Edmunds stylish SUV test: Buick Envista vs. Nissan Kicks
It all starts with their designs. The redesigned 2025 Kicks has the sporty vibe of a fashionable sneaker with vibrant two-tone color options. It's fair to say it's more youthful. The Envista definitely isn't Grandma's Buick. It has a coupe-like look that could pass as something coming from Europe. There are plenty of other differences, too. Edmunds' auto experts compare these two small SUVs to help you decide which is the better buy.
Fuel economy and performance
The Envista has a turbocharged three-cylinder engine that's surprisingly peppy around town and when merging onto the highway despite its modest output of 137 horsepower and 162 lb-ft of torque. Fuel economy is an EPA-estimated 30 mpg in combined city/highway driving. One potential downside: The Envista is not available with all-wheel drive.
The Kicks has a four-cylinder engine with 141 horsepower and 140 lb-ft of torque. Though the Kicks has a similar horsepower output, Edmunds' editors have found the vehicle slower in real-world driving, especially when you want a quick burst of speed for getting on the highway. All-wheel drive is available, though, which might be advantageous for buyers living in areas with snowy and icy winters. The EPA estimates that the Kicks gets 31 mpg combined with front-wheel drive or 30 mpg combined with all-wheel drive.
Advantage: Envista
Interior room and comfort
The Envista and Kicks are both small SUVs, but the Buick is longer and has a coupe-like roofline. As such, the Envista has less rear headroom but more rear legroom than the Kicks. There's about 4 more inches of rear legroom. That's a lot and can be useful if you need to install a bulky rear-facing child safety seat.
We do prefer the Kicks' front seating. Its comfortable driver's seat is similar to what you'll find in pricier Nissans, whereas the Envista's is rather flat and doesn't have enough bolstering to help keep you from sliding around when going around turns.
The Envista lacks the soft, cushy ride you might expect from a Buick. Still, it isn't uncomfortable and it maintains a better composure over bumps than the Kicks.
Advantage: Envista
Cargo space
In real-world testing, both the Envista and Kicks managed to hold more pieces of luggage in their trunks than we were expecting given their cargo volume specs. Their cargo areas are very different, though, which means it's smart to look beyond the official volumes.
The Envista has a longer, more trunk-like cargo area. The Kicks has a taller, boxier space that results not only in greater capacity on paper and in practice but in better versatility too. The components needed for the Kicks' available all-wheel-drive system reduce cargo space, but even then the Kicks will still have more space than the Envista.
Advantage: Kicks
Features and value
The $23,220 base Kicks S trim level is pretty dour-looking on the inside and has a small 7-inch touchscreen. It starts at $23,220 including destination fees. Thankfully, the more expensive Kicks SV ($25,070) and SR ($27,570) get padded, upholstered surfaces on the dash and doors, plus a colorful, feature-packed 12.3-inch touchscreen. It's a surprisingly cool and high-quality environment for the money.
The Envista interior has a more refined design, and there's less of a difference between trim levels with better overall materials quality. Every trim has a 10-inch touchscreen that's easier to use than the Kicks' base system but not quite as appealing as its 12.3-inch upgrade.
The Envista's base Preferred trim level starts at $25,195. That's more than the base Kicks, but its feature content is closer to the similarly priced Kicks SV. From there, the value equation tilts back and forth depending on the optional packages you choose, but ultimately, these two are similarly priced and equipped. The most expensive Envista Avenir with the Advanced Safety package goes for $30,790, while the priciest front-wheel-drive Kick SR with the Premium package is $29,520.
Advantage: tie
Edmunds says
The Nissan Kicks offers cool design, lots of features, strong fuel economy and surprising practicality, but the Envista's superior passenger space and performance add up to a stronger SUV overall. Its more re
_____
This story was provided to The Associated Press by the automotive website Edmunds. James Riswick is a contributor at Edmunds.
Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles
Miami Herald
2 hours ago
- Miami Herald
Motormouth: What's that noise?
