cutting the 4 by $10,000. Prices have since partially rebounded, to $56,126 in July 2026. Every price in this chart reflects current MSRP, excluding destination.
Europe and China are running a different race
Europe broke the 800 km WLTP barrier this model year, and it did it on 800-volt architecture rather than exotic chemistry. The European leader is the Lucid Air Grand Touring at 960 km — the same car that carries a 512-mile EPA sticker in the US, which is a neat illustration of how far apart the two tests are. Behind it: the Mercedes EQS 450+ at 926 km, the new BMW i3 sedan at 912 km, the EQS 500 and 580 at 876 km, the Lucid Air Pure at 831 km, the EQS 400 at 817 km, the AMG GT 53 4-Door at 809 km and the BMW iX3 50 xDrive at 805 km.
China went further. The Denza Z9 GT EV is rated 1,036 km CLTC (644 miles) on a 122.5 kWh pack, which makes it the longest-range EV currently in customer deliveries anywhere in the world. The Yangwang U7 follows at 1,006 km. Denza opened pre-sales for the Z9S in August 2026 promoting figures up to 1,100 km; which trim that applies to is not yet settled, so the chart carries the confirmed 920 km rating and we’ll update at launch.
The detail most coverage misses: both of the 1,000 km cars do it with conventional LFP chemistry in very large packs. The 1,000 km barrier fell to good packaging and cheap lithium iron phosphate, not to solid-state batteries.
On solid state, the honest answer as of August 2026 is that no all-solid-state battery car is verified to be in ordinary customer hands anywhere. CATL’s chairman put the technology at “level 4” of 9 in June 2026 and said large-scale adoption before 2030 is unlikely. The one consumer product ever sold as all-solid-state — a motorcycle using Donut Lab cells — was found by third-party testing in June 2026 to contain conventional lithium-ion, a finding the supplier still disputes. Semi-solid-state packs have genuinely shipped, but in small numbers: the MG4 Anxin Edition reached Chinese customers in December 2025, and the IM L6 Lightyear offers a 123.7 kWh semi-solid pack good for 1,002 km. NIO’s much-discussed 150 kWh semi-solid pack was never deployed at scale; the company currently offers 75 and 100 kWh packs.
Frequently asked questions
Which electric car has the longest range in 2026?
On the US EPA cycle, the Lucid Air Grand Touring leads at 512 miles on 19-inch wheels, followed by the Chevrolet Silverado EV Work Truck Max Range at 493 miles and the Lucid Gravity Grand Touring at 450 miles. Measured on their own home-market cycles, several Chinese EVs post larger numbers — the Denza Z9 GT EV is rated 1,036 km (644 miles) CLTC — but CLTC is a far more permissive test. Converted to an EPA-equivalent basis, the Lucid still leads.
What is the difference between EPA, WLTP and CLTC range?
They are three different laboratory test cycles. EPA is the US standard and by far the harshest: automakers must either run a five-cycle test including cold weather and air conditioning, or take a two-cycle lab result and multiply it by 0.7 before printing it. Europe’s WLTP and China’s CLTC apply no such haircut. Across vehicles rated under more than one standard, an EPA figure lands at roughly 75–85% of the headline WLTP number and around 70% of the CLTC number.
How do you convert WLTP or CLTC range to EPA?
Multiply WLTP by roughly 0.80 and CLTC by roughly 0.71. Those factors come from comparing vehicles rated under more than one standard with the same generation, battery and wheels. They are rules of thumb with real spread — individual cars land anywhere from 0.68 to 0.90 against WLTP, because aerodynamic long-range sedans convert worst and boxy crossovers best, and because the two markets often certify different wheel and tire combinations. Treat a converted figure as an estimate accurate to within about 10%, not as a rating.
Do electric cars actually achieve their rated range?
In mild weather an EPA figure is close to what a careful driver gets — independent road tests cluster between roughly 90% and 110% of the EPA number. WLTP is more optimistic: real-world testing typically lands about 15% to 25% below the WLTP figure. CLTC is the most optimistic of the three. Cold weather takes 20% to 40% off whichever number you started from, and fleet telematics show some models delivering under half their rated range below freezing.
Is the federal EV tax credit still available?
No. The $7,500 federal clean vehicle credit ended on 30 September 2025. Counterintuitively, EV prices fell afterwards rather than rising — Cox Automotive put the average new-EV transaction price at $59,125 in October 2025 and $54,508 by March 2026, a drop of about 8%, with several automakers cutting MSRPs outright. Prices have since partially rebounded, reaching $56,126 in July 2026. Prices in this chart are current manufacturer starting prices excluding destination.
Are solid-state battery EVs on sale yet?
Not in any verified form. As of August 2026 no all-solid-state battery car is confirmed to be in ordinary customer hands anywhere. Semi-solid-state packs have shipped in small numbers — the MG4 Anxin Edition reached Chinese customers in December 2025, and the IM L6 Lightyear offers a 123.7 kWh semi-solid pack — but these are low-volume variants. CATL’s chairman placed all-solid-state at “level 4 of 9” in June 2026 and put large-scale adoption beyond 2030. Notably, the 1,000 km barrier in China was broken with conventional LFP chemistry, not solid state.
Sources and corrections
EPA figures are taken from the EPA vehicle certification database at fueleconomy.gov rather than from press coverage. WLTP figures come from manufacturer European configurators and homologation reporting; CLTC figures from manufacturer specifications and MIIT filings. Prices come from manufacturer press materials and are current as of August 2026. Individual sources are linked in each vehicle’s detail panel.
If you spot a figure that looks wrong, tell us — this page is corrected rather than quietly rewritten, and every update is dated. Last updated: 24 August 2026.