US EV Sales by Automaker 2026
By Axis Intelligence Research
Co-author: Aidan Jad, EV & Clean Energy | Last updated: September 21, 2026 | License: CC BY 4.0
American-badged automakers sold 180,065 battery electric vehicles in the United States in the second quarter of 2026, 72.8% of the 247,226-unit market, according to Axis Intelligence Research. That share held almost exactly flat year over year while the market itself shrank 20.5%, which means the domestic industry did not lose ground so much as shrink in place.
Quick Answer
US EV sales by automaker in Q2 2026: Tesla 124,800 units (50.5% share), General Motors 30,828 (12.5%), Rivian 11,405 (4.6%), Ford 9,746 (3.9%), Lucid 2,657 (1.1%) and the Stellantis US brands 629 (0.3%). Axis Intelligence Research measures a market-wide Post-Credit Retention Rate (PCRR) of 57.0%: the United States is now selling 57 electric vehicles for every 100 it sold in the last full quarter when the $7,500 federal clean vehicle credit was still available.
Key Findings
- According to Axis Intelligence Research, US-badged automakers retained 60.0% of their pre-expiration quarterly run rate in Q2 2026 (PCRR), against 50.1% for foreign-badged automakers.
- Strip out Tesla and the picture inverts: the rest of the American industry posts a PCRR of 45.9%, below every foreign-badged rival group, according to Axis Intelligence Research.
- The Detroit Three sold 41,203 EVs in the United States in Q2 2026 against 104,052 in Q3 2025, a PCRR of 39.6%, according to Axis Intelligence Research.
- Axis Intelligence Research finds that 27 of the 180,065 EVs sold by American automakers in Q2 2026 came from a nameplate that did not exist a year earlier, versus 9,759 units (14.5% of volume) for foreign-badged brands.
- Tesla sold an estimated 26.0% of its global Q2 2026 deliveries in the United States, while Lucid sold 67.2% of its own, according to Axis Intelligence Research.
How Many EVs Did US Automakers Sell in 2026?
The federal clean vehicle credit under Internal Revenue Code Section 30D stopped applying to vehicles acquired after September 30, 2025, and the US Department of Energy’s Alternative Fuels Data Center now carries the $7,500 incentive in its archive of expired programs. Everything in this dataset is measured against that date, because for an American EV buyer it functioned as a price cut of roughly 14% on a $54,000 vehicle, and it vanished in a single night.
Cox Automotive and Kelley Blue Book publish US EV sales by brand. Nobody publishes them by parent company, which is the number an investor, a supplier or a policy analyst actually needs, because Chevrolet, Cadillac and GMC are one capital allocation decision and Dodge, Jeep and Ram are another. Axis Intelligence Research rolls the brand table up to the corporate level.
US EV sales by parent company, Q2 2026
| Parent company | Q2 2026 | Q2 2025 | YoY | Share of US EV market | Source |
|---|---|---|---|---|---|
| Tesla | 124,800 | 143,535 | -13.1% | 50.48% | Cox/KBB brand table |
| General Motors (Chevrolet, Cadillac, GMC) | 30,828 | 46,281 | -33.4% | 12.47% | Axis calculation on Cox/KBB |
| Rivian | 11,405 | 10,599 | +7.6% | 4.61% | Cox/KBB brand table |
| Ford Motor Company | 9,746 | 16,438 | -40.7% | 3.94% | Cox/KBB brand table |
| Lucid Motors | 2,657 | 2,639 | +0.7% | 1.07% | Cox/KBB brand table |
| Stellantis US brands (Dodge, Jeep, Ram) | 629 | 6,062 | -89.6% | 0.25% | Axis calculation on Cox/KBB |
| US-badged total | 180,065 | 225,554 | -20.2% | 72.83% | Axis calculation |
| Foreign-badged total | 67,161 | 85,510 | -21.5% | 27.17% | Axis calculation |
| US market | 247,226 | 311,064 | -20.5% | 100% | Cox/KBB Q2 2026 report |
Two of those six lines grew. Rivian added 806 units year over year and Lucid added 18. Everyone else with real volume contracted, and the contraction is almost perfectly proportional: American brands fell 20.2% against a market that fell 20.5%. The 0.3-point share gain is arithmetic noise, not a competitive win.
