Electric car lease deals in California

We carry electric cars from six brands in California, each listing a specific car with a VIN rather than a configurator build: 18 cars of the Hyundai IONIQ 5 from $527 a month, 29 cars of the Kia EV6 from $527, 20 cars of the three-row EV9 from $610, and 10 cars of the Niro EV from $439. The payment, the money factor and the drive-off all sit on the page before any signature.

The same rules run here as everywhere on the site. No live bank program for a term means the deal is not shown at all. California charges lease tax on the monthly payment, and we show it inside the payment instead of springing it on you at the dealer. Browsing takes no account and no credit check, and the Hunter Score on each card rates the deal, not the brochure.

Commuters and first EVs: the Niro EV is the smallest and usually the cheapest way in, 10 cars from $439 a month. The IONIQ 5 is the volume choice with the deepest stack we carry, 18 cars from $527, and the EV6 is its Kia counterpart, 29 cars from $527. Cross-shop those two by payment and charging port, not by badge.

Families and three rows: the Kia EV9 is the one most people mean when they say a family EV, 20 cars from $610, its strongest deal scoring 95 on the Hunter Score, and the Hyundai IONIQ 9 covers the same job, 2 cars from $673. Beyond those we also carry the Honda Prologue, 3 cars from $502, the Chevrolet Blazer EV, 4 cars from $799, the Bolt, 29 cars from $559, the Nissan LEAF, 69 cars from $561, the Volkswagen ID.4, 44 cars from $653, and the Subaru Solterra, 2 cars from $619.

The federal credit does not apply to vehicles acquired after September 30, 2025, and the commercial credit that captive banks used to pass through as lease cash died on the same date. We do not quote it, and any page that still does is quoting an expired law. Two things took its place, and only one of them is a program you can look up.

The one you can look up is MyFirstEV: California launched it in August 2026 with $3,500 on a new zero-emission vehicle, applied at the point of sale, and it covers a lease, not only a purchase. It is battery-electric or hydrogen only, model year 2026 or newer, generally MSRP at or below $50,000, once per person, and the money runs out brand by brand, so check the current list before you shop. The other is manufacturer lease cash, which is a private incentive with no public registry: it moves every month and by model, and rather than print a number we cannot stand behind, we put whatever actually applies inside the payment on the card.

On a normal retail lease in California the sales tax rides the monthly payment rather than the full price of the car, which is why a $60,000 electric SUV does not hand you a five-thousand-dollar tax bill on day one. The part that surprises people is the other direction: money you put down as a capitalized cost reduction is taxed at signing, and so are the acquisition, bank and document fees. Title and registration are not. Every one of those lines is listed separately in the drive-off breakdown before you book.

If the drive-off is what you are optimizing, the whole catalog can be repriced to a true $0 due at signing, which moves the first month and the fees into the monthly instead. That is a cash-flow choice rather than a discount, and both versions are visible when you open a deal.

The honest filter for an electric lease is not range, it is where the car sleeps. If you can charge where you park, almost any car here works and the running cost drops hard. If you cannot, a hybrid is the better answer and we will say so rather than sell you the wrong car. In the City of Los Angeles, LADWP rebates $1,000 toward a Level 2 charger and its installation, $1,500 on the Lifeline or EZ-SAVE programs, plus $250 for a separate EV meter. Southern California Edison has money for a panel upgrade, but only for income-qualified households or homes in a disadvantaged community.

One thing to stop counting on: carpool-lane stickers for electric cars ended on September 30, 2025, and every decal became invalid on October 1 regardless of when it was issued, along with the discounted tolls. California extended its own law, but the federal authority behind the program was not renewed. If the carpool lane was the reason to go electric, that reason is gone and the math has to work without it.