The Fast-Charging Gasoline Parity Table 2026: When DC Fast Charging Costs More Per Mile Than Gas

At AAA's August 16, 2026 national average of $4.07 a gallon, a 3.0 mi/kWh EV needs a fast-charging price under roughly $0.41/kWh to beat a 30-mpg gas car per mile — and every major US network except IONNA now prices its non-member rate above that line [1][19][20][21][23]. Six weeks earlier, when this table's baseline was first built, gas cost $3.79 and the same threshold sat closer to $0.38. Both gas and public charging got more expensive since — but not at the same rate, and that gap is the whole story.

By Petra Halvorsen, Energy & E-Mobility Cost Analyst · Published August 17, 2026 · Prices current to August 16, 2026

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The formula: how to calculate your own break-even price

The break-even fast-charging price is one formula: (gas price ÷ comparison car's mpg) × EV efficiency in mi/kWh. That number is the $/kWh at which an EV's energy cost per mile exactly equals a gas car's fuel cost per mile — pay less than it at the charger and the EV wins that mile; pay more and the gas car wins.

Worked example at today's price: gas at $4.07/gal against a 35-mpg comparison car works out to 11.6 cents a mile ($4.07 ÷ 35). Multiply by a 3.5 mi/kWh EV and the break-even price is $0.41/kWh. Charge below that on a fast charger and the EV is cheaper per mile than the 35-mpg car; charge above it and gas wins that particular mile. Every table and chart in this article is this same formula applied at different gas prices, comparison cars and EV efficiencies — it is arithmetic, not a proprietary model, and anyone can reproduce it from the AAA and EPA numbers cited throughout.

The 2026 parity table, recomputed at today's gas price

Each cell below is the break-even DC fast-charging price in $/kWh, recalculated at AAA's $4.07/gallon national average as of August 16, 2026 — up from the $3.79 baseline this table used when ChargeCostLab first built it on July 7 [1]. If you are paying more than the cell value for fast charging, the gas car in that column beats your EV on that mile.

EV efficiency (mi/kWh)	vs 25 mpg	vs 30 mpg	vs 35 mpg	vs 40 mpg	vs 50 mpg
2.00 (large e-trucks)	$0.33	$0.27	$0.23	$0.20	$0.16
2.25	$0.37	$0.31	$0.26	$0.23	$0.18
2.50	$0.41	$0.34	$0.29	$0.25	$0.20
2.75	$0.45	$0.37	$0.32	$0.28	$0.22
3.00 (typical EV SUV)	$0.49	$0.41	$0.35	$0.31	$0.24
3.25	$0.53	$0.44	$0.38	$0.33	$0.26
3.50 (efficient crossover)	$0.57	$0.47	$0.41	$0.36	$0.28
3.75	$0.61	$0.51	$0.44	$0.38	$0.31
4.00 (efficient sedan)	$0.65	$0.54	$0.47	$0.41	$0.33

Every cell scales linearly with the gas price you use. To adjust for a different gas price, multiply every cell by (your price ÷ $4.07) — at $3.50/gal, multiply by 0.86; at $4.50/gal, multiply by 1.11.

Two structural facts still hold at the new price:

1. EV efficiency still matters as much as the charger price. A 4.00 mi/kWh sedan tolerates fast-charging prices roughly twice as high as a 2.00 mi/kWh truck before losing to the same gas car — that ratio hasn't moved even though every dollar figure has.
2. Hybrids move the goalposts hardest. Against a 50-mpg hybrid, even a 4.00 mi/kWh sedan needs charging under $0.33/kWh — a price only one major US network currently offers without a membership.

What changed since the July baseline

The break-even prices above rose about 7% between July 7 and August 16, 2026, because gas rose from $3.79 to $4.07 a gallon over that stretch — a faster move than the roughly six weeks would normally see [1]. That alone would make fast charging look relatively more competitive against gas. But it didn't work out that way, because public charging prices moved further and faster over the same window: Tesla's Supercharger member/driver rate climbed from roughly $0.36/kWh in July to $0.433/kWh by August 16, and Electrify America's guest rate rose to $0.615/kWh, both increases measured by DCFC Tracker's station-level price tracking [19][20]. The net effect is that the specific claim from this table's original July build — that a Tesla Model 3 RWD narrowly beats a Camry Hybrid at Supercharger member pricing — no longer holds at today's Supercharger rate, even though it holds more comfortably than before against ordinary 30-mpg gas cars. Section 6 works through the exact numbers.