Note the Stellantis line. Its US brands are administered from Auburn Hills, though the parent is incorporated in the Netherlands, and we include them here because reader intent for “US automaker” points at Jeep and Ram rather than at a Dutch registry entry. Their 629 units in a quarter is not a product cycle. It is a withdrawal.
Aidan Jad, Axis Intelligence Research: A 20% volume drop with flat share is the signature of a demand shock, not a share war. Nobody took anything from Detroit. The buyer who would have signed in October simply did not walk in, and the automakers responded by pulling production rather than by pulling price. Days’ supply tells you which lever they used: the market ran 78 days of new EV inventory in August, up 24% year over year but down 9.6% month over month, which is a builder throttling output to protect residuals rather than a dealer body dumping cars into the auction lanes.
US EV sales by brand, Q2 2026 and first half
| Brand | Q2 2026 | Q2 2025 | YoY | H1 2026 | H1 2025 | Source |
|---|---|---|---|---|---|---|
| Tesla | 124,800 | 143,535 | -13.1% | 242,100 | 271,635 | Cox/KBB |
| Chevrolet | 14,908 | 28,453 | -47.6% | 28,267 | 47,639 | Cox/KBB |
| Hyundai | 14,274 | 15,608 | -8.5% | 26,936 | 28,459 | Cox/KBB |
| Cadillac | 12,216 | 11,796 | +3.6% | 21,767 | 19,768 | Cox/KBB |
| Toyota | 11,826 | 3,639 | +225.0% | 21,855 | 9,249 | Cox/KBB |
| Rivian | 11,405 | 10,599 | +7.6% | 21,770 | 19,152 | Cox/KBB |
| Ford | 9,746 | 16,438 | -40.7% | 16,606 | 38,988 | Cox/KBB |
| Kia | 7,348 | 5,039 | +45.8% | 12,627 | 13,734 | Cox/KBB |
| Subaru | 7,023 | 3,370 | +108.4% | 10,064 | 6,501 | Cox/KBB |
| BMW | 6,547 | 11,094 | -41.0% | 10,790 | 24,632 | Cox/KBB |
| Honda | 5,088 | 6,756 | -24.7% | 8,407 | 16,317 | Cox/KBB |
| GMC | 3,704 | 6,032 | -38.6% | 6,645 | 10,760 | Cox/KBB |
| Lexus | 3,358 | 2,325 | +44.4% | 7,814 | 3,779 | Cox/KBB |
| Lucid | 2,657 | 2,639 | +0.7% | 5,208 | 5,103 | Cox/KBB |
| Volkswagen | 2,591 | 2,556 | +1.4% | 3,768 | 12,120 | Cox/KBB |
| Mercedes-Benz | 1,898 | 4,611 | -58.8% | 3,010 | 8,181 | Cox/KBB |
| Porsche | 1,687 | 2,833 | -40.5% | 2,967 | 7,191 | Cox/KBB |
| Volvo | 1,621 | 2,898 | -44.1% | 3,964 | 5,924 | Cox/KBB |
| Audi | 1,062 | 5,654 | -81.2% | 1,697 | 11,559 | Cox/KBB |
| Nissan | 1,050 | 9,073 | -88.4% | 1,774 | 15,544 | Cox/KBB |
| Genesis | 396 | 954 | -58.5% | 560 | 2,450 | Cox/KBB |
| Dodge | 294 | 2,352 | -87.5% | 534 | 4,299 | Cox/KBB |
| Jeep | 225 | 3,668 | -93.9% | 418 | 6,263 | Cox/KBB |
| Ram | 110 | 42 | +161.9% | 333 | 42 | Cox/KBB |
| Mini | 105 | 745 | -85.9% | 307 | 1,414 | Cox/KBB |
| Acura | 35 | 5,522 | -99.4% | 108 | 10,335 | Cox/KBB |
Full-year and quarterly history for all 26 brands, including Q3 2025 and Q4 2025, ships in the CSV.
Brand pages with deeper histories for the importers sit alongside this one: Volkswagen EV sales, BMW EV sales and Mercedes-Benz EV sales.
What Is the Post-Credit Retention Rate (PCRR)?
