This week on EV Rider, I’m pulling out on my very first long-distance road trip, going from Jacksonville, FL, up to Delaware on I-95. I hope you’ll come along for the ride by watching the video at the top of this post. But if you don’t have time, here’s a transcript:

And here we can see South of the Border as we get ready to leave South Carolina and enter North Carolina.

I’m doing my very first Supercharge here in Virginia. So far, charging has been flawless since I left Delaware—no hitches whatsoever. Actually, this is my second Tesla charge because I also used a Tesla Destination Charger when I stopped last night at the hotel I stayed at.

After more than 1,800 miles on mostly interstates, I arrived home with an average of three miles per kilowatt-hour. I started my trip with an estimated 277 miles of range. The short story? The EV Scat Pack turned out to be more economical than I had anticipated. It came through with flying colors.

More Dodge Charger EV Coverage (transcript continues below)

EV Swap: Mustang Mach-E To Charger Daytona

Long-Term Owner Review: Charger Daytona Scat Pack

Drop Top Customs Developing Dodge Charger EV Convertible

Production Dodge Charger EV Unveiled With Full Specs

2024 Dodge Charger Daytona EV Convertible Announced

4 EV Coupe Concepts; 2 Headed For Production

Of course, anyone who has driven up and down the I-95 corridor knows speeds are all over the place. It may be just 10 miles per hour in some congested urban areas, while in some rural areas, the speed of traffic might be moving at 80 miles per hour.

I used the Charger’s Eco Mode for interstate travel and Auto Mode when on secondary roads. Eco Mode relaxes the throttle and keeps the front motor shut down in most cases, while Auto Mode activates the regen paddles and is quicker to fire up the front motor when accelerating. The regen paddles, which I used whenever I wasn’t using driving assist, likely also helped with raising my trip average.

So, based on my trip in high summer, it looks like the Charger Scat Pack EV is good for roughly 245 miles of interstate travel in a mix of rural and urban conditions.

Charging speed also worked as expected, with my Charger seeing a brief peak speed of 201 kilowatts during a stop. In most cases, it ramped up to the expected 178 to 180 kilowatts and settled into the 170s for the first 10 minutes or so before gradually ramping down. At one point, I did see speeds drop to 48 kilowatts before ramping back up again into the 120s—likely to cool the battery, since I had been driving hundreds of miles in 95-degree weather.

I used a variety of charging companies during my trip, including Electrify America, ChargePoint, Ionna, Tesla, and Rivian. I had good experiences with three exceptions: a Blink charger at a Royal Farms in Rehoboth Beach, Delaware, malfunctioned, forcing me to go a few extra blocks to a nearby Wawa Tesla Supercharger. At my Walterboro, South Carolina stop, the Electrify America was full.

So, rather than wait, I went about 50 miles down the road for what would be the final charge of the trip. For some reason, during that stop, Rivian kicked me off at 40% charge and again at 70% charge. Given that didn’t happen at the other stations, Gemini AI’s best guess is that the Rivian charger hit its thermal limit and shut down.

Since I was too busy enjoying friends, I didn’t shoot much video on this trip, but I do want to give my friends, Bill and Kim, a shout-out for hosting me.

So, the bottom line is: the Charger is a very comfortable grand tourer, with its high-back, heated, and ventilated bucket seats, which have just about every conceivable adjustment you can think of. That, combined with adaptive cruise control and lane keep assist, made for a relaxed ride, especially in traffic slowdowns.

For all you Charger Daytona owners out there, please be sure to subscribe to EV Rider because I’ll be continuing to bring you my personal experiences with Dodge’s first production EV. And if you enjoyed this episode, please be sure to give it a like and maybe even hit that notification bell so you never miss an episode of EV Rider.

Thanks so much for watching, and we’ll see you again soon!

The post Dodge Charger Scat Pack EV: 1,800-Mile Road Trip Test appeared first on EV Rider.

Do cooling vests, like the one I am wearing in the video, actually work? Let’s find out.

Product Link: Iaigogo cooling vest

I have been using this cooling vest for several months now, primarily while doing yard work and mowing, but also while riding my motorcycle. It’s inexpensive, costing around $20. The vest holds a total of six ice packs, which are included alongside an extra set. This allows you to easily swap them out once the first set melts. If you are working from home, you can take a quick break to grab the second frozen set directly from your freezer.