Reality check: where August 2026 network prices actually land

Non-member DC fast charging costs $0.601–$0.644/kWh on the three largest CCS/NACS networks in August 2026 — Tesla non-member, Electrify America guest and EVgo pay-as-you-go — all of it above the $0.41/kWh break-even for a typical 3.0 mi/kWh EV against a 30-mpg gas car [1][19][20][21]. The table below lines up every major option against that same 30-mpg benchmark.

Charging option	$/kWh	Cost per mile (3.0 mi/kWh EV)	Verdict vs. 30-mpg gas car (13.57¢/mi)
Home charging (EIA US avg)	$0.184	6.15¢	55% cheaper
IONNA (flat rate)	$0.39	13.00¢	4% cheaper
Tesla Supercharger (member/driver)	$0.433	14.43¢	6% more expensive
Electrify America (Pass+, ~25% off)	$0.46	15.33¢	13% more expensive
ChargePoint DC fast (host-set, midpoint)	$0.48	16.00¢	18% more expensive
Tesla Supercharger (non-member)	$0.601	20.03¢	48% more expensive
Electrify America (guest, no membership)	$0.615	20.50¢	51% more expensive
EVgo (pay-as-you-go)	$0.644	21.47¢	58% more expensive

Tesla Supercharger remains the largest network and, for members, the cheapest of the mainstream options: $0.433/kWh for Tesla owners and non-Tesla drivers holding the $12.99/month membership, against $0.601/kWh for non-members paying ad hoc — a roughly 39% premium for skipping the membership [19][22]. That non-member premium is exactly why Tesla opened Superchargers to other brands with a monthly fee attached rather than a flat higher price: it converts casual users into subscribers.

Electrify America moved to fully station-specific pricing in 2026, so "the" EA rate is really a range; DCFC Tracker's August observed average puts guest pricing at $0.615/kWh, with Pass+ members (roughly 25% off, per Electrify America's own pricing page) paying an effective $0.46/kWh [16][17][20]. That's a wide enough gap that a driver who fast-charges even twice a month is very likely better off with the $7 membership than without it.

EVgo is the most expensive of the three majors on a pure pay-as-you-go basis, averaging $0.644/kWh in DCFC Tracker's August tracking, though EVgo's own site confirms its rates vary by state and time of use rather than following one national number [18][21]. EVgo Plus ($6.99/month) and PlusMax ($12.99/month) both cut the effective rate substantially in states that bill per kWh, though EVgo does not publish a single member rate the way Tesla does — some California time-of-use windows run well under $0.30/kWh, while much of the rest of the country still bills EVgo by the minute rather than the kWh [18].

ChargePoint still isn't really a single price: it operates a charging platform more than a charging network, and each DC fast station's rate is set by whoever owns it. Aggregators report a typical DC fast range of $0.35–$0.60/kWh with a $0.48/kWh midpoint, which is the figure used throughout this article's calculations [24][25]. Check the app before you plug in — there is no network-wide number to memorize.

IONNA, the charging joint venture backed by Toyota, Honda, Hyundai, GM, BMW, Mercedes and Kia, is the outlier: a flat, no-membership rate of roughly $0.33–$0.39/kWh across its stations, occasionally as low as $0.20/kWh in first-week promotional pricing at new sites [23]. At $0.39/kWh, IONNA is the only major US network priced below the $0.41/kWh break-even line for a typical EV against a 30-mpg gas car without requiring any subscription at all — a genuinely different competitive position from the rest of the field.

Worth flagging separately: AAA publishes its own blended public-charging price index that averages Level 1, Level 2 and DC fast pricing together nationally rather than isolating fast-charging rates the way this article does [2]. That blended figure sits well below every DC fast number in the table above, because slow overnight Level 2 charging — often free or a few cents a kWh at workplaces and retail lots — pulls the national blend down even as fast-charging rates on their own climb. It's a reminder that "how much does public charging cost" has no single honest answer unless the charger tier is specified; this article deliberately isolates DC fast charging because that is the tier where the gasoline-parity question actually bites.