PCRR, the Post-Credit Retention Rate, is an Axis Intelligence Research metric that measures how much of an automaker’s pre-expiration US EV run rate survived the removal of the federal clean vehicle credit.
PCRR = (Q2 2026 US BEV sales ÷ Q3 2025 US BEV sales) × 100
Q3 2025 is the denominator because it is the last complete quarter in which a US buyer could acquire a vehicle and claim the credit. It is also the quarter in which EVs reached a record 10.6% of all new-vehicle sales, so it captures the pull-forward as well as the underlying demand. A PCRR of 100 means an automaker is selling at its pre-expiration pace. Below 100 means the credit was doing work that the product is not yet doing on its own.
Year-over-year change cannot answer this question, because Q2 2025 was itself distorted by buyers front-running a credit they already knew was ending. PCRR anchors to the peak instead of to an arbitrary calendar comparison, which is why the ranking below looks nothing like the year-over-year column above.
PCRR by US automaker, Q2 2026
| Entity | Q2 2026 units | Q3 2025 units | PCRR | Source |
|---|---|---|---|---|
| Rivian | 11,405 | 13,201 | 86.4% | Axis calculation |
| Lucid Motors | 2,657 | 3,181 | 83.5% | Axis calculation |
| Tesla | 124,800 | 179,525 | 69.5% | Axis calculation |
| General Motors | 30,828 | 66,501 | 46.4% | Axis calculation |
| Ford Motor Company | 9,746 | 30,612 | 31.8% | Axis calculation |
| Stellantis US brands | 629 | 6,939 | 9.1% | Axis calculation |
| US-badged automakers | 180,065 | 299,959 | 60.0% | Axis calculation |
| US-badged excluding Tesla | 55,265 | 120,434 | 45.9% | Axis calculation |
| Detroit Three | 41,203 | 104,052 | 39.6% | Axis calculation |
| Foreign-badged automakers | 67,161 | 133,931 | 50.1% | Axis calculation |
| US market | 247,226 | 433,890 | 57.0% | Axis calculation |
The headline that gets quoted is “American automakers held up better than imports,” and at 60.0% against 50.1% that is true. It is also almost entirely Tesla. Remove Austin from the arithmetic and the American PCRR is 45.9%, four points below the foreign-badged group. According to Axis Intelligence Research, the credit expiration did not damage the US EV industry evenly. It damaged the part of it that sells through franchised dealers.
PCRR across all brands
| Brand | PCRR | Brand | PCRR |
|---|---|---|---|
| Toyota | 392.2% | GMC | 43.0% |
| Lexus | 215.3% | Porsche | 42.1% |
| Subaru | 202.3% | Chevrolet | 37.7% |
| Rivian | 86.4% | Genesis | 32.5% |
| Lucid | 83.5% | Ford | 31.8% |
| Mercedes-Benz | 82.3% | Nissan | 26.7% |
| Tesla | 69.5% | Honda | 25.1% |
| Cadillac | 66.5% | Volkswagen | 17.3% |
| BMW | 63.6% | Mini | 14.7% |
| Volvo | 58.6% | Dodge | 10.6% |
| Kia | 49.7% | Audi | 5.9% |
| Hyundai | 49.6% | Jeep | 5.4% |
| Acura | 2.2% |
Source for both PCRR tables: Axis Intelligence Research calculation on Cox Automotive / Kelley Blue Book Q2 2026 and Q4 2025 Electric Vehicle Sales Reports. Ram is excluded: the Q4 2025 brand table folds it into an aggregate line, so no isolable Q3 2025 denominator exists, and the CSV carries that row as declined rather than estimated.
Three brands sit above 100, and all three are Japanese. Toyota at 392.2% is not a rounding artifact: the brand sold 3,015 EVs in the peak-incentive quarter and 11,826 in Q2 2026, because it arrived late with the refreshed bZ, the C-HR and the bZ Woodland and therefore had no subsidised peak to fall back from. Arriving after the party turns out to be a competitive advantage when the party ends.
Which US Automaker Lost the Most EV Volume After the Tax Credit Expired?
Ford, in proportional terms among the volume players, and Stellantis in absolute terms relative to its own base.