Answering the question of whether cooling vests actually work: yes. On a recent motorcycle ride, the ambient temperature in Jacksonville was 91°F, with very high humidity—likely around 95%. I definitely felt the coolness. After riding around for roughly 20 minutes, I jumped on the interstate to head home, and the vest made a noticeable difference for the entire ride. However, you will likely find that it is only effective for one to two-hour rides before the ice packs melt.

Here in Florida, the vest is most helpful during the peak mid-afternoon heat. Because I started the ride later in the day, I got the full benefit. However, if you are going on a day-long ride, you probably wouldn’t need the cooling vest when you first start out in the morning. By the time you need it in the afternoon, the ice packs stored in your saddlebag would likely already be melted. While it has a limited use case for motorcyclists, it offers a much better use case for people working outside for an hour or so.

Another factor to keep in mind is that while you will feel cooler, the vest will not keep you dry. You will still get wet due to condensation from the ice packs, and you’ll likely still sweat depending on the intensity of the heat. These vests are adjustable. You will want to pull it as taut as possible against your torso so that the ice packs remain firmly against your body.

In conclusion, I can recommend this cooling vest for specific situations, particularly outdoor work. Just remember that it will not last all day. The ice packs melt after about an hour. In a best-case scenario—where you have the second set of packs on ice or you are working near a freezer—you can swap them out to get up to maybe two hours of relief in summer heat. Once the packs melt, it’s time to take off the vest and try to finish up as soon as you can.

This vest was not provided by the manufacturer, nor is this content sponsored. It is simply a product I chose to purchase and test on my own.

The post Do $20 Cooling Vests Work? Florida Summer Testing appeared first on EV Rider.

Use THIS LINK and discount code 25EVDBILL for 25% off the EVDANCE charger extension cable

If you’ve ever been traveling and run across a level 2 EV charger cord that’s too short—or maybe even at home—this episode of EV Rider is going to solve that problem once and for all.

In the video at the top of this post you’ll see EVDance’s 40-foot-long, Level-2 EV charger extension cable in action. It’s rated for 50-amps or up to 12 kW of continuous current.

I’m sure long-time EV owners are already running through the scenarios in their minds of how this extension cable could help out in a pinch. But for you newer EV owners, let me give you a couple of personal, real-life examples.

I tend to go on a lot of road trips. I put more than 67,000 miles on my last EV, driving to more than 20 states. Sometimes I stay with friends or family, or at hotels. Occasionally what I’ll find is the cords are just too short. Or, if I’m overnight charging at a friend’s house with just a regular household outlet, maybe that outlet is in the back of the garage and my charging cable just won’t reach. This solves all those problems.

Another problem that you’re likely to run into at some point is you’ll occasionally find gasoline drivers that park smack in an EV spot in a shopping center or a parking garage, blocking the charger. When this happens if there’s another spot one or two spaces over, you’ll have no problem since you’ll have 40-feet of additional length to work with.

I’m fortunate to live in a home with a garage, but I do remember the days of living in downtowns, so I do understand the plight of EV owners that might be in an urban environment, in an apartment complex, or another spot that might be away from chargers. Again, a 40-foot extension cable—in addition to whatever your regular cable’s length is, gives you a lot of flexibility that’s likely to come in handy.

Having the extension cable could also save you money by allowing your electrician to skip a long cable run when installing a charger. Or, if you’ve already got a Level 2 outlet, for example in the laundry room, the extension cable might save you from needing to install a second outlet in the garage or driveway.

The extension cable comes with its own carrying case, so it’s easy to just put it in your frunk or some place out of the way. It includes a UL-rated cable, IP 66 water and dust resistance rating along with a 4400-lb load resistance. Bottom line: this is one sturdy accessory that appears very well made. During my day-long testing, it never became warm to the touch inside the garage.

Although it’s rated at 50-amps and 12 kW of continuous current, I personally wouldn’t push it that hard. I would limit it to no more than just under 10 kW. That’s because I prefer to maintain a wide safety margin, rather than pushing a product to its absolute limit.

For new EV owners that may not be aware, most EVs allow you to manually set the amperage that the EV will accept in your car’s infotainment system when you’re AC charging.

If your car doesn’t have that feature, and if you’ve got a smart charger, the charger or the charger’s smartphone app may also allow you to adjust amperage.

There are a few EVs out there that can take in more than 12 kW of continuous power. For example, Hummer EVs can handle 19.2 kW, so you’ve got to be sure if you’re going to use this cable with the fastest AC charging EVs that you dial the power back. Exceeding any charging component’s power or use rating is never a good idea.