Per-model verdict: 11 EVs vs. gasoline at 2026 rates

Real-world efficiency for eleven popular and notable EVs, each model's break-even price against a 30-mpg gas car at $4.07/gal, and the verdict at a $0.585/kWh representative non-member rate — ChargeCostLab's own average of the four major non-member/guest prices (Tesla non-member $0.601, Electrify America guest $0.615, EVgo pay-as-you-go $0.644, ChargePoint midpoint $0.48) [1][19][20][21][24][25]:

EV (real-world/EPA mi/kWh)	Parity price vs 30 mpg	At $0.585/kWh: ¢/mile	Verdict at $0.585/kWh
Tesla Model 3 RWD (4.61, Edmunds tested) [4]	$0.62/kWh	12.7¢	Cheaper than 30-mpg gas
Lucid Air Pure RWD (4.35, EPA-record efficiency) [11]	$0.59/kWh	13.5¢	Roughly at parity (slightly cheaper)
Tesla Model Y Standard (4.39, Edmunds tested) [5]	$0.60/kWh	13.3¢	Roughly at parity (slightly cheaper)
Tesla Model Y Long Range (3.73, Edmunds tested) [6]	$0.51/kWh	15.7¢	More expensive than gas
Chevy Bolt EUV (3.57, EPA) [10]	$0.48/kWh	16.4¢	More expensive than gas
Chevy Equinox EV (3.46, Edmunds tested) [7]	$0.47/kWh	16.9¢	More expensive than gas
Hyundai Ioniq 5 AWD (3.24, Edmunds tested) [8]	$0.44/kWh	18.1¢	More expensive than gas
Kia EV6 (3.23, Edmunds tested) [9]	$0.44/kWh	18.1¢	More expensive than gas
Ford Mustang Mach-E AWD (2.97, EPA) [12]	$0.40/kWh	19.7¢	More expensive than gas
Rivian R1S dual-motor (2.40, Edmunds tested 2026) [15]	$0.33/kWh	24.4¢	Much more expensive than gas
Ford F-150 Lightning (1.96–2.13, EPA range) [13][14]	$0.27–$0.29/kWh	27.5–28.5¢	Much more expensive than gas

The pattern: at the current $0.585/kWh non-member average, only the three most efficient models here — all above 4.3 mi/kWh — beat a 30-mpg gas car per mile, and every truck or large SUV loses by a wide margin. That's a narrower "wins" column than it looks at first glance, because it takes real-world efficiency above roughly 4.3 mi/kWh to clear today's typical non-member rate, and only a handful of mainstream EVs are built that efficiently. Note the Rivian R1S: its dual-motor 2026 configuration tests at 41.7 kWh/100 mi (2.40 mi/kWh), a meaningful improvement on the tri-motor version's roughly 2.0 mi/kWh that circulated in earlier comparisons — but it is still, in Edmunds' own words, one of the less efficient EVs on the market, so it stays firmly in the "much more expensive" column even after the improvement [15].

Layer memberships and the cheapest network onto the same efficient models and the picture brightens further. At Tesla's $0.433/kWh member rate, the Model 3 RWD costs 9.4 cents a mile — about 8% more than a 47-mpg Camry Hybrid's 8.7 cents, not less, because Supercharger member pricing has risen since this comparison first favored the EV [1][19][29]. At IONNA's $0.39/kWh flat rate, the same Model 3 costs 8.5 cents a mile — about 2% cheaper than that same hybrid [1][23][29]. The single cheapest network available today, not the average one, is what it now takes for even the most efficient mainstream EV to beat a 47-mpg hybrid at a public fast charger.

The exception, not the baseline: home charging changes everything

Roughly 80% of EV owners charge mainly at home, where the US average residential rate of 18.44¢/kWh makes every EV in the table above cheaper per mile than every gas or hybrid comparison car in this article, without exception [3][28]. At that rate, a 3.0 mi/kWh EV costs 6.15 cents a mile — 71% below the same EV's cost on EVgo's pay-as-you-go rate, and 55% below a 30-mpg gas car's 13.6 cents at today's pump price [1][3]. Even the least efficient model in the per-model table, the F-150 Lightning at roughly 2.0 mi/kWh, costs about 9.2 cents a mile at home — still cheaper than the 30-mpg gas car and only slightly above the Camry Hybrid's 8.7 cents [1][3][13][29].

Home rates vary sharply by state, which matters for how far this advantage stretches: ChooseEnergy's August 2026 compilation of EIA data puts Idaho's residential rate at 12.35¢/kWh and Hawaii's at 52¢/kWh, a more than fourfold spread across the same national grid [32]. A driver in a low-cost state gets an even larger home-charging advantage than the national-average figures above suggest; a driver in Hawaii or the Northeast gets a smaller one, though public fast-charging prices tend to run higher in those same high-cost states too, so the relative gap between home and public charging typically holds even where the absolute numbers are higher.