Ford’s US EV sales fell to 9,746 in Q2 2026, a PCRR of 31.8%, and the trajectory since has been worse rather than better. Ford’s own August 2026 US sales release reports 2,197 EVs for the month, down 79.4% year over year, and 20,868 for the first eight months against 57,888 a year earlier, a 64.0% decline. The F-150 Lightning contributed 148 units in August after production ended, and the E-Transit contributed 60. According to Axis Intelligence Research, EVs represented 1.55% of Ford’s total US volume through August, against 123,448 hybrids over the same period.
The hybrid number is the real story inside Ford. The company did not lose its electrified customer. It moved that customer to a powertrain that carries no charging-curve anxiety, no NACS adapter question and no residual-value discount, and it is now retooling Louisville for a lower-cost electric pickup on a new platform rather than defending the nameplates it has.
General Motors held more of its base, at a PCRR of 46.4%, and it did so with breadth rather than with one hero product. GM’s Q2 2026 EV volume of 30,828 units, confirmed in GM’s own Q2 US sales release, came from eleven nameplates. Cadillac grew 3.6% year over year on the Optiq and Vistiq. That is a portfolio behaving the way a portfolio is supposed to behave in a downturn.
Aidan Jad, Axis Intelligence Research: There is a useful disagreement here worth stating plainly. GM tells investors its US battery-electric share ran between 13.5% and 14.0% in Q2 2026. Against the Kelley Blue Book market estimate of 247,226 units, GM’s 30,828 works out to 12.47%. Both figures can be honest, because GM is dividing by its own estimate of the industry rather than by Cox’s. We publish the gap rather than splitting the difference, and we use the 12.47% figure throughout because the numerator and the denominator then come from the same counting house.
How Concentrated Is Each US Automaker’s EV Lineup?
Concentration decides how much of a product misstep an automaker can absorb. Axis Intelligence Research computes a Herfindahl-Hirschman Index across each parent’s own Q2 2026 nameplate mix, where a higher reading means more volume riding on fewer vehicles.
| Parent | Nameplates selling | Largest nameplate | Its share of parent volume | Nameplate HHI | Source |
|---|---|---|---|---|---|
| General Motors | 11 | Chevrolet Equinox EV | 21.6% | 0.1216 | Axis calculation |
| Rivian | 3 | Rivian R1S | 54.2% | 0.4285 | Axis calculation |
| Tesla | 5 | Tesla Model Y | 68.0% | 0.5417 | Axis calculation |
| Lucid Motors | 2 | Lucid Gravity | 68.2% | 0.5660 | Axis calculation |
| Ford Motor Company | 3 | Ford Mustang Mach-E | 72.2% | 0.5832 | Axis calculation |
GM’s lineup is four to five times less concentrated than anyone else’s in this group. Tesla’s two-car dependence is well understood, and the Model Y plus Model 3 accounted for 119,807 of its 124,800 US units in the quarter. Ford’s 0.5832 is the reading that should worry a supplier, because unlike Tesla it is concentrated on an aging nameplate with no successor announced on the same platform.
Product renewal is where the gap turns structural. According to Axis Intelligence Research, nameplates that recorded zero US sales in Q2 2025 generated 9,759 units for foreign-badged brands in Q2 2026, or 14.5% of their volume: the Subaru Trailseeker (2,436), Subaru Uncharted (2,491), Toyota C-HR (3,748), Toyota bZ Woodland (554) and Mercedes-Benz C-Class (530). The equivalent figure for American automakers is 27 units, all of them Jeep Recon. That is 0.02% of domestic volume.
Nobody publishes that comparison, and it explains the PCRR table better than any demand narrative does. Toyota did not out-market Chevrolet. It had something new on the floor.
How Much of Tesla, Rivian and Lucid Volume Is American?
Tesla, Rivian and Lucid report global deliveries, not US sales, so the domestic dependence of America’s three EV-native manufacturers has to be assembled by hand. Axis Intelligence Research divides the Cox/KBB US brand estimate by each company’s reported global deliveries for the same quarter.
| Company | US estimate, Q2 2026 | Global deliveries, Q2 2026 | US share of global | Source |
|---|---|---|---|---|
| Tesla | 124,800 | 480,126 | 26.0% | Axis calculation on Cox/KBB and Tesla 8-K |
| Lucid Motors | 2,657 | 3,953 | 67.2% | Axis calculation on Cox/KBB and Lucid 8-K |
| Rivian | 11,405 | 12,194 | Declined | See note |
Tesla’s global delivery count of 480,126 units comes from its Q2 2026 production and deliveries filing, and Lucid’s 3,953 from its Q2 2026 results exhibit. At 26.0%, Tesla is now substantially a non-US manufacturer by unit volume, which reframes what a weak American quarter means for the company. Lucid at 67.2% has no such buffer.
