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EV Specs Explained: EPA vs WLTP vs CLTC Range and Used EV Import Guide

WATTSHIP · 13 min read · October 23, 2026

An EV spec sheet gives a battery size in kilowatt-hours, a range in kilometres or miles and a charging speed in kilowatts. Each of those numbers carries a definition, and the definitions change with the region, the test cycle and the manufacturer. Read them wrongly and you can pick a car that does not suit your climate, your charger or your budget. Import it used and you add three more questions: which public chargers the car can use, what condition the battery is in, and whether the software and warranty work in your country.

This guide covers the four groups of figures on a spec sheet, how the EPA, WLTP and CLTC range ratings differ, and what to check on a used import. Use WATTSHIP’s EV database to filter and compare models and the landed cost tool for the all-in price. Every legal and technical statement is tied to a named source in the Sources section, with the date we read it. This is general information and not legal, tax or financial advice.

Used EVs awaiting export inspectionPhoto placeholder. Replace with owner-supplied image.
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Same car, three range numbers. Read them like a pro below.

How do you read an EV spec sheet?

Short answer: Check four things in order: the battery capacity type (gross, net or usable), the range test cycle, the DC charging connector and peak rate, and the efficiency figure. Compare cars only when each figure comes from the same definition.

Five lines on a spec sheet that change the answerIllustration placeholder.

What is the difference between gross, net and usable battery capacity?

Short answer: Gross is the total energy stored in the pack, and usable is the energy the car lets you draw on. Manufacturers and listing sites do not always say which one they quote, and the gap can be several kilowatt-hours.

When you compare two models, find out which figure each source gives. If a spec sheet does not say, treat the number as unconfirmed and look for the usable figure on the manufacturer’s own technical sheet. Published numbers for the same pack can differ between sources, so use the maker’s document for the model year in front of you.

Do LFP and NMC batteries need different charging habits?

Short answer: Often yes. Some manufacturers advise LFP owners to charge to 100% regularly, while nickel-based packs are usually kept in a moderate range for daily use. Follow the owner’s manual for the exact car.

Recurrent, an EV data company, reports that Tesla recommends LFP owners charge to 100% so the battery management system can recalibrate, and that its own general advice for NCA and NMC packs is to keep the charge between 30% and 80% where possible. Treat that as an example of why the manual matters, and never carry a rule from one chemistry to another car.

Why do EPA, WLTP and CLTC range ratings differ?

Short answer: Each cycle uses a different test method, so the same car gets a different number under each. EPA ratings are adjusted downward to be closer to real driving, and CLTC ratings are generally reported as the highest of the three. No exact multiplier converts one into another.

The same car can carry three range ratings. EPA multiplies lab results by 0.7 and weights city and highway 55% and 45%. As a rule of thumb WLTP reads about 22% and CLTC about 35% above EPA (InsideEVs), approximate and varying by model. The range converter needs JavaScript.

How does the EPA range rating work?

Short answer: EPA tests the car in the laboratory, then adjusts the result so the label is closer to what drivers get. The most common method multiplies the test parameters, including range, by 0.7.

EPA states that the city and highway ranges, after adjustment, are weighted 55% and 45% to give the combined range on the label. Manufacturers can use a vehicle-specific method instead of the 0.7 factor (EPA, Fuel Economy and EV Range Testing, page last updated 2026-07-01). The EPA label also shows kWh per 100 miles, MPGe and charge time on 240-volt service (fueleconomy.gov).

What is WLTP range and where is it used?

Short answer: WLTP is the test procedure behind range figures in the European Union, the UK and many other markets. It is set out in UN Regulation No. 154, which covers measurement of electric energy consumption and electric range.

The UN treaty record gives UN Regulation No. 154 an adoption date of 24 June 2020 and an entry-into-force date of 22 January 2021. InsideEVs reports that WLTP figures typically come out about 22% above EPA for the same car, but also states that the gap varies by automaker and sometimes between models from one maker.

Why does CLTC range look higher than WLTP or EPA?

Short answer: CLTC is the cycle behind most range figures on Chinese-market cars, and consumer comparisons consistently report that it gives the most optimistic numbers of the three. Do not compare a CLTC figure with an EPA or WLTP figure directly.

InsideEVs puts CLTC figures about 35% above EPA as a rough guide and says there is no reliable way to compare the cycles with precision. If you are weighing a Chinese-market car, compare it with other cars rated under CLTC only, or use a converted estimate and label it as an estimate.

What about range ratings on Japanese-market cars?

Short answer: Japanese-market listings can quote the older JC08 mode or the newer WLTC mode. Ask which one a listing uses before you compare it with a WLTP or EPA number.

