Residual values for electric vehicles (EVs) are lagging behind petrol and diesel models by around 20%, and Nathan Gore-Brown says the biggest reason is buyer confidence.
“About 50% of consumers won’t buy a used EV, even if it’s only a year or two old,” Gore-Brown told fleet managers. “That’s a whole chunk of the potential market gone, and any wonder the residual value is low.”
Two factors have shaped this perception:
- Mobile device batteries – Drivers assume EV batteries degrade like phones or laptops.
- Early Nissan LEAF experience – The first models had no battery cooling system, leading to premature failures and a lasting reputational hit.
Why battery testing matters
Modern EV batteries are durable, with many lasting well beyond 500,000 km. But around 1–2% develop faults, sometimes without triggering dashboard warnings. Independent tests, such as the AVILOO Battery Test, can measure usable capacity, detect cell imbalances, and compare results against similar models.
Gore-Brown warns that relying on a manufacturer’s battery health reading can be misleading. “There’s no agreed method across brands, and some measure battery capacity in ways that overstate the starting point,” he said.
Best times to test
Battery testing can safeguard resale values if done at key points in the vehicle’s life:
- On delivery – Check the battery condition before it enters service.
- Mid-life – Particularly before major repairs or lease returns.
- Pre-disposal – A test report can improve auction results.
- Post-accident – Ensure no hidden damage.
Without testing, fleets risk sending EVs to auction with an unknown battery condition, deterring bidders and driving prices down.
Gore-Brown’s advice was clear: “Would you skydive without a parachute? Then why dispose of an EV without testing the battery?”