For a typical owner who charges mostly at home and uses public fast charging only for road trips, DC fast charging's above-parity pricing caps out at a small share of total annual fuel spend — the parity problem in this article describes the marginal road-trip mile, not the average mile most EV owners actually drive.

Are charging memberships worth it in August 2026?

Usually, yes, if a driver fast-charges on that network more than about once or twice a month — the math is a simple break-even calculation on the fee itself. Electrify America's roughly $7/month Pass+ saves about 25% off the $0.615/kWh guest rate, a savings of roughly $0.155/kWh; a driver adding a 45 kWh session (a typical 20–80% charge) pays about $6.98 less per session with the membership, so the fee pays for itself in a single midsized fast-charging session per month [16][17][20]. Tesla's $12.99/month membership for non-Tesla EVs erases the roughly $0.168/kWh non-member premium entirely, breaking even at around 77 kWh a month — a little more than one 20–80% charge of a typical 75 kWh pack [19][22].

The catch with every membership is coverage, not math: a plan is worthless on a network that doesn't serve the routes a driver actually takes. IONNA requires no membership at all to access its $0.33–$0.39/kWh flat rate, which is part of why it stands out in this comparison — it delivers close to member-tier pricing to every driver by default, rather than gating the good rate behind a subscription [23]. For drivers whose regular routes are covered by IONNA stations, that removes the membership calculation from the picture entirely.

EVgo complicates the math further because it doesn't publish one member rate to compare against: EVgo Plus at $6.99/month and PlusMax at $12.99/month both discount the pay-as-you-go price, but by an amount that depends on the state and the time of day rather than a fixed percentage, and much of the country still bills EVgo sessions by the minute instead of the kWh [18]. A driver deciding on an EVgo membership should check the app for their specific home region's plan pricing rather than relying on any single national figure — including the ones in this article, which use EVgo's published pay-as-you-go rate rather than a member rate for exactly that reason.

The fine print: charging losses and fees shave the margin further

DC fast charging loses roughly 5–10% of dispensed energy to heat and conversion inefficiency before it reaches the battery, with losses concentrated above 80% state of charge — meaning the effective cost per mile on a fast charger typically runs a bit higher than the sticker $/kWh rate implies [26][27]. A driver who tops up past 80% regularly, or charges in cold weather when losses are higher, should treat every break-even price in this article as slightly optimistic; shaving 5–10% off each threshold is a reasonable conservative adjustment.

Idle and session fees compound the gap further on a small top-up. Electrify America charges roughly $0.40 a minute in idle fees after a 10-minute grace period once a car is finished charging, and ChargePoint has layered its own per-session service fee on top of host pricing since March 2026 [16][17]. None of these fees change the per-kWh break-even math directly, but they widen the real-world gap between the table's clean numbers and what actually lands on a driver's statement — especially for anyone charging in a hurry, without an account, or leaving a car plugged in past 100%.

If gas prices move, so does every number here

Every break-even price and verdict in this article scales linearly with the AAA gas price used, which is why this table is built to be recalculated rather than treated as fixed. Gas moved from $3.14 a gallon a year ago to $3.79 when this table's original baseline was set in July, to $4.07 by mid-August — a 29% year-over-year increase that has pushed every break-even threshold in the parity table roughly 30% higher over the same twelve months [1].

That trend cuts in the EV's favor in the parity-table math even though public charging prices have also risen: if gas keeps climbing, more fast-charging prices clear the break-even bar for more EVs, all else equal. If gas instead falls back toward $3.50/gallon, every threshold in the table drops roughly 14% from today's level, and fast charging loses in more matchups than it does today — pushing even Tesla's member rate and IONNA's flat rate above parity for all but the most efficient EVs. Because the formula is fixed and public, anyone can rerun this exact calculation the next time gas or network pricing moves meaningfully, using the same AAA and EIA inputs cited throughout this piece.

