Residual values for electric vehicles (EVs) remain under pressure, with used EVs often returning 20% less at resale than comparable petrol or diesel models. According to EV consultant Nathan Gore-Brown, this is less about technology performance and more about consumer confidence.
Speaking from experience delivering more than a dozen EV transition plans for councils, Gore-Brown highlighted that while fleets tend to focus heavily on procurement, they often overlook the back end of the ownership cycle.
“About 50% of consumers won’t buy a used EV, even if it’s only a year or two old,” he said. “That’s a whole chunk of the potential market gone, and any wonder the residual value is low.”
Why buyers hesitate on used EVs
Gore-Brown pointed to two main reasons for the lack of confidence:
- Mobile device battery experience – People assume EV batteries degrade like phone or laptop batteries.
- Early Nissan LEAF issues – The first-generation LEAF had no battery cooling system, leading to premature degradation that shaped public perception.
Despite these perceptions, modern EV batteries are robust, with testing showing they typically last well beyond 500,000 km — except for the small percentage that don’t.
Batteries are like people
Drawing an analogy, Gore-Brown explained that batteries age based on “genetics” (design and manufacturing) and “lifestyle” (how they are charged, driven, and stored). Factors such as prolonged low charge, poor temperature control, or extended inactivity can accelerate degradation.
The role of independent battery testing
While all EVs have an onboard battery management system, there’s no consistent standard for how manufacturers report battery health. In some cases, updates can change reported values overnight; in others, the reading may be overly optimistic.
Independent diagnostic tools, such as the AVILOO Battery Test, connect to the vehicle and assess:
- State of health (usable battery capacity)
- Individual cell voltages
- Fault codes and warnings
- Comparison to similar vehicles
Importantly, these tests can detect issues invisible to the dashboard, such as significant cell imbalances that reduce range and efficiency.
“About one to two percent of vehicles we test have a fault,” Gore-Brown noted. “That’s enough to warrant triage — and if it’s under warranty, you want the manufacturer to fix it before you sell.”
When to test an EV in the fleet lifecycle
Gore-Brown identified several critical points for battery health checks:
- On delivery – To ensure the vehicle arrives in expected condition.
- Mid-life – Especially before major repairs or lease return.
- Pre-disposal – To boost resale value and buyer confidence.
- Post-accident – To confirm no hidden battery damage.
Boosting resale outcomes
The case for testing is simple: a verified battery health report can attract more buyers and improve auction results. Without it, fleets risk lower bids driven by uncertainty.
Gore-Brown summed it up with a clear analogy:
“Would you skydive without a parachute? Then why dispose of an EV without testing the battery?”
For Fleet Managers, battery testing is becoming as essential as a service history in protecting asset value. With EV adoption increasing and disposal cycles approaching, proactive testing can mean the difference between a high-demand used vehicle and one that lingers unsold.