Japanese automotive press and the Japan Automobile Research Institute describe WLTC as the mode that replaced JC08 in fuel economy and range labelling. Do not convert a JC08 figure to another cycle by guessing.

How much range will you lose in cold or hot weather?

Short answer: Range falls in cold weather, and most of the loss comes from heating the cabin. Fueleconomy.gov states that range can drop by 41% with the heater on, based on 2019 AAA testing, and that a newer AAA study found a 39.0% drop at 20°F.

AAA (May 2026): calculated range down 39.0% at 20°F and about 8.5% at 95°F, against 75°F. fueleconomy.gov: with the cabin heater off at 20°F, range is about 12% lower; about two-thirds of the extra energy used in the cold goes to heating the cabin. The temperature slider needs JavaScript.

AAA’s 2026 release reports an 8.5% range loss at 95°F against 75°F. Fueleconomy.gov adds that with the cabin heater off at 20°F, range is about 12% lower, and that about two-thirds of the extra energy used in the cold goes to heating the cabin. Individual cars vary, so treat these as study results and not as a forecast for your car.

What does DC fast charging speed on a spec sheet really mean?

Short answer: The peak kW figure is the highest power the car accepts at some moment, not an average. The time from 10% to 80% depends on the charging curve, the battery temperature and the charger’s output.

When you compare two cars, look for a 10% to 80% time at a stated charger power and temperature, not only the peak. For AC charging, the on-board charger limits speed, so a car with a small on-board charger will charge slowly on a home or workplace AC point whatever the wall unit’s rating. Check the on-board charger rating if you plan to charge mainly at home. Our home charging guide covers setup options.

Example only: a car that peaks at 150 kW holds that power through the middle of the battery and slows sharply past about 80%, so the last 20% takes far longer than the first 80%. The curve shape, the 150 kW peak and the 60 kWh pack in the interactive are made up for illustration; check your own car’s figures. The interactive needs JavaScript.

CHAdeMO vs CCS: which charging connector will your used import use?

Short answer: The connector decides which public fast chargers the car can use. CCS is the common standard on newer cars in North America and Europe, CHAdeMO is common on Japanese-built EVs, and J3400 (NACS) is the North American standard based on Tesla’s design.

CCS is the common fast-charging standard on newer cars in North America and Europe; Combo 2 (CCS2) is the minimum for DC high-power points under the EU AFIR; CHAdeMO is common among Japanese automakers; J3400 (NACS) is the North American standard based on Tesla’s design. The plug match game needs JavaScript.

  • CCS (Combined Charging System). The US Department of Energy’s Alternative Fuels Data Center states that most EV models on the market can charge using the CCS connector. The Joint Office of Energy and Transportation says most EV models on the market charge using CCS1. In the European Union, Annex II of Regulation (EU) 2023/1804 sets Combo 2 as the minimum connector for DC high-power recharging points, as quoted by the European Commission’s Alternative Fuels Observatory.
  • CHAdeMO. The Alternative Fuels Data Center calls it another common DC fast connector type among Japanese automakers. Whether CHAdeMO chargers are available on your routes is a local question to settle before you buy.
  • J3400 (NACS). The Alternative Fuels Data Center says SAE International is standardizing J3400 based on Tesla’s design, and the Joint Office reports that the SAE task force voted in August 2024 to establish it as a Recommended Practice. Adapter availability and compatibility are model specific.

Before you buy a used import, answer three questions in writing: which DC inlet it has, which DC chargers are on your usual routes, and whether a tested adapter exists for that pairing.

Does a Nissan Leaf use CHAdeMO?

Short answer: Press coverage describes the previous Nissan Leaf as using a CHAdeMO port, the connector the Department of Energy associates with Japanese automakers. The same coverage reports that the 2026 North American Leaf moved to NACS, so confirm the inlet on the exact car and model year.

Electrek describes the previous Leaf as having a CHAdeMO port and reports the 2026 Leaf uses NACS for DC fast charging with a J1772 port for AC. If you are importing a Leaf, confirm the inlet on the specific car and check CHAdeMO availability where you drive. Our guide to the best used EVs to import compares candidate models.

What is the difference between kWh per 100 km and miles per kWh?

Short answer: Both measure efficiency, but they run in opposite directions. A lower kWh per 100 km figure is better, and a higher miles per kWh figure is better.

Efficiency follows the same test cycle as the range figure, so the same caveats apply. A bigger battery does not mean better efficiency, because heavier cars with large packs can use more energy per kilometre. Work out your own running cost from your local electricity price and a cycle-consistent kWh per 100 km figure. The EV savings calculator does this for models in the database, and our total cost of ownership guide shows the wider picture.