Another thing, if you’re new to EVs: this cable will only going to work for level 1 or level 2 AC charging. It will not work at level 3 DC fast chargers, such as a Tesla Supercharger or an Electrify America station. And again, for you new EV owners, there are two main types of level 2 chargers: J-1772, which is what my review unit has, and NACS, which is what you see on Teslas and some of the brand-new EVs.

EVDance has got you covered either way. You can get either an NACS or a J1772 extension cable. And for you EV Rider viewers, the company is offering a 25% discount for anyone that want to purchase one. Use THIS LINK and discount code 25EVDBILL at checkout

Editor’s Note: EVDance provided EV Rider with the charging extension cable featured in this review but did not have any editorial input into this video’s or post’s production, nor did it see an advance copy of the video. EV Rider’s editorial policy regarding review units is available here for anyone that would like to review it.

The post Is Your EV Charger Cable Too Short? Here’s The Fix appeared first on EV Rider.

This week on EV Rider, after four years and 67,000 trouble-free miles, I’m saying goodbye to my Ford Mustang Mach-E, as I welcome a new to-me EV to my home stable.

Post your ChargerDaytona or Mustang Mach-E questions or comments here

Before I talk about my just acquired used 2024 Dodge Charger Scat Pack EV, here’s a quick summary about my Mach-E.

The Mustang Mach-E has been a wonderful car. Since I just recently did a 60,000 miles review, I won’t bore you by repeating what’s in that video, but here it is for anyone that would like to watch it:

The Mach-E’s short story is that in its final 7,000 miles with me, including a seven-state road trip, everything went just as smoothly as always.

As I end my ownership experience with the Mach-E, I can heartily recommend it to anyone considering a new or used EV.

Next, let’s look at what I replaced it with.

Dodge’s Charger Daytona is one of the most controversial EVs on the road today. A good number of V8 HEMI fans are furious that the fastest 0-60 mph Dodge currently has in production is now an EV, and not many EV fans are likely to consider a two-door muscle car that by EV standards, is fairly inefficient.

Plus, early Charger EV owners have a reported a variety of issues, a good many of which required the cars to be towed. Add it all together and these cars have lost up to 50% or more of their value in under two years.

Since I absolutely love the style, comfort, handling and performance of the Charger, I decided to take a chance, given the price plummet.

For you Charger owners out there, my CarFax report shows the flashes have been performed on the car, so I’m hopeful that many of the software glitches and 12v accessory battery issues that plagued early owners might be in this car’s rear view mirror.

One nice, early surprise, the Charger is showing a 3.6 mile per kWh average since I reset the trip odometer after taking ownership.

It’s too soon to know, but when driving the Daytona in Eco mode it’s looking like it will probably match or maybe even exceed my Mach-E’s range, which if that proves to be accurate, would be a wonderful surprise.

I’m still in the honeymoon phase and learning, so I won’t begin to try to evaluate the Daytona yet.

But here’s what I will say early on, the Charger has the two-door personal luxury coupe presence I love, which is a rare find among new cars, whether gas or EV. And it’s making a strong first impression.

For you Charger owners, I’d invite you to watch the video I did on a fellow owner’s Scat Pack a few months ago and be sure to subscribe since I’ll be doing follow-ups on my Charger as I get to know it better.

More Dodge Charger Daytona Coverage

Dodge Charger Scat Pack EV: 1,800-Mile Road Trip Test

Long-Term Owner Review: Charger Daytona Scat Pack

Drop Top Customs Developing Dodge Charger EV Convertible

Production Dodge Charger EV Unveiled With Full Specs

2024 Dodge Charger Daytona EV Convertible Announced

4 EV Coupe Concepts; 2 Headed For Production

More Ford Mustang Mach-E Coverage

How To: LED Car Interior Lighting Accessories

EV Vs. Gas Mustangs: Fuel Cost Difference Is Striking

60,000 Miles Later: 2022 Mustang Mach-E Review

Should Ford Build This Mustang Mach-E Convertible?

Ford Shows Off Tri-Motor Mustang Mach-E For NASCAR

Mustang Mach-E EV Sells Better Than Gas Mustang

The post EV Swap: Mustang Mach-E To Charger Daytona appeared first on EV Rider.

Now that I’ve got a full year of data, let’s look at how my rooftop solar set up is performing, and most importantly, how much money it’s generating.

I had my 8.4 kW system installed in January 2025 by Jacksonville’s Synergy Solar, which installs solar, EV chargers and battery systems across the First Coast. Synergy is also a full service state certified roofing contractor. The system was turned on in February 2025 after permitting and inspections were completed.