Q: I have a two-decade-old Toyota Corolla that has been making a random noise when braking that sounds/feels like the anti-locking brake system kicking in but on dry surfaces. I had a brake shop check the brakes and they couldn't find anything wrong. J.B., Chicago A: I have a hunch that the problem is the ABS (anti-lock brake system) controller. Let's hope not because they ain't cheap. Q: I got a check engine light on my 2016 Ford Edge for my catalytic converter. It only has 65,000 miles on it. I tried a fuel additive, followed directions and the check engine light went off after a couple of days but went back on three days later. Should I try it again? My mechanic quoted $1,700 for a new catalytic converter. T.M., Elmhurst, Illinois A: The EPA catalytic converter warranty covers emission control components for a minimum of 5 to 8 years or 80,000 to 100,000 miles. Too bad; you missed it. I wouldn't continue to use an additive. Your car won't pass the emissions inspection if there is a stored trouble code due to a bad cat. Bite the bullet. Your mechanic's price is typical. Q: There used to be an order form in the back of your owner's manual to send for a car-specific service manual. I believe the company was Helm. Are service manuals still available? A: Service manuals are available – online. Helm is still a reliable source: M.M., Palos Park, Illinois Q: Thank you for your Motormouth columns! They are informative and entertaining -- the best combination. Recently, you corresponded with a reader about the Fisker Ocean, which had solar panels on top, presumably to help keep its batteries charged. Powering a car with solar panels is extremely difficult technically. This is because sunlight is not concentrated enough to provide a significant fraction of the power needed. Another example is the Lightyear 0, which is also no longer in production. Its solar panels were supposed to produce enough power to add 70 kilometers of range per day in the summer. This might be enough to support short commutes or shopping. We may never get to the point where a normal-sized car can power itself entirely with sunlight. A.M., Colorado Springs, Colorado A: Probably not, but I recall a 1987 competition that led to the Sunraycer, a solar-powered car created by a team that included GM, Hughes Aircraft and AeroVironment to build a very light-weight and ultra-low-wind-resistance vehicle. The car weighed in at 580 pounds - a lot lighter than either the Fisker or Lightyear vehicles. It used 8,800 solar cells that reportedly could generate about 1,500 watts under full sun. That's typical wattage for an air fryer. The Sunraycer experiment led GM to build the Impact electric car. (I always thought it was a bad name for an automobile.) It didn't go far in the market. Q: I purchased a 2009 Volvo C70 convertible in August 2008 and have driven it 35,100 miles. We spend almost 6 months a year in Arizona. My Volvo dealership recommended replacing the timing belt, tensioner and idler pulley in addition to the serpentine belt. Since the repair work would be very costly, my question is this: Regardless of the low mileage, do I need to make this repair investment? R.S., Oak Brook, Illinois A: Do you have proof of the car's service history? If that stuff has been replaced recently, you're probably OK. If not, don't let your investment turn into a boat anchor. Get the work done. Copyright (C) 2025, Tribune Content Agency, LLC. Portions copyrighted by the respective providers.
Miami Herald
a day ago
- Miami Herald
Should I buy a used electric car?