How do you check EV battery health before buying a used import?

Short answer: Ask for the battery state of health (SOH) from a diagnostic read, not a dashboard bar count, and ask who measured it. Add charging history, any pack repair or replacement record, and any open recall or software update.

Geotab (13 January 2026), more than 22,700 EVs: average degradation 2.3% a year, up to 3.0% a year with frequent DC fast charging above 100 kW, about 1.5% a year with mainly AC or lower-power charging; hot-climate vehicles about 0.4% a year faster. Fleet averages, not a prediction for one car. The calculator needs JavaScript.

Geotab’s January 2026 study of more than 22,700 EVs across 21 makes and models reported an average battery degradation of 2.3% per year. It found up to 3.0% per year for vehicles that relied on DC fast charging above 100 kW, against about 1.5% per year for vehicles that mainly used AC or lower-power charging, and about 0.4% per year faster loss in hotter regions. This is one data provider’s fleet study, so a model-level average is no substitute for testing the car in front of you. Our guide on how to check a used EV’s battery health walks through the steps, and the SOH report tool is the place to start a report.

Also ask whether the battery pack has been opened, repaired or replaced and by whom, and whether the manufacturer lists an outstanding recall or software update for the model. If the car comes from a Japanese auction, our guide to reading the auction sheet explains the grades and notes. An independent inspection before shipment is worth the fee.

What changes when an EV is a used import?

Short answer: Four things change: whether the car is eligible and compliant in your country, the battery’s history, whether the software works in your region, and whether service and warranty cover it. Confirm each in writing with someone who handles your country.

Is the car eligible and compliant in your country?

Short answer: Each country sets its own age and standards rules for imported vehicles. Confirm yours with the regulator before looking at listings.

In the United States, Customs and Border Protection states that, as a general rule, motor vehicles less than 25 years old must comply with all applicable Federal Motor Vehicle Safety Standards to be imported, and that importers must file form HS-7 and EPA form 3520-1. Our 25-year rule explainer covers the age rule in detail. Country sections follow below.

Will the software and connected services work after import?

Short answer: They may not. Navigation maps, connected services, charging payment and some driver-assistance functions can be tied to the region where the car was first sold.

Ask the seller or an importer who handles the same model whether these limits apply, and get the answer for your country. If you cannot get one, value the car without the connected features.

Who will service, warrant and insure it?

Short answer: Check that a service path and parts supply exist in your country before you buy. A manufacturer warranty, including any battery warranty, may not apply to a car first sold in another region.

Ask in writing and ask a local independent EV workshop, not only the seller. Ask your insurer whether it will insure the vehicle and on what terms.

How do you import a used EV from Japan to the UK, Australia, New Zealand or Kenya?

Short answer: Each country has its own gatekeeper: approval and registration in the UK, an import approval scheme in Australia, entry certification in New Zealand, and an age limit with pre-shipment inspection in Kenya. The statements below are what each authority or a news report of the authority’s notice said when we checked on 2026-10-22. Rules change, so confirm with the authority before you buy.

Used EV import from Japan to the UK

As of 2026-10-22, GOV.UK’s importing vehicles guidance lists these steps: make an import declaration, pay VAT and customs duty at the border, tell HMRC within 14 days that the vehicle has arrived, get vehicle approval, register and tax the vehicle with the DVLA, then insure it. It warns that you can be prosecuted for using the vehicle on a public road before the steps are complete, unless you are driving to a pre-booked MOT or approval test. See our UK import guide and the UK landed cost page for the Nissan Leaf.

Used EV import from Japan to Australia

The Australian Department of Infrastructure’s guide to specialist and enthusiast vehicles (September 2025) says a vehicle is first assessed against the Specialist and Enthusiast Vehicles scheme criteria, vehicles that qualify are entered on the public SEVs Register, and the importer then needs a concessional RAV entry approval. Whether a particular used EV is on the Register is a model-by-model question, so check the Register for your exact model and year before paying for anything. See our Australia import guide and the Australia landed cost page for the Nissan Leaf.

Used EV import from Japan to New Zealand

NZTA’s importing guidance says an imported used vehicle must comply with New Zealand’s safety and emissions standards with evidence provided, receive a border inspection by an Approved Inspection Organisation in New Zealand or Japan, receive entry certification, and be registered and licensed before use on the road. Biosecurity requirements from the Ministry for Primary Industries apply separately. See our New Zealand import guide and the New Zealand landed cost page for the Nissan Leaf.