The system cost $21,705, including taxes and fees.

In its first 12 months it generated $975 worth of electricity. That’s based on my utility’s per kWh rate, including taxes and fees. It also qualified for a 30 percent federal tax credit of $6,511, which puts the return in year one at $7,485.

But I haven’t mentioned two significant payback factors yet. First, having solar keeps us from tripping into our utility’s higher tier two rate, which we would face many months of the year without solar.

And second, we own three EVs, which means our fueling costs are running less than half of what they would be to buy an equivalent amount of gas.

Let’s look at just one of our vehicles, my 2022 Mustang Mach-E, which runs almost exclusively on solar power, except when road tripping.

If we compare it to the most fuel-efficient gas 2022 Mustang, the EcoBoost Turbo 4, the electric Mustang saves $1,140 in fuel costs over 10,000 miles, which is my best guess of how many miles I probably drove on solar power over the past year.

I’m basing that assumption on the price of regular at my neighborhood gas station, which $3.91 on the day story was written and on my home per kWh cost, which was 14 cents..

To keep my payback assumptions from potentially being overly optimistic, I’m skipping calculations on what the other two EVs saved in fuel costs, especially since one of them is primarily charged at night, using grid power. That also gives me wiggle room to account for constant fuel price variations and any other factors that might skew the true return.

So, being conservative, it’s safe to estimate that we earned back $2,115 in year one, plus the $6,511 tax credit.

Now let’s look at the grand totals. After the tax credit, our solar system cost $15,194. Assuming we keep earning $2,115 a year, the system will have completely paid for itself in 7.18 years.

But keep in mind, those numbers don’t include inflation, which is another factor that should speed up the payback.

This year alone, JEA, which is my publicly owned utility, is seeking an 8% rate hike, which if approved, will kick in this October. Based on historical trends, it’s reasonable to assume JEA will seek additional rate hikes.

While it’s impossible to precisely predict our payoff period, based on the numbers, it appears to reasonable to forecast our solar setup will earn back its total cost in under seven years. After that, it will literally be generating free electricity.

By the way, for you numbers nerds, as I record this episode, we’ve generated 15.5 MWh of power since we turned on the system in February 2025.

That equates to saving more than 10 metric tons of C02 being pumped into our atmosphere, according to Google’s Gemini AI, which estimates the savings as ranging from 10 to 11 metric tons, depending on a variety of factors.

Whether rooftop solar makes sense for you depends on a lot of factors, including: how old your roof is, how much sun you get, whether you’ll be taking out a loan, what your power use patterns are, what your utility’s net metering policy is, whether you’ll want a battery storage system and more.

If I can help answer any questions you have about solar, feel free to drop me a line in this video’s YouTube comments section.

Related: 8.4 kW Rooftop Solar Install

Editor’s Note: Synergy Solar sponsored the video at the top of this post but did not have any editorial input or say about its production.

The post Is Solar Worth It? 1 Year Update appeared first on EV Rider.

Classic rides ranging from Mustangs and Corvettes to Chevelles, Miatas and more will be on display at the 11th annual San Jose Car and Truck Show in Jacksonville on June 6.

See the video at the top of this post for highlights from the 10th annual show.

There will be a host of prizes for classic car entries. See the flyer below for a full list of categories.

The show runs from 8:30 a.m. to 11:30 a.m. Saturday, June 6, 2026 at the Dupont Station Shopping Center at 6721 St. Augustine Road, Jacksonville, FL 32217.

Proceeds will benefit the Bishop Snyder Community Center. We hope to see you there. Here’s a flyer with additional details but keep mind the date has been updated to June 6:

The post San Jose Car & Truck Show Is June 6 appeared first on EV Rider.

If you’re looking for a few easy, inexpensive ideas to spice up your EV, this episode is for you.

Now that I’ve put more than 66,000 miles on my 2022 Mustang Mach‑E, I felt the time was right to add a bit of extra bling.

Editor’s Note: Links to all the products mentioned are at the bottom of this post

Interior LED lighting has become a big theme in new cars, making some of them absolutely stunning at night. So it’s no surprise the aftermarket has quickly caught up with cheap, do‑it‑yourself products.

I’ve added six pieces of LED lighting to my interior for less than a hundred dollars.

Let’s start with my favorite addition: an acrylic LED strip light.

It was easy to install—taking roughly an hour—with most of that time spent doing test placements.

It easily snaps into crevices and comes with tape in case the openings in your car are wide enough that a little extra securing is needed.