The market for new electric vehicles has softened in the past year and likely will remain weak for a while as EV makers and their customers adjust to the dramatic shift in federal policy toward clean vehicles. That shift includes the pending abolition of federal tax credits that make EVs more affordable for consumers and the reduction or termination of many of the credits, loans and grants that made it economically beneficial for manufacturers to develop them. But that's not bad news for those looking for affordable late-model used cars and trucks that are fuel-efficient, loaded with features, easy and cheap to care for, and priced to move. Used electric vehicles can fill all those needs and more, and there are plenty to be had. They account for about 2% of the used car market today, said Ivan Drury, director of insights for Edmunds, and that number should swell in the next few years, creating a mini glut that results in fairly low prices even for luxury and performance EVs that sold for $100,000 and up when new. Leased vehicles provide the steadiest stream of low-mileage late-model cars and trucks to the used market. Since 2022, when EV leasing rates were unusually low, well over half of all new EVs have been leased, Drury said, topping 66% over the past 12 months. 'We should really see a remarkable uptick in the number of off-lease EVs coming into the market starting in 2026,' he said. Used electric vehicles can make a lot of sense for a lot of reasons - including that new EVs have become more expensive than ever as federal tax credit eligibility dries up. But a used electric car isn't the best choice for everyone. Older models don't deliver much range, and old or newish used EVs, like new ones, can present charging challenges some consumers just don't want to deal with. Edmunds shares a few reasons you might - or might not - want to buy a used electric vehicle. PRO: Used EVs tend to be in better condition than gas-powered cars. EVs have fewer moving parts than traditional cars, so there isn't a whole lot that can break down. Plus, the major battery components will have an eight- to 10-year warranty (varies by manufacturer). And if you want even greater peace of mind, take a look at certified pre-owned electric vehicles, which come with extra warranty coverage, lower interest rates for financing, and other benefits such as roadside assistance or loaner cars for luxury brands. In general, you might find that used EVs will have fewer miles on the odometer relative to gas-powered cars of the same age, which means they've had less wear and tear on the brakes, tires and suspension as well as on expensive-to-repair items such as the upholstery and air-conditioning system. This is the silver lining of their more limited range - people often just don't drive them that much. PRO: Used electric cars need less maintenance than gas-engine cars. EVs also require less regular maintenance. The Nissan Leaf, for example, requires only a tire rotation and brake fluid and cabin filter replacement in its third year. Ford says that routine maintenance for its all-electric Mustang Mach-E will cost about $760 over the first five years or 75,000 miles, compared to nearly $1,600 for a similarly sized gas-powered Escape SUV. The Mach-E's maintenance schedule is pretty simple. In addition to typical system inspections and replacement of parts that wear out (brakes, windshield wipers and tires), it needs a tire rotation every 10,000 miles, a cabin air filter at 40,000 miles and then at 20,000-mile intervals, and a battery coolant change at 200,000 miles. That's it. EVs have no spark plugs, oil or timing chains to change, and almost all have only a simple single-speed gear-reducer instead of a complex multi-speed automatic or (fewer and fewer each model year) manual transmission to maintain. And EVs' regenerative braking systems use the electric motor to do a lot of the slowing down, so the mechanical brakes don't need new pads or shoes as often. PRO: You'll get a smoother driving experience. Since an EV does not have an internal combustion engine, it's smoother and quieter and vibrates less than a gas-powered vehicle. Affordable conventional cars with four-cylinder engines tend to feel coarse and lack refinement when driven back to back with an EV. Also, the added weight of the EV's battery, which is low in the structure, tends to make the car feel more planted on the road. There's also a bit of a fun factor. Electric motors deliver all of their torque - the force that gets a big, heavy vehicle moving - immediately, while internal combustion engines need a little time to ramp up to full torque. So most EVs (some are tuned to tamp this down) offer instant and rapid acceleration that conventional vehicles with similar power ratings can't match. PRO: They're better for the environment. Unlike a gas-powered car, an EV does not produce tailpipe pollutants that contribute to global warming. If your local power plant uses renewable energy to produce the