Used EV import from Japan to Kenya

Citizen Digital reported that the Kenya Bureau of Standards set an age limit under clause 2.5 of KS 1515:2000, so that from 1 January 2025 only right-hand-drive vehicles with a year of first registration of 2018 or later could enter, and that vehicles from Japan, the UAE, the UK, Thailand, Singapore and South Africa need a roadworthiness certificate from a KEBS inspection company. The cutoff year moves, so confirm the current year’s limit with KEBS or the Kenya Revenue Authority. See our Kenya import guide and the Kenya landed cost page for the Nissan Leaf.

Used EV import from Japan to the United States

The 25-year age rule is the usual route for vehicles built outside US standards. Read the 25-year rule explainer and the US import guide. For a step-by-step view of exporting from Japan, see how to import an EV from Japan.

How much does it cost to import a used EV (landed cost)?

Short answer: Landed cost is everything you pay to have the car legally on the road in your country, not the listing price. The lines are the same for most imports, but the amounts depend on the origin, the destination and the year.

  1. Purchase price and auction or dealer fees.
  2. Export costs in the origin country, including deregistration paperwork and inland transport.
  3. International shipping and marine insurance.
  4. Import duty, taxes and port or clearance fees.
  5. Compliance work, testing and registration in the destination.
  6. Charging equipment, adapters and the first service.
  7. A contingency for repairs found after arrival, especially on battery and software.

Duty and tax rules for EVs often differ from those for petrol cars and change often, including incentives. For example, the IRS states that the New Clean Vehicle Credit and the Used Clean Vehicle Credit are not available for vehicles acquired after September 30, 2025. Put your own numbers into the landed cost tool, and confirm duty rates with your customs authority or a licensed importer, because any tool’s rates are a starting point.

A short checklist before you commit

  • Which test cycle is the range figure from, and is it the cycle I should compare?
  • Is the battery figure gross, net or usable?
  • What is the DC inlet, and which chargers can I use near me?
  • What is the measured battery state of health, and who measured it?
  • Does the software work in my country, and which features are lost?
  • Who will service and insure it?
  • What is the full landed cost, with duty confirmed by the customs authority?

Frequently asked questions

What is the difference between EPA and WLTP range?

EPA tests a car in the laboratory and adjusts the result, most commonly with a 0.7 factor, so the label is closer to real driving. WLTP is the UN Regulation No. 154 procedure used in the EU, the UK and many other markets. InsideEVs reports WLTP figures typically run about 22% above EPA, though the gap varies by model.

Is CLTC range accurate for cars outside China?

CLTC is the cycle behind most Chinese-market range figures, and consumer comparisons report it gives the highest numbers of the three main cycles. Compare CLTC figures only with other CLTC figures, and treat any converted estimate as approximate.

How do I check EV battery health before buying a used EV?

Ask for a state-of-health reading from a diagnostic read and find out who measured it. Also ask for charging history, any pack repair or replacement record, and any open recall or software update.

Can I import a used Nissan Leaf?

It depends on your country’s rules, the car’s year and its compliance status, so check with your regulator first. Our country pages show the landed cost lines for a Nissan Leaf in the UK, Australia, New Zealand and Kenya, and the connector is a separate check because earlier Leafs use CHAdeMO.

Does CHAdeMO work with CCS chargers?

No, they are different connectors, so a CHAdeMO car needs a CHAdeMO charger or a tested adapter. The US Department of Energy lists CCS, CHAdeMO and J3400 as separate DC fast-charging connector types.

How much range does an EV lose in winter?

Fueleconomy.gov states that range can drop by 41% with the heater on, based on 2019 AAA testing. A 2026 AAA study reported a 39.0% drop at 20°F and an 8.5% drop at 95°F, compared with 75°F. Results vary by car and heating system.

Does the US federal EV tax credit apply to a used import?

The IRS states that the New Clean Vehicle Credit and the Used Clean Vehicle Credit are not available for vehicles acquired after September 30, 2025. Check the IRS pages for your own situation or ask a tax professional.

What should I put in a landed cost estimate for a used EV import?

Include purchase and auction fees, export costs, shipping and insurance, duty and taxes, compliance and registration, charging equipment, and a contingency for repairs. Use the landed cost tool as a starting point and confirm duty with your customs authority.

Where can I compare EV specs before importing?

Use the EV database to filter by battery, range and charging speed, and read the test cycle noted next to each figure before you compare two models.

Sources

All pages were read on 2026-10-22 unless a note says otherwise.

This guide is general information, not legal, tax or financial advice. Regulations, duty rates and incentives change, so confirm with the relevant authority before you buy or ship a vehicle.

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