Short answer: Pick one of three models (same charge as pickup, a minimum return threshold, or prepaid charging) and price any shortfall per kWh at your real cost plus a handling fee. Record the charge percentage at pickup and return with time-stamped photos, and bill public-charging costs as pass-through.
Electric cars change one clause in your rental agreement: the fuel clause. That clause decides whether your charging costs come back to you or quietly leave with every renter.
Last verified: October 2026. Brand policies, charging-network access and API terms change often, so re-check the linked sources before you copy anything.
Key Takeaways
- Three policy models work. Same-as-pickup with a small tolerance, a minimum threshold, or a prepaid charge. Any of them can be paired with a low-charge surcharge.
- The big brands disagree. Avis asks for at least 70% and charges $35 below that, plus another $35 under 10%. Hertz never requires more than 75% and bills shortfalls by the kWh. Enterprise's UK site uses like-for-like.
- Price energy in kWh, not percent. Missing kWh = usable battery size × missing percentage. Add charging losses (about 16% from wall to battery, in a U.S. Department of Energy estimate) and your staff time.
- Proof beats policy. A time-stamped dashboard photo at both handovers is your strongest evidence. Connected-car readings help, but California restricts how rental companies may use telematics data.
- Public charging is pass-through. Bill it at cost plus a disclosed admin percentage, the way Avis (2.3%) and Hertz (2.8%) handle Tesla Supercharger bill-backs.
Three policy models
Every EV return policy answers one question: what charge level must the car come back with, and what happens if it doesn't? There are three workable answers.
Same charge as pickup
The renter returns the car at the level it left with. It is the fairest model and the easiest to explain, because it mirrors full-to-full fuel. Build in a tolerance so a small drop on the drive back doesn't trigger a fee. Hertz, for example, does not apply its EV service charge when the car comes back within 5% of the pickup level.
The weakness: you must record the pickup level precisely, every time. No pickup photo means no fee at return.
Minimum threshold
The renter returns the car at or above a fixed level. Avis uses 70%. A threshold is simple to enforce and easy to print on a key tag. The catch is asymmetry: a car that left at 95% and came back at 71% passes, and you pay to recharge the difference. Thresholds work best when you hand every car over at roughly the same level.
Prepaid charge
The renter pays upfront and may return the car at any level. Hertz's EV Charge Purchase Option sells the charge in the battery at pickup, priced from its kWh at a per-kWh rate shown on the rental record, and gives no refund for charge left at return. Prepaid charging is a convenience upsell. Price it above your cost, because you still pay staff time to recharge every car.
| Model | Renter's rule | What you recover | Watch out for |
|---|---|---|---|
| Same as pickup | Return at pickup level, minus a tolerance | The energy actually missing | Needs a reliable pickup reading |
| Minimum threshold | Return at or above a fixed % | Only the shortfall below the line | Cars handed out well above the line |
| Prepaid charge | Return at any level | A fixed upfront price | Underpricing; set it above cost |
What big brands publish today
Large rental companies publish their EV rules, which makes them a useful benchmark for what renters already expect. These are the policies we read on each company's public pages in October 2026. They vary by location and change without notice.
| Company (page checked) | Return rule | If returned short | Public charging during the rental |
|---|---|---|---|
| Avis (U.S. EV rentals page) | At least 70% | $35 between 10% and 70%; another $35 below 10% ($70 total) | Tesla Supercharger costs billed back at cost plus a 2.3% admin fee |
| Hertz (U.S. rental terms for a Tesla at LAX) | Never required above 75%; no charge within 5% of pickup level | kWh difference × a per-kWh rate that is always higher than its prepaid rate | Supercharger costs billed back plus a 2.8% convenience fee; idle fees possible |
| Enterprise (UK EV hire FAQ) | Like-for-like: the pickup level | The cost of charging back to the pickup level | Notes that prices vary, typically with charging speed |
Two details are worth copying. Avis tells renters what its flat fee covers: "the kilowatt hours, overhead, loss of use of the EV and administrative costs." That makes a fee easier to defend. And both Avis and Hertz pass Supercharger costs through with a small, published percentage instead of hiding a margin inside them.
If you also list cars on Turo, note that its refueling invoice page (updated July 29, 2026) is written for gas, diesel and hybrid cars: it asks for photos of the fuel gauge before and after the trip, with date, time and location metadata, and a fuel receipt dated within 72 hours after the trip ended. It does not describe electric recharging, so check Turo's current host rules before you apply your EV policy to a Turo trip.
Doing the cost math
A percentage is not a price. To set a fee you can defend, convert the missing charge into kilowatt-hours and cost it at what you actually pay.
kWh price × kWh used
- Missing energy (kWh) = usable battery capacity × (pickup % − return %).
- Energy you buy (kWh) = missing energy ÷ charging efficiency. A U.S. Department of Energy fact sheet from 2018 put wall-to-battery charging losses at about 16%, so divide by roughly 0.84, or meter a few of your own sessions.
- Energy cost = energy you buy × your price per kWh.
- Handling = staff time to move, plug, unplug and re-park the car, plus any rental slot the car loses while it charges.