electricity for your EV, there's no pollution from that source either. Even the assertion that an EV hurts the environment as much as a regular car when it draws electricity from a coal-powered plant has been largely disproved. EVs do have a slightly greater carbon footprint when they are built due to their complexity, but a study from the Union of Concerned Scientists found that 'Battery electric cars make up for their higher manufacturing emissions within 18 months of driving - shorter-range models can offset the extra emissions within six months - and continue to outperform gasoline cars until the end of their lives.' But if you're buying a used electric car, the latter is no longer a factor. PRO: You may have carpool lane access. Congress hasn't acted yet to renew single-occupant carpool lane access for EVs, and the current authorization expires on Sept. 30, 2025. But until Congress acts or access expires, a number of states allow you to drive an EV solo in the carpool or high-occupancy vehicle (HOV) lane, and the lane access stickers are usually transferable to the next owner. This can be a real game-changer in heavy traffic. PRO/CON: Bargains are out there, with a caveat. You'll find that earlier electric vehicles, such as the original Nissan Leaf, Ford Focus EV, Kia Soul EV, Chevrolet Spark and Fiat 500e, will be inexpensive and can make for a bargain commuter car, but there's a reason those prices tend to be low. The EPA range on those early EVs was typically between 75 and 115 miles when they were new, and their real-world range is likely less now due to battery degradation - more on that below. Most people aren't comfortable with those smaller range figures, especially if they don't have a charger on the other end of their trips, which would effectively cut their range in half. But if you can make peace with the limited range, or have a second car for longer trips, these cars can make for a great daily driver on the cheap. They can also provide decent transportation for teen drivers with the added benefit of limiting how far from home they can wander on a Friday night. PRO: Used electric vehicles are cheaper than in the past. Just a few years ago, used cars - including EVs - were in high demand because of a new-car shortage brought about by a global semiconductor shortage. The resulting run on used cars drove prices up, and the high cost of gasoline at the time put even more upward pressure on used electric car prices. Today, though, there's a bigger used car supply that includes a greater variety of late-model used EVs in the market, along with a tax credit of up to $4,000 for used EV purchases. That credit, though, was killed in the new federal budget bill and will expire on Sept. 30, 2025. Another factor pushing prices down is that EVs are not yet universally accepted in the U.S., which means their resale values are lower than for conventional used cars with the same levels of features and have remained relatively stable despite the surge in used car prices during 2022. According to Edmunds data, the trade-in values of a 3-year-old Chevrolet Bolt and Nissan Leaf are approximately 43% and 36%, respectively, of their original MSRPs in 2022. Back in 2022, a 2020 Bolt had a trade-in value of about 82% of its original MSRP, while a 2020 Leaf retained 65% of its original value. Today, according to Edmunds data, the average 2022 model year electric vehicle maintains between 40% and 45% of its original value versus a retained value of almost 64% for 3-year-old conventional vehicles. While not great news for those who bought an EV then and are now looking to sell or trade it in, the lower residual values for late-model electric cars make for good deals in the used EV market. For example: A 2022 Mercedes-Benz EQS sedan with a $116,388 MSRP when new has a current trade-in value of just $39,828, or 34.3% of its original value.A 3-year-old Ford F-150 Lightning is now worth $37,800, or just under 47% of its original $80,955 MSRP.A Hyundai Ioniq 5 electric crossover with an MSRP of $50,338 when new in 2022 has a trade-in value today of $22,205, or 44% of its original value.A 2022 Tesla Model 3 Long Range All-Wheel Drive with an MSRP of $57,990 in 2022 is worth just 37% of that - $22,677- today. CON: Possibility of diminished battery performance. Anyone who's owned a device with rechargeable batteries - from laptops and smartphones to power tools and toys - has seen its performance fade over time. The same thing can happen to electric vehicles and is especially pronounced in some of the early models. The chemistry lesson will be skipped, but suffice it to say that as EV batteries age and have been subjected to thousands of recharging sessions, you may see reduced performance and range. Driving in high temperatures, repeatedly charging to maximum capacity, and draining the battery to a very low level all take their toll. A degraded battery could mean that the EV won't achieve the EPA-estimated range it once had. And because EV acceleration