More Mustang Mach-E Coverage (story continues below)

EV Swap: Mustang Mach-E To Charger Daytona

EV Vs. Gas Mustangs: Fuel Cost Difference Is Striking

60,000 Miles Later: 2022 Mustang Mach-E Review

Should Ford Build This Mustang Mach-E Convertible?

Ford Shows Off Tri-Motor Mustang Mach-E For NASCAR

Mustang Mach-E EV Sells Better Than Gas Mustang

What I like about this particular kit is that no complicated wiring into a fuse box or battery is required. You can hide the wires under your dash and side panels and then plug it into your car’s USB port.

Once you’ve got it installed, it will turn on and off automatically since it’s being powered by an accessory port.

What really makes it fun is the nearly unlimited number of color combinations and patterns, so you can match or contrast it with your car’s other lighting. It also includes an app and a remote control, along with about five different brightness levels so it’s not too dim during the day or too bright at night.

One thing I don’t like is the app. It requires GPS to work, which is unnecessary and makes me wonder if some sort of tracking is enabled. It also doesn’t work with Android Auto or Apple CarPlay, which pretty much defeats the purpose. So I just use the remote control if I want to change the color.

Next on the list: custom LED cup‑holder lights. You can submit whatever logo and lettering you want—the light pucks are custom‑made.

They’re powered by rechargeable batteries with USB connectors. Whenever your car is in motion at night, they illuminate, and then shut off after about 30 seconds when the car is still or during daylight hours thanks to their light and motion sensors.

They feature seven different colors, and the manufacturer claims a single charge should last a month or more with normal use.

Next up are custom door‑sill plates. Like the cup holders, they can be customized with words and logos when ordering.

They also include a light sensor so they turn off when the door is closed but illuminate when it’s open.

They come with adhesive so you can snap them into place and easily remove them for charging. In my case, I opted to put magnetic tape on the back instead. That tape, by the way, was not included. Like the acrylic LED strip, the door sills have a seemingly limitless number of available colors and patterns.

And like the cup‑holder lights, they can be customized when ordering.

One thing I don’t like about the door‑sill lights is that the LEDs aren’t evenly lit. At night they look great, but during daylight hours they only look half‑lit.

Of the three, my favorite is the acrylic LED light strips, which—if you were so inclined—could also be added to things like door panels and armrests.

LED Car Interior Lightning Accessories Product List

• Acrylic Interior Car LED Strip Light: https://amzn.to/4o4Cotz
• 2 Pcs Led Door Sills: https://amzn.to/4ua455G
• Custom Logo LED Cup Holder Lights: https://amzn.to/4vmj39L
• Thin Magnetic Tape Roll: https://amzn.to/4fTWSDk

The post How To: LED Car Interior Lighting Accessories appeared first on EV Rider.

This week on EV Rider we’ve got a video-only edition as we drive Porsche’s 2022 Taycan Cross Turismo 4 and talk with the owner about its strengths and weaknesses over the years.

A big thanks goes to Josh Giebel for letting EV Rider drive and produce a video on his Taycan. Josh previously owned a Tesla Model S and his wife owns a Tesla Model X. Josh also owns a Porsche 911 Carrera Cabriolet with a 6-speed manual.

Editor’s Note: A transcript of the video is available on YouTube.

Taycan Competitor Videos

The post Long-Term Review: ’22 Porsche Taycan Cross Turismo appeared first on EV Rider.

Google Maps, in-car video streaming and widgets are about to get a big overhaul in most EV brands.

Google has announced a major Android Auto update is coming that will do a better job of seamlessly integrating your car’s screen.

At the top of the list is a new auto-adapting feature that will allow Android auto to nicely fill the growing number of screen shapes cars are debuting.

For example, the electric MINI Countryman SE ALL4 that EV Rider tested comes with a circular display. The new Android Auto will now adapt to the circle’s shape rather than just being a rectangle in the middle of the screen.

The same thing applies to the Lucid Air’s curved display, or the new BMW iX3’s trapezoidal screen shape.

Google Maps will now be able to wrap edge-to-edge.  And speaking of Google Maps, it’s being updated with a redesigned 3D view that shows three dimensional things like buildings, overpasses and terrain.

Here’s a list of brands that Google has so far confirmed will be will be receiving the update:

For those that don’t already know, Google has also been in the process of rolling out native EV route planning. For example, in the Ford Mustang Mach-E Android Auto’s Google maps will suggest charging stops and precondition the battery as the car approaches the charging stop.

