Just like fuel economy, electric vehicles have a vast difference in energy usage, though all are still better than combustion vehicles

When buying a vehicle powered by gasoline or diesel, economy and efficiency are often at the top of the list of priorities, especially considering the recent rises in the cost of fuel.

So, why isn’t it a priority for those looking for an electric vehicle?

Even though EVs are vastly more efficient than internal-combustion engine (ICE) vehicles, there are still differences of efficiency between them. Which is what the 2026 CAA EV Circuit tour brought to light last month.

The EV Circuit involved 22 different electric vehicles driving a 230-kilometre route from Blue Mountain to Vaughan, Ont., covering city streets, rural roads and some highway driving. Every vehicle completed the drive without needing to stop and charge, including the model with the shortest advertised range.

More important on longer trips

The more nuanced story is how little energy the vehicles needed to get there.

On average, participating EVs used the energy equivalent of about two litres of gasoline per 100 kilometres. That compares with roughly eight to 10 litres per 100 kilometres for the average Canadian gas-powered vehicle.

And from EV to EV, a vehicle with better efficiency means, in many cases, it doesn’t have to sit charging as long as other vehicles to get the same range. This may not be a huge factor for those plugging in at home with inexpensive electricity every evening, but it is especially important on long-distance drives, where public charging costs more and adds time to the route.

“For Canadians planning longer drives, knowing a vehicle’s total range is only part of the equation,” said Ian Jack, vice-president of public affairs at CAA National, in a statement.

“Drivers should also understand how their vehicle charges and recognize that the number of kilometres added during a stop can change depending on the vehicle and the charging conditions.”

Toyota bZ, Tesla vehicles top charts

The vehicles themselves ranged from compact cars to giant pickups and SUVs, with energy use ranging from 11.43 kilowatt-hours per 100 kilometres to 28.91 kilowatt-hours per 100 kilometres, a gap attributed to differences in vehicle size, weight and design.

EV	Year	Displayed km gained in 15-minute charging	Charge used on route (%)	Energy consumption (kWh/100 km)
Toyota bZ	2026	99	39	11.43
Tesla Model Y	2026	97	37	11.81
Tesla Model 3	2022	123	47	11.85
Kia EV4	2026	104	33	11.89
Nissan LEAF	2026	126	40	12.48
Hyundai IONIQ 5	2026	136	37	13.40
Hyundai KONA Electric	2026	105	48	13.64
Volkswagen ID. 4	2024	125	45	14.39
Chevrolet Equinox EV	2025	71	40	14.47
Mercedes-Benz CLA 350 4MATIC Electric	2027	135	41	15.22
Hyundai IONIQ 9	2026	108	33	15.52
Lucid Air	2024	58	32	16.25
BMW iX3	2027	121	34	16.59
BMW iX3	2026	105	43	16.82
Chevrolet Silverado EV	2025	80	20	17.23
Polestar 4	2026	—	46	17.60
Volkswagen ID. Buzz	2025	118	50	18.47
Cadillac LYRIQ	2026	131	47	19.10
Rivian R1T	2023	123	45	19.96
Tesla Cybertruck	2024	98	47	23.41
GMC HUMMER EV SUV	2025	90	32	23.55
Lucid Gravity	2026	178	55	28.91

Toyota’s bZ, Tesla’s Model Y and Model 3, and Kia’s EV4 posted the lowest consumption figures, while the Lucid Gravity, GMC Hummer EV SUV and Tesla Cybertruck used the most energy.

According to Natural Resources Canada fuel consumption data, the Toyota bZ has a fuel consumption of 16.1 kWh/100 km combined, while the GMC Hummer EV SUV is rated at 39.7 kWh/100 km. Those numbers are much higher than the CAA September 2026 data, likely because the government agency also incorporates winter driving as part of their testing, which is much less efficient.

In fact, temperature appeared to play a significant role in the results. Vehicles in the September EV Circuit, which was held in ideal temperatures for EVs at around 24°C, consumed about 40 per cent less energy on average than those evaluated in CAA’s February 2025 EV Winter Test.

Well within range

On average, vehicles in this year’s test used only 40 per cent of their battery charge to complete the 230-kilometre route.

Charging speed also varied. In a standardized 15-minute charging session at a Tesla Supercharger station held at the end of the route, vehicles added an average of 110 kilometres of displayed range, with almost two-thirds gaining at least 100 kilometres.

The testing, however, did not consider the charging speed of the vehicles, or how quickly they could take a charge from a DC fast charger. For example, the Hyundai Kona EV can charge up to 105 kW, while the Mercedes-Benz CLA can charge at up to 320 kW.

The Polestar 4 was the only vehicle that could not charge, as it was having a problem recognizing the NACS-to-CCS charging adapter.

The organization said the findings point to a shift in how Canadians should evaluate EVs — less about whether a vehicle has the range to complete a given trip and more about how efficiently it does so.

“Just as Canadians compare fuel economy when buying a gasoline-powered vehicle, they should compare energy efficiency and charging performance when considering an EV,” said Jack.

“Where and how often someone expects to charge can make a substantial difference to their experience and road-trip costs.”