For a depot charger, your price per kWh is your utility tariff, including any demand charges. For reference, the U.S. Energy Information Administration reported average July 2026 electricity prices of 14.53 cents per kWh for commercial customers and 18.31 cents for residential customers. Public fast charging is priced by each network and varies with speed and location, so check the networks your renters actually use.
Worked example with stated assumptions
All inputs below are illustrative assumptions, not benchmarks. Replace them with your own.
- Usable battery: 75 kWh
- Pickup charge 80%, return charge 30%
- Electricity: $0.15 per kWh (close to the July 2026 U.S. commercial average)
- Charging efficiency: 84%
- Handling: 15 minutes of staff time at $20 per hour
| Line | Calculation | Amount |
|---|---|---|
| Missing energy | 75 kWh × 50% | 37.5 kWh |
| Energy bought | 37.5 kWh ÷ 0.84 | 44.6 kWh |
| Electricity cost | 44.6 kWh × $0.15 | $6.70 |
| Staff time | 0.25 hours × $20 | $5.00 |
| Direct cost | Electricity + staff time | $11.70 |
Now compare two fee designs. Against a 70% threshold, a flat $35 fee recovers $35 whether the car came back at 59% or at 11%, so it overcharges small shortfalls and undercharges large ones. A per-kWh fee, say $0.40 per missing kWh plus a $10 handling fee, bills $25.00 here (37.5 × $0.40 + $10). It scales with the shortfall and leaves room to cover a top-up on a public fast charger before the next rental, depending on local prices. Whichever you choose, print the rate and the usable battery capacity in the agreement so the renter can check the math.
Verifying charge level
Your policy is only as strong as your proof of the pickup and return levels.
Dashboard photo at handover
Photograph the state-of-charge display and the odometer at pickup and at return, with the date and time visible or embedded in the file. Record the percentage, not the estimated range. Range estimates change with conditions such as temperature, while the percentage is what your fee is based on. Have the renter acknowledge the pickup reading on the agreement.
In CarCEO, an EV's handover inspection records charge as a 0 to 100% reading instead of a fuel fraction, the agreement can print the charge-out and charge-in levels, and a recharge line can be added to the return settlement.
Connected-car state-of-charge readings
Many EVs report their state of charge to the manufacturer, and that data can be read through official APIs. Tesla's Fleet Telemetry, for example, can stream signals including state of charge and odometer, and Smartcar lists battery level among the vehicle data its API can read. Treat these readings as a second witness, not a replacement for the photo: readings can be delayed, and access depends on the car being supported and authorized.
Check the law before you rely on telematics for fees. California Civil Code section 1939.23 bars rental companies from using information obtained through "electronic surveillance technology" except in listed situations. It allows that technology to determine departure and return times, total mileage and "the vehicle fuel level" of a returned car, and it prohibits using it to track a renter in order to impose fines or surcharges. Whether "fuel level" covers an EV's state of charge is a question for your lawyer, not your software.
Tesla Fleet API note
Tesla's official Fleet API is the documented route for software to read Tesla vehicle data. The owner must add the application's virtual key to each car, usage is billed pay-per-use, and the API's charging endpoints can return charging history and charging invoices, which helps when you reconcile Supercharger bill-backs. We cover setup, costs and limits in our guide to connected-car APIs vs GPS trackers. This section describes Tesla's published documentation only. It is not a statement that any particular rental software, including CarCEO, connects to it.
Charging networks and who pays
Public networks, Superchargers and NACS access
North American charging is in the middle of a connector change. The federal DriveElectric.gov site explains that the J3400 connector (originally developed by Tesla, and often called NACS) works for both AC and DC charging, that automakers and charging companies have announced plans to adopt it starting as early as 2025, and that non-Tesla EVs built through 2024 continue to use the CCS1 port. Newer models vary by maker, so check each car's port rather than assuming. It also describes Tesla's "Magic Dock," an attached adapter that lets a non-Tesla EV plug in at a Supercharger, and notes that adapters can be portable or fixed to a station.
What that means at your counter:
- Tell renters which networks each car can use, and whether they need an app or account before they reach a charger.
- If a car depends on an adapter, list the adapter on the checkout inspection and price its replacement in the agreement.
- Confirm Supercharger eligibility for each model on the automaker's and Tesla's current pages rather than a third-party list, because eligibility differs by model and can change.
Who pays
Charging during the rental is the renter's cost. When a session is billed to your account instead, for example Supercharging on a Tesla linked to your company account, pass it through at cost plus a disclosed percentage, keep the charging record, and itemize it separately from your recharge fee. Idle fees, which some networks charge when a car stays plugged in after charging finishes, belong in the same pass-through clause.