depends on how much juice the battery can deliver when the accelerator is pushed to the floor, the super-quick launches EVs are known for can get slower with the passage of time. Vehicle data company Geotab estimates that batteries in EVs built before 2020, on average, degrade by 2.3% every year. Most EVs can operate at acceptable levels of range and performance until their batteries lose about 30% of capacity, so those earlier models typically have a 13- to 15-year useful lifespan before a battery replacement is needed. But newer models, thanks to improvements in battery management, cooling systems and battery chemistries, are aging more slowly - degrading about 1.8% a year, according to the most recent Geotab report. That means they can deliver 17 years or more of useful performance. That's longer than the average lifespan - 14 years - of the average car in the U.S. A big factor in battery life is heat, and EVs with liquid-cooled battery packs tend to have longer useful lives than those - like the first- and second-generation Nissan Leaf - with air-cooled packs. The earliest Leafs, from 2011 through 2013, are notorious for severe battery degradation, meaning annual degradation rates were much faster than the average. Some lost half their range in less than a decade. Other air-cooled EV models found in the used car market include the Hyundai Ioniq EV sedan sold from 2019 through 2021 and the BMW i3 sold from 2013 through 2022. Not all air-cooled systems are as ineffective as those in the early passively cooled Leafs, though, and there have been fewer issues with those. The i3, for instance, pumps air chilled by the AC compressor through the pack, preventing the kind of degradation experienced by early Leafs. Overall, though, battery performance in EVs has improved almost yearly and liquid cooling is now almost universal. While Nissan Leaf models through the 2025 model year still have air cooling, the system was greatly improved after 2017. And even Nissan is turning to liquid cooling, using it for the Ariya EV introduced in 2023 and promising it for the third-generation Leaf in 2026. Battery fade - or degradation - can also be an issue in EVs that live their lives in extremely hot climates, as even liquid cooling can't entirely overcome the impact of above 100-degree temperatures for weeks on end in places such as Phoenix. Nissan, for instance, originally told Leaf buyers in 2011 that their cars' batteries would still deliver 80% or more of the EPA-estimated range after five years. But following a series of complaints from customers in Arizona, the company lowered its five-year battery capacity estimate to 76% for the Phoenix area market. Nissan ended up changing its battery chemistry for the Leaf in 2013, which made the battery more resistant to warmer temperatures. The Leaf community has nicknamed it the 'lizard' battery. CON: The charging factor. Do you have a place to charge an EV? Is the circuit rated at 240 volts with sufficient amperage to handle the charging device you'll need? Is the wiring in your home old? Do you plan on taking long road trips? If you've got a place to install a charger - many condo and apartment dwellers don't - you'll likely need to hire an electrician to prepare your home for an EV. The charging station itself can range from under $300 to more than $1,000 before installation, depending on the brand and features. Installation costs can vary tremendously based on electrician labor rates and the extent of rewiring required. This cost can range from a few hundred dollars to several thousand, according to Qmerit. If installation costs are on the high end, setting up your home for charging could eat away at the potential savings of owning a used EV. You can, of course, trickle charge an EV on a conventional 120-volt line, but that won't work well for those who tend to drive long distances every day and who don't want to or can't use a commercial charging station. It can take 24 hours or more to fully recharge an EV using a 120-volt circuit, versus 6 to eight hours for most EVs on a 240-volt, or Level 2, charger. If you plan on making do with public chargers, make sure you look into the pricing for the stations you intend to use. Some stations charge by the hour as opposed to the kilowatt-hour, and some levy a user fee along with the charge for electricity. Some chargers in shopping and business campus parking complexes charge the full daily parking rate on top of the electricity charge. It can add up to a sizable expense over time. Finally, road trips in older EVs can be a chore. Many aren't capable of taking advantage of the high-power capabilities of modern DC fast chargers, so while the new Hyundai Ioniq 5 next to you is in and out in 18 minutes, that 2022 Chevrolet Bolt you just bought will need to be plugged in for 45 minutes to an hour to get topped up to 80% of its battery capacity. Charging past 80% on a DC fast charger isn't recommended because it builds up a lot of heat that the charging