Key findings

• At AAA's August 16, 2026 national average of $4.07/gallon, a typical 3.0 mi/kWh EV needs a fast-charging price under about $0.41/kWh to beat a 30-mpg gas car per mile — a threshold every major US network except IONNA now clears with its non-member rate [1][19][20][21][23].
• IONNA's flat $0.33–$0.39/kWh rate is the only major non-membership fast-charging price in the US currently priced below that break-even line, without requiring a subscription [23].
• Tesla Supercharger's member/driver rate rose from roughly $0.36/kWh in July to $0.433/kWh by mid-August 2026 — an increase large enough that a Tesla Model 3 RWD no longer beats a 47-mpg Camry Hybrid on Supercharger member pricing alone, though it still beats it on IONNA's cheaper flat rate [1][4][19][23][29].
• Across eleven EV models compared at the $0.585/kWh average non-member rate, only three — all above 4.3 mi/kWh real-world efficiency — beat a 30-mpg gas car per mile; every truck and large SUV in the table loses by 25% or more [1][4][5][11][13][14][15].
• Home charging inverts every result in this article: at the 18.44¢/kWh US average, all eleven EVs in the model table cost less per mile than every gas or hybrid comparison car, including the F-150 Lightning against a 30-mpg gas car [3][13][29].
• Every break-even price in this table scales linearly with the gas price used — a fact that lets any reader rerun the calculation the next time AAA's national average or a network's posted rate moves [1].

For the fuller network-by-network breakdown behind the numbers used here, see ChargeCostLab's US Public EV Charging Price Index and the US network cost comparison. For home-charging rates by state, see the 2026 home EV tariff rate table; for a running-cost ranking across more EV models than fit in this article's table, see cheapest EVs to run by cost per mile; and for the membership-math question specifically on Tesla's network, see is the Tesla Supercharger membership worth it for non-Tesla drivers.

Frequently asked questions

Is DC fast charging more expensive than gas in August 2026? Usually, yes, at non-member rates. At the four major networks' current non-member prices ($0.601–$0.644/kWh for Tesla, Electrify America and EVgo), a typical 3.0 mi/kWh EV costs 20–21.5 cents a mile against 13.6 cents for a 30-mpg gas car at AAA's $4.07/gallon national average. Only IONNA's flat $0.33–$0.39/kWh rate and home charging currently beat that gas car.

How do I calculate my own break-even fast-charging price? Divide your local gas price by the comparison car's real-world mpg to get gas cost per mile, then multiply by your EV's mi/kWh. Example: $4.07 ÷ 35 mpg = 11.6 cents/mile, times a 3.5 mi/kWh EV = a $0.41/kWh break-even price. Pay less than that per kWh and the EV wins per mile.

Does this mean EVs cost more to fuel than gas cars overall? No. About 80% of EV owners charge mainly at home at roughly 18.4 cents/kWh, where every EV in this article's model table beats every gas or hybrid comparison car per mile. The parity problem described here applies specifically to public DC fast charging, which covers a minority of most owners' annual miles.

Which network is cheapest for beating gas today? IONNA, at a flat $0.33–$0.39/kWh with no membership required — the only major US network currently priced below the break-even point for a typical EV against a 30-mpg gas car. Tesla's Supercharger membership rate is the next best at $0.433/kWh, narrowly above that threshold.

Which EVs still beat gas at public fast chargers in 2026? Only the most efficient models, and only on the cheaper networks. A Tesla Model 3 RWD (4.61 mi/kWh) beats a 30-mpg gas car on every network in this article except EVgo, and beats a 47-mpg hybrid only on IONNA's flat rate. Trucks and large SUVs under 2.5 mi/kWh lose to gas on every public network at every price shown here.

Do fast-charging memberships change the verdict? Yes, meaningfully. Electrify America's Pass+ (~25% off) and Tesla's $12.99/month membership both pull mid-efficiency EVs like the Ioniq 5 and Equinox EV closer to parity with a 30-mpg gas car, though usually not all the way to beating a hybrid. The math only works if you actually use the network often enough to justify the fee.

What happens if gas prices move from here? Every break-even price in this table scales linearly with the gas price used. If gas falls back to $3.50/gallon, every threshold in the parity table drops about 14%, and fast charging loses in more matchups. If gas rises to $4.50, thresholds rise about 11%, and more EVs beat more gas cars at the same charging price.

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About the author

Petra Halvorsen is ChargeCostLab's Energy & E-Mobility Cost Analyst, and she wrote and calculated every figure in this article. Petra analyses European retail power markets and electric-vehicle running costs, reconciling regulator data, charging-operator tariffs and real-world consumption into figures drivers can act on. She does not accept payment from charging networks or energy suppliers, and every calculation is reproducible from the cited primary sources.

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© 2026 ChargeCostLab. Independent EV running-cost analysis. Figures reflect data available to August 16, 2026 and will change as gasoline, electricity and network prices move. Informational, not financial advice.