Edge cases
Cold weather, tow, range, one-way returns
Cold cuts range, which raises the odds of a low-charge return. Fueleconomy.gov, citing a 2019 AAA study, says an EV's range can drop by about 41% in cold weather, with about two-thirds of the extra energy used to heat the cabin. Without the heater, range at 20°F was about 12% lower than at 75°F.
| Edge case | Risk | Policy line | Evidence to keep |
|---|---|---|---|
| Cold weather | Shorter range and more low-charge returns | Ask renters to precondition the cabin while plugged in, which fueleconomy.gov notes can extend range | Charge % photos at both handovers |
| Tow or deep discharge | A tow and sometimes a service visit | Towing and recovery at cost, plus a low-charge fee below 10% (like Avis's second $35); waived if a vehicle fault caused it | Tow invoice, pickup charge %, fault diagnosis |
| Long trips | The renter can't find a compatible charger | A short charging plan listing the networks the car can use; any mileage cap stated on the booking page | Signed agreement and booking confirmation |
| One-way returns | The receiving location has to recharge | State whether the one-way fee includes recharging or the normal recharge fee applies | Charge % at drop-off |
Agreement wording
Here is sample wording to adapt with a local attorney. Fill in the brackets for each vehicle class.
- The charge level at pickup and return is recorded as a percentage from the vehicle display and photographed at both handovers.
- Renter will return the vehicle at no less than the pickup charge level, less a tolerance of [5] percentage points.
- If the vehicle is returned below that level, Renter pays [$0.40] per kWh of missing energy, calculated as [75] kWh usable capacity × the missing percentage, plus a handling fee of [$10].
- If the vehicle is returned below [10]% charge, an additional low-charge fee of [$35] applies.
- Public charging, Supercharger, idle and parking fees incurred during the rental are Renter's responsibility. Any such fees billed to Owner are charged to Renter at cost plus [3]% administration.
- Charging cables and adapters listed at pickup must be returned. Missing items are charged at [replacement cost].
- Towing or recovery caused by a depleted battery is charged at cost unless caused by a vehicle defect.
For the rest of the agreement, our free car rental agreement template walks through every clause.
Billing and bookkeeping
Keep three things apart on the invoice: the recharge fee (energy plus handling), pass-through costs (public charging billed to you, with the receipt or charging record attached) and penalties such as the low-charge fee. Itemizing shortens disputes and keeps your books clean. Your recharge fee is income, while a pass-through recovers a cost you already paid. Ask your accountant how your state taxes each line; our guide to car rental sales tax by state shows how much the rules vary.
Two habits keep the numbers honest:
- Reconcile public-charging bill-backs every month against each car's charging records, so nothing billed to you stays unbilled to a renter.
- Compare recharge revenue with electricity cost per vehicle. If the gap is negative, your rate or your tolerance is wrong.
Still deciding how EVs fit your fleet? Our EV fleet management guide covers utilization and maintenance. For per-vehicle charge, mileage and service records, see the fleet management overview or our software vs. spreadsheets comparison.
Record charge level at every handover. CarCEO stores an EV's charge percentage at pickup and return on the contract and lets you add a recharge line when the car comes back, alongside contracts, e-signatures and payments. It's free for up to 2 vehicles. Start on the free Starter plan or compare plans and pricing.
FAQ
Can I charge renters for EV charging?
Yes, if the fee is disclosed before the rental and calculated the way your agreement says. Publish the return rule, the rate and any low-charge fee, and record the charge level at pickup and return so you can prove the shortfall.
What is a fair EV recharge fee?
One that tracks your real cost: the missing kWh, charging losses, your electricity price and staff time, plus a reasonable margin. A per-kWh rate with a small handling fee scales with the shortfall. A flat fee is simpler but overcharges small shortfalls.
Do renters have to return a rental EV fully charged?
Not at the large companies we checked. Avis asks for at least 70%, Hertz never requires more than 75%, and Enterprise's UK site asks for the pickup level. Your own agreement sets your rule.
How do I prove the charge level?
With a time-stamped photo of the state-of-charge display at pickup and at return, acknowledged by the renter. Connected-car data can support the photo where your local law allows it.
Sources
- Avis: Electric car rentals (return charge level and fees), accessed October 2026
- Hertz: Rental terms (Tesla, Los Angeles airport), accessed October 2026
- Enterprise UK: EV hire FAQ, accessed October 2026
- Turo Help: How to charge guests for vehicle refueling, hosts (updated July 29, 2026), accessed October 2026
- U.S. EIA: Electric Power Monthly, Table 5.6.A (July 2026 data, released September 24, 2026), accessed October 2026
- U.S. Department of Energy: Fact of the Week #1045 (September 3, 2018), accessed October 2026
- Fueleconomy.gov: Fuel economy in cold weather, accessed October 2026
- DriveElectric.gov: Charging connector (J3400), accessed October 2026
- Tesla Developer: Fleet Telemetry, accessed October 2026
- Tesla Developer: Charging endpoints, accessed October 2026
- Tesla Developer: Virtual keys overview, accessed October 2026
- Tesla Developer: Billing and limits, accessed October 2026
- Smartcar Docs: Introduction, accessed October 2026
- California Civil Code section 1939.23 (FindLaw), accessed October 2026
CarCEO is independent software and is not affiliated with Tesla, Avis, Hertz, Enterprise, Turo or Smartcar; their names appear only to identify their published policies and documentation. This article is operator guidance, not legal or tax advice.