system combats by slowing down - that last 20% can take as long as the first 80%. Older EVs' lower range per charge combines with the 80% charging limit to make longer trips impractical for anyone with time constraints. That 2022 Chevrolet Bolt was rated at 247 miles when new and should still be delivering at least 235 miles in 2025. But if you are traveling and can only recharge to 80%, you'll be stopping for an hour at a time every 190 miles or so to top up. CON: Outdated technology. If you commit to buying a used electric car and keeping it for a few years, you'll have to come to terms with the fact that its key technology offerings may soon become outdated. The software may be missing features like Apple CarPlay and Android Auto, or it may simply be less user-friendly than newer versions. Information screens are likely to be smaller than those commonly offered in today's EVs. And then there are the range issues with older electric cars, as noted above. The 2015 Nissan Leaf, for example, had an EPA-estimated 87 miles of range. By contrast, the 2022 Leaf has a range of 215 miles with the larger optional battery. The Tesla Model 3 was offered in two models when introduced in 217 - one with 220 miles of range, the other with 310 miles. The lowest range for a 2025 Model 3 is 298 miles, the highest is 363 miles. PRO: Simpler infotainment systems. A growing complaint about new cars in general and new EVs specifically is that because they are so software-dependent, many of their controls - things that used to be activated with a real button or dial - have been incorporated into their infotainment systems and often must be activated by scrolling through multiple pages on the vehicle's touchscreen. In the Cadillac Lyriq and Polestar 3 EVs, even the gloveboxes are opened via a touchscreen icon - there's no physical latch. The need to use a touchscreen so often can cause driver distraction. In older EVs, the electronic control systems weren't as developed, so there still are plenty of physical controls and less reason to take your eyes off the road to glance at a screen while driving. CON: Battery life uncertainties. Modern electric vehicles (dating from that first Nissan Leaf, a 2011 model) haven't been out long enough to accurately judge how long their batteries will last. There have been relatively few failures from normal operation reported, but if you're the second buyer, you may not know the car's charging history and the effect that's had on the battery. It is always wise, when possible, to get a battery checkup before purchasing a used EV - most dealerships that sell electric vehicles have the necessary test equipment, as do independent garages that work on EVs. PRO: Decent battery life warranties. If the EV's battery flat-out fails, however, you may have recourse. Even if the car is out of its basic warranty period (typically three years), the battery is covered under the federally required warranty for eight years or 100,000 miles. Four brands offer 10-year warranties on their EV batteries across the entire U.S. - Hyundai, Kia, Genesis and VinFast. Mercedes-Benz offers a 10-year battery warranty for its EQE electric crossover and EQS electric sedan, but only an eight-year warranty for its EQB crossover's battery. Tesla covers its batteries with an eight-year warranty, but the max number of miles varies by model. Many manufacturers offer more than a minimum 100,000 miles of warranty coverage during the eight-year period, and most, but not all, cover battery degradation as well. Degradation is the loss of charging capacity and, subsequently, range. The norm for those that offer this type of coverage is that the battery is guaranteed to retain at least 70% of its capacity at the end of the eight-year warranty period. But a few - Cadillac, Chevrolet, Nissan, Honda and Lexus - guarantee 75% of capacity. California and the states that use California's zero emissions vehicle rules will adopt the 75% capacity rule as of the 2026 model year. If your car's maker does provide that coverage, capacity loss must fall under the stated threshold to be covered. If the manufacturer doesn't cover capacity loss, the battery must stop functioning altogether for the warranty to kick in. The general consensus for the lifetime of an EV battery is roughly 15-20 years depending on how old it is, how it was charged, and climatic conditions. Summing up Buying and owning an EV makes for a different kind of car experience. EVs have some strong pros and a few cons that you should consider carefully before you buy. But once you resolve how you'll charge it up, the purchase may well make sense. You won't spend a nickel on gas, and if you have the right setup, you won't spend much on charging either. You'll avoid many maintenance and repair costs that confront most used-car owners. In short, you can wring a lot of value out of a used electric car or electric SUV. This story was produced by Edmunds and reviewed and distributed by Stacker. © Stacker Media, LLC.