We do not publish the Rivian ratio. In Q1 2026 the Cox/KBB US brand estimate for Rivian was 10,365 units, which is the identical figure Rivian reported as its global delivery count for that quarter. When an estimate of a subset equals the reported total exactly, the estimate is not isolating the subset, and dividing one by the other would produce a number that means nothing. The CSV carries the row as declined with that reasoning attached.
What Happened to US EV Sales in August 2026?
New EV sales reached an estimated 78,895 units in August, up 2.5% from July and down 46.9% from an August 2025 that set a US volume record as buyers raced the credit deadline. EV share of total new-vehicle sales held at 5.7%, unchanged from July, according to Cox Automotive’s August EV Market Monitor.
Tesla sold 40,816 units and 51.7% share, down 3.4 points month over month. Toyota, Rivian, Hyundai and Cadillac followed. Neither Ford nor Chevrolet appeared in the top five, the first time in this dataset that both Detroit volume brands sit outside it in a single month.
The pricing series is where the post-subsidy market is actually resolving. Average transaction price for a new EV fell to $54,754, down 2.8% year over year. Incentive spend averaged $6,594 per vehicle, or 12% of ATP, down 19.9% from a year ago. The EV premium over comparable combustion vehicles narrowed to $4,847, or 9.7%.
Aidan Jad, Axis Intelligence Research: Read those three lines together and they say something the volume figures hide. Manufacturers are spending a fifth less per car on incentives than a year ago and the price gap is still closing, which means the narrowing is coming from mix, not from discounting. Lower-priced product, the Bolt and the bZ and the C-HR, is doing the work that a $7,500 federal cheque used to do. That is a healthier mechanism, and a slower one. A subsidy closes a price gap overnight. A product plan closes it over three model years, which is roughly the gap between where the American lineup is now and where the battery pack cost curve says it needs to be.
Why Do US EV Sales Figures Differ Between Sources?
Because the counting houses count different populations, and the gap is large enough to change a headline.
Argonne National Laboratory, reporting to the Department of Energy’s Vehicle Technologies Office, recorded 106,289 plug-in vehicles sold in August 2026: 86,186 battery electric and 20,103 plug-in hybrid, down 39.6% year over year, at 7.70% of total light-duty sales. Cox Automotive put new battery-electric sales at 78,895 for the same month, at 5.7% of new-vehicle sales.
Three differences drive that spread. Argonne counts plug-in hybrids in its headline and Cox does not. Argonne’s battery-electric count of 86,186 is 7,291 units above the Cox estimate for the same month, an 8.5% gap between two credible series. And Argonne’s denominator is light-duty vehicles up to 10,000 pounds, which is not the same base as Cox’s total new-vehicle count.
We report both and reconcile neither. Anyone citing a US EV share figure should state which series it came from, because 5.7% and 7.70% describe the same month.
One more reconciliation worth recording, since it validates the brand table this entire analysis rests on. Cox’s H1 2026 estimate for the Ford brand is 16,606 units. Ford’s own reported first-half EV sales are 16,606 units. The variance is zero. According to Axis Intelligence Research, that exact match between an independent estimate and a company filing is the strongest available evidence that the Cox/KBB brand series can carry parent-company arithmetic of the kind performed here.
What Would Move the PCRR in 2027?
Four things, in rough order of how much each one can move the number.
Product cadence is first. The PCRR ranking is a product-availability ranking wearing a policy costume, and the three brands above 100 are the three that launched into the vacuum. The American entries scheduled next, a lower-cost Ford electric pickup from Louisville and the Rivian R2 ramp at Normal, both target the segment where the credit mattered most.
Price parity is second. At a $4,847 premium and narrowing, the arithmetic that used to require a subsidy starts closing on its own, though a buyer financing at current rates needs the gap closer to zero before the total-cost case survives contact with a five-year loan.