For EV owners that choose to stay in their cars while charging, perhaps the most important update is high-definition video streaming. Video apps are coming to Android Auto with up to 60 frames-per-second of full HD.

When you’re done charging and put the car in drive the stream will keep playing. Android Auto will automatically transition the video to an audio-only stream so you can keep listening without interruption. You can see how it works in the video at the top of this post.

Widgets are also coming, allowing you to put overlays on top of Google Maps. Gemini is also being fully integrated, meaning you’ll have one of the best large language AI models in your car.

While you might think that’s overkill, its going to have a lot or practical applications as it integrates with services. For example, you’ll be able to tell Gemini to order your usual Doordash meal right from your car and have it waiting for you the second you get home.

Cars with high-end audio systems will also be getting a boost with Dolby Atmos support being added. One thing that wasn’t mentioned is whether the Chrome browser might finally be allowed on Android Auto.

For General Motors brands and other car makers using Google’s built-in Android Automotive operating system, a similar host of improvements is coming.

The major upgrade is expected to roll out later this year although a specific month wasn’t announced.

The post New Android Auto With Improved Maps, Video To Debut appeared first on EV Rider.

This week on EV Rider, let’s take a look at the cost of performance. I’ve put more than 63,000 miles on my 2022 Mustang Mach-E so far.

As I get ready for my next multistate road trip, that got me wondering how much I would spend to go the same distance in either a gas Mustang with the 2.3 liter EcoBoost turbo 4 or 5 liter V8.

Using Gemini, it’s pretty easy to figure out. I had Gemini assume I charge 70 percent at home and 30 percent using commercial AC and DC chargers, which is my best guess of my actual use case.

To keep the comparison a bit more relevant to readers and viewers I used national averages for gas and electricity as opposed to my home city of Jacksonville, where electricity is running below the national average.

So with the disclaimers out of the way, here are the actual numbers.

My Mustang Mach-E has an estimated fuel cost of $4,706, based on prices gathered on April 30.

For the 2.3L EcoBoost Mustang the cost jumps to $8,694 and for you V8 fans, the cost rises to $14,525.

My assumptions used the following EPA averages: the Mach-E getting 3.3 miles kWh, the turbo Mustang getting 25 MPG and the V8 getting 18 MPG.

Since 91 octane fuel is usually recommended for peak performance, that’s the price I used for the gas versions, although there will be Mustang owners that correctly point out their cars can run on regular. However, by the time I published this story on May 6, the price of regular had risen to $4.48 per gallon, which is higher than premium cost when I originally price checked fuel prices on April 30.

Of course all Mustangs are performance cars, so next let’s look at Ford’s estimated 0-60 mph times for the 2026 editions of Ford’s three ponys.

My Premium AWD extended range Mach-E is roughly the equivalent of a fully optioned EcoBoost gas Mustang. The EV powertrain is only available in the 4-door while the gas powertrains is are available in the coupe and convertible.

Of the three powertrains, the EcoBoost is the slowest car, getting to 60 in a Ford estimated 4.5 seconds. The V8 Mustang GT comes in at 4.2 seconds while the 2026 mid-trim Mach-E Premium AWD also does it in 4.2 seconds.

If you were step up to the top trim Mustang Mach-E GT with the performance unlock, the 0-60 mph time drops to a Ford estimated 3.3 seconds.

So what’s the lesson? It’s pretty simple. When it comes to everyday performance and fuel economy, EVs are going to win almost every time.

More Mustang Mach-E Coverage (story continues below)

EV Swap: Mustang Mach-E To Charger Daytona

How To: LED Car Interior Lighting Accessories

60,000 Miles Later: 2022 Mustang Mach-E Review

Should Ford Build This Mustang Mach-E Convertible?

Ford Shows Off Tri-Motor Mustang Mach-E For NASCAR

Mustang Mach-E EV Sells Better Than Gas Mustang

At Deeper Look At The Stats In This Post

Gemini, which is a Google-owned AI model, was used to come up with the estimates used in this story, using U.S. average electric and gasoline fuel prices compiled on April 30, 2026. Disclaimer: Fuel prices constantly fluxuate.

The Variables: Assumes 63,000 miles of travel for each vehicle, using EPA fuel economy estimates

• U.S. Average Premium Gas on 4/20/26: $4.15 per gallon.
• EV Charging Mix: 70% Home ($0.17 kWh), 15% L2 ($0.30 kWh), 15% L3 ($0.55 kWh). U.S. average prices on 4/20/26.

The post EV Vs. Gas Mustangs: Fuel Cost Difference Is Striking appeared first on EV Rider.