Los Angeles Times
a day ago
- Los Angeles Times
You can now lease an EV for less than $100 a month
A Mercedes EQB starts at $53,000 in the US, but at the moment, the swanky SUV is one of the cheapest cars in the country. In July, Mercedes dealerships were leasing the EQB for $352 a month, including the down payment, more affordable than nearly every other car in the country, according to In fact, on a list of cheapest leases, the EQB is third, one of five EVs parked in the top 10 slots. Affordability, or the lack thereof, has long been a major stumbling block for electric vehicle adoption. But with a wave of deeply discounted offers, EVs on average are cheaper to lease than gas-powered cars. All told, the average EV lease works out to $624 a month (including a down payment), compared with $670 for internal-combustion cars and trucks, according to Edmunds. Though for certain cars at certain dealerships, bargain hunters can find a monthly payment below $100. 'I always hate to say 'it's unprecedented' with the auto industry, but we've never really seen anything like this,' said Kevin Roberts, director of industry analytics at CarGurus, an online listings platform. Indeed, car companies are offering screaming deals on battery-powered machines in a push to lock in loyal customers before losing federal tax credits of up to $7,500 per transaction at the end of September. The low prices are also intended to move a backlog before next year's models start rolling off assembly lines en masse. Much of the current inventory is made up of machines that were made before tariffs drove up their cost, so there's more room to discount while maintaining some margin. Leases now comprise nearly three out of four EV transactions and that's largely by design. Car dealerships and buyers alike realize that lease contracts have fewer restrictions when it comes to qualifying for federal subsidies. And for the wide swath of drivers who are both curious about and skeptical of EVs, a lease is far easier to swallow than an outright sale. 'Leasing is the least worrisome path to testing the waters on new technology,' said analyst Ivan Drury. 'People fear battery degradation, poor residual values and being stuck with outdated tech on an outright purchase; but with a lease, you side step all those concerns.' For auto executives, leases of 24 or 36 months offer a convenient way to move vehicles without cutting sticker prices. Dealers can also bake federal, state and local incentives into the lease deal. Hyundai Motor Co. is offering its Ioniq 5 for $260 a month after the down payment, while Volkswagen's ID.4 can be had for just $4 more. Honda Motor Co. Ltd. has gone a step further with a streamlined offer on the Prologue, its first EV: $4,800 for 24 months — $200 a month. Some local dealers are going a step further. Emich VW in Boulder, Colorado, which has a clock on its website counting down the seconds until the federal EV tax credits end, is advertising the ID.4 for $39 a month. Stockton Honda in Stockton, California, is offering a 24-month Prologue lease for $7,500, thanks to a stack of incentives from the carmaker and the government, which works out to $313 a month. The strategy seems to be resonating. Over the past two years, lease rates for electric vehicles have rocketed from 51% to 71%, compared with the industry average hovering around 16%, according to CarGurus, a listings platform that captures most of the cars on the US market, said EV transactions surged 44% from July to June, spiking after Trump signed the legislation to kill EV subsidies. Andy Small, a retired finance executive on Long Island, said he's not 'a lease guy' or 'a car guy,' but he checked both boxes when he got a new Hyundai Ioniq 5 in July. With a stack of about $15,000 in incentives, including the federal IRA credit, the machine was far more affordable than the hybrids he was looking at from Toyota and Volvo. 'The game changes October 1, so I wanted to get it while I could,' he said. 'And I absolutely love the car.' Nathan Niese, global lead for electric vehicles and energy storage at Boston Consulting Group, says the current wave of EV deals is a way for carmakers to lock in loyalty among customers. Once a driver goes electric, they seldom go back to gas. And leases are particularly useful in keeping a customer in-house — making them 'sticky' in sales-speak. 'There's never been a better time as an interested buyer,' Niese said. 'I am shouting from the rooftops to move now and it's not just because I drink the Kool Aid on EVs every day.' Come October, EV deals may be harder to find, though some states are moving to sweeten EV incentives. Already, some car companies are shifting some production away from electric vehicles. That said, there's a network effect working in favor of electric vehicles, as those who make the switch tell their friends and neighbors. Pricing in October is an unknown, according to Roberts at CarGurus, 'but I rarely come across anyone who has made the move to EVs and says 'I don't like them.'' And since it's still early days for EVs, car companies will still be trying to build a loyal base of buyers, so discounts may continue with or without federal tax credits. Ford Motor Co. on Tuesday unveiled a plan to release a small, electric pickup truck in 2027 for around $30,000, which Chief Executive Officer Jim Farley framed as a 'Model-T moment,' name-checking a Ford machine that made private automobiles both affordable and ubiquitous. 'Who is going to be able to profitably build sub-$40,000 vehicles that customers want,' Niese said. 'That is the more important long game that is being played here.' Stock writes for Bloomberg.