Residual values are third and least discussed. Used EV listing prices ran $37,441 in August, up 8.2% year over year while new prices fell, and used EV days’ supply reached parity with combustion vehicles for the first time this year. Firming residuals lower lease payments, and leasing is how most premium EV volume in the United States actually moves.
State programs are fourth. With the federal layer gone, the state layer is now the only public money at the point of sale, and it varies by an order of magnitude across the country.
For the global frame around all of this, see US EV statistics 2026 and EV adoption statistics; for the export pressure building on the other side of the Pacific, see China EV export statistics.
Methodology
Scope. US new battery-electric vehicle sales, by brand and by parent company, for Q2 2025 through Q2 2026 quarterly and through August 2026 monthly. Fuel-cell vehicles and plug-in hybrids are excluded from the brand tables and reported separately where the Argonne series is used.
Primary sources. Cox Automotive / Kelley Blue Book Electric Vehicle Sales Report Q2 2026 (estimates as of July 9, 2026) and Q4 2025 (estimates as of January 13, 2026); Cox Automotive EV Market Monitor, July and August 2026; Argonne National Laboratory Light Duty Electric Drive Vehicles Monthly Sales Updates, August 2026; Internal Revenue Service guidance on the Section 30D credit; US Department of Energy Alternative Fuels Data Center; Ford Motor Company US sales releases for Q2 and August 2026; General Motors Q2 2026 US sales release; Tesla, Rivian and Lucid quarterly delivery disclosures. Every source was fetched on September 21, 2026 and every row in the CSV carries its URL and retrieval date.
Parent-company aggregation. General Motors is Chevrolet plus Cadillac plus GMC, with BrightDrop inside the Chevrolet line as Cox reports it. Ford Motor Company is the Ford brand; Lincoln sells no battery-electric vehicle. Stellantis US brands are Dodge, Jeep and Ram. Tesla, Rivian and Lucid are single-brand parents.
Derived quarters. Cox publishes quarter and year-to-date columns, not standalone Q3 figures. Q3 2025 is therefore computed as full-year 2025 minus first-half 2025 minus Q4 2025, drawing the first-half column from the Q2 2026 report and the other two from the Q4 2025 report. At market level this gives 1,275,714 minus 607,653 minus 234,171, or 433,890 units. Summing the derived brand rows gives 433,932, a 42-unit excess that resolves exactly: Ram’s 42 first-half 2025 units are broken out in the Q2 2026 report but sit inside an aggregate line in the Q4 2025 report. Q1 2026 is computed as first-half 2026 minus Q2 2026, giving 215,666 units, which is 733 below the 216,399 Cox first published for Q1 and reflects Cox’s own revision rather than an Axis adjustment.
PCRR formula. Post-Credit Retention Rate = (Q2 2026 US BEV units ÷ Q3 2025 US BEV units) × 100. Computed at brand, parent and group level. Requires an isolable Q3 2025 denominator; where none exists the row is published as declined rather than estimated.
Nameplate HHI. Sum of squared nameplate shares of a parent’s own Q2 2026 US volume, using the Cox/KBB model table. Range runs from near zero for a perfectly even lineup to 1.0 for a single-nameplate manufacturer.
US share of global deliveries. Cox/KBB US brand estimate divided by the company’s reported global deliveries for the same quarter. This mixes an estimated numerator with a reported denominator and is labelled an estimate throughout.
Verification. Each of the six brand tables used here sums exactly to its published market total: 247,226, 311,064, 462,892, 607,653, 234,171 and 1,275,714 units. All arithmetic was recomputed programmatically, and every figure appearing in this article exists as a row in the accompanying CSV at the same value and as-of date.
Where sources disagree, both readings are published with their definitions attached. The Argonne and Cox August counts, and GM’s stated share against the Kelley Blue Book denominator, are the two live disagreements in this dataset.
About This Dataset
us-ev-sales-by-automaker-2026.csv contains 500 rows covering brand-level, parent-level, model-level and market-level US EV sales, the full PCRR series, nameplate concentration readings, federal policy dates and the reconciliation rows described above. Every row carries the issuing organisation, source document, source URL, retrieval date, whether the source is primary, whether Axis Intelligence Research calculated the value, and for calculated rows the full formula.
License: CC BY 4.0. Free to use, including commercially, with attribution. Citation: Axis Intelligence Research, US EV Sales by Automaker 2026, 2026. Mirrors: Hugging Face, Kaggle and GitHub.
Cite this page
APA. Axis Intelligence Research. (2026). US EV sales by automaker 2026: Parent-company volumes, market share and the Post-Credit Retention Rate. https://axis-intelligence.com/us-ev-sales-by-automaker/
MLA. Axis Intelligence Research. “US EV Sales by Automaker 2026: Parent-Company Volumes, Market Share and the Post-Credit Retention Rate.” Axis Intelligence, 21 Sept. 2026, axis-intelligence.com/us-ev-sales-by-automaker/.
Chicago. Axis Intelligence Research. “US EV Sales by Automaker 2026: Parent-Company Volumes, Market Share and the Post-Credit Retention Rate.” Axis Intelligence, September 21, 2026. https://axis-intelligence.com/us-ev-sales-by-automaker/.
FAQ
Which US automaker sells the most electric vehicles?
Tesla, by a factor of four over the next American manufacturer. Tesla sold 124,800 EVs in the United States in Q2 2026 against 30,828 for General Motors, the second-placed domestic parent. At brand level the order is Tesla, Chevrolet, Cadillac, Rivian, Ford.
Did the end of the $7,500 tax credit hurt American automakers more than importers?
On the headline number, no: US-badged automakers retained 60.0% of their pre-expiration run rate against 50.1% for foreign-badged brands. Exclude Tesla and the answer flips, with the rest of the American industry at 45.9% and the Detroit Three at 39.6%.
What is the Post-Credit Retention Rate and who calculates it?
PCRR is an Axis Intelligence Research metric equal to Q2 2026 US EV sales divided by Q3 2025 US EV sales, times 100. Q3 2025 was the last full quarter in which the federal clean vehicle credit applied. The market-wide reading is 57.0%.
Why is Toyota’s retention rate above 100%?
Because Toyota had almost no subsidised peak to fall from. It sold 3,015 EVs in Q3 2025 and 11,826 in Q2 2026, having launched the refreshed bZ, the C-HR and the bZ Woodland after the credit had already expired. Lexus (215.3%) and Subaru (202.3%) are above 100% for the same reason.
How many EVs is Ford selling now that the F-150 Lightning is gone?
Ford sold 2,197 EVs in the United States in August 2026 and 20,868 in the first eight months of the year, 64.0% below the same period of 2025. The Lightning contributed 148 units in August and 4,770 year to date, with production ended. The Mustang Mach-E carries 72.2% of Ford’s remaining EV volume.
Does GM’s reported EV market share match the industry estimates?
Not exactly. GM told investors its US battery-electric share was 13.5% to 14.0% in Q2 2026. Dividing GM’s 30,828 units by the Kelley Blue Book market estimate of 247,226 gives 12.47%. The difference comes from the industry denominator each party uses, not from the unit count.
How much of Tesla’s business is still American?
An estimated 26.0% of Tesla’s Q2 2026 global deliveries were sold in the United States, on 124,800 US units against 480,126 delivered worldwide. Lucid sold an estimated 67.2% of its global volume domestically.
Why is US EV market share reported as 5.7% by some sources and 7.7% by others?
They measure different things. The 5.7% figure is battery-electric vehicles as a share of all new-vehicle sales, from Cox Automotive. The 7.70% figure is plug-in vehicles, battery-electric plus plug-in hybrid, as a share of light-duty sales up to 10,000 pounds, from Argonne National Laboratory. Both are August 2026.
Are US EV sales recovering?
Sequentially, yes, and slowly. Quarterly volume rose 14.7% from Q1 to Q2 2026, and August was up 2.5% on July. Against the pre-expiration peak the market is still running at 57.0% of its former pace, with EV share at 5.7% of new vehicles versus a record 10.6% in Q3 2025.
Which American EV lineup is least dependent on a single model?
General Motors, by a wide margin. GM sold eleven battery-electric nameplates in Q2 2026 with its largest, the Chevrolet Equinox EV, taking 21.6% of company volume, for a nameplate HHI of 0.1216. Ford is the most concentrated at 0.5832 across three nameplates.