Introduction: The Battery Is the Car
You can replace tires, swap out brake pads, even install a new motor. But once an electric vehicle’s battery goes, the car is done — or at least, it’s no longer economically worth fixing. In 2025, a replacement battery pack can cost between $12,000 and $24,000 depending on make, model, and supplier.
That’s why battery longevity is no longer just a warranty concern. It’s the single biggest factor in whether a used EV is a smart investment or a financial trap.
Buyers are finally starting to ask the right questions. Which brands’ batteries degrade the fastest? Which EVs still hit 90% of their original range after 100,000 miles? What role does battery cooling, software, and cell chemistry really play in degradation?
This guide answers all of it. Based on real-world owner data, service reports, and degradation studies across the U.S. and Europe, we’ve built the most complete ranking yet of which electric car batteries last longest in 2025 — and which ones don’t.
How We Measured Battery Degradation in 2025
Before we break down brands and models, let’s talk about how EV battery degradation is tracked in the real world.
We looked at five sources:
- Owner-reported data via apps like Teslafi, LeafSpy, Torque Pro, and ABRP’s community database.
- High-mileage used EV sales — checking battery health readouts in listings from Carvana, Cars.com, and auction sites.
- Warranty repair records from service centers in California, Oregon, and Texas.
- Thermal system analysis — understanding which models use liquid cooling, which don’t, and how it affects degradation.
- Cell chemistry and battery supplier history, including known recalls or module failures.
We excluded factory estimates, EPA test ranges, and manufacturer press claims. Only real-world degradation, as measured by capacity loss after extended driving, was considered.
Here’s what we found.
EV Battery Degradation Rankings by Brand (2025)
1. Hyundai and Kia (Best Overall)
Average degradation after 100,000 miles: 6 to 9 percent
Thermal management: Active liquid cooling
Notable packs: 64 kWh pack in Kona/Niro/Soul EV, 77.4 kWh in Ioniq 5 and EV6
Cell supplier: SK Innovation (mostly), LG Chem (some older models)
Hyundai and Kia consistently produce the most stable EV batteries on the market. Their thermal management systems are aggressive and highly effective, kicking in early to prevent heat buildup during charging or high-speed driving. These brands use robust, energy-dense packs with excellent power distribution.
Real-world data shows that Hyundai Kona Electric models from 2019 to 2021 often retain 91 to 93 percent of their original battery capacity after 100,000 miles — a number Tesla once claimed but rarely delivered. Kia Niro EVs and Soul EVs built on the same platform show identical degradation trends.
Ioniq 5 and EV6 packs, which are newer and built on an 800-volt platform, are still too young for 100K-mile comparisons. But early units with 50,000 to 60,000 miles are showing less than 4% capacity loss, making them likely to outperform most other brands.
No major degradation recalls. No common pack defects. If you’re buying a used Hyundai or Kia EV in 2025, battery health should be one of the last things you worry about.
2. Tesla (High Performance, Mixed Results)
Average degradation after 100,000 miles: 8 to 12 percent
Thermal management: Excellent liquid cooling and software
Notable packs: LFP (Model 3 SR), NCA/NCM (Model S, X, LR variants)
Cell supplier: Panasonic (Fremont), CATL (China), LG Energy (Austin/Berlin)
Tesla batteries are famous — and for good reason. Their range figures are unmatched in most segments. But battery longevity is more complex than just capacity.
Model 3 and Model Y units with LFP batteries (usually Standard Range trims) degrade very slowly, even in tough climates. After 80,000 miles, many LFP Teslas still hold 95 percent or more of their original range.
However, the NCA packs used in Long Range and Performance models degrade faster — especially when charged to 100% frequently. It’s common for 2018–2021 Model 3 Long Range vehicles to show 15 to 18 percent degradation by the time they hit 120,000 miles.
Early Model S and X vehicles are worse. Many 2013–2017 units have lost 20 to 30 percent of range, and full battery replacements are common past the 150,000-mile mark.
Still, Tesla’s active cooling system and software preconditioning keep degradation slower than most brands. And the charging curve remains strong even in older cars, making Tesla batteries usable longer even when capacity drops.
3. Volkswagen Group (ID.4, Audi e-tron)
Average degradation after 100,000 miles: 7 to 10 percent
Thermal management: Solid liquid cooling
Battery supplier: LG Chem, SK Innovation (varies by region)
The Volkswagen ID.4’s 77 kWh usable pack has proven to be one of the most balanced on the market. Range isn’t as high as Tesla, but degradation is low, and real-world consistency is excellent.
Most 2021 ID.4s with 80,000+ miles show between 92 and 94 percent of original capacity. The cooling system keeps the pack stable during high-speed driving, and software updates have improved charge timing and thermal prep.
Audi’s e-tron (now Q8 e-tron) uses a much larger pack (95 kWh), and owners commonly report 88 to 91 percent capacity after 90,000 miles. It charges fast and stays cool, but the range-to-pack-size ratio is inefficient. You’re carrying extra weight to get average mileage.
Volkswagen’s biggest win is consistency. No major battery issues, no thermal runaway, and minimal owner complaints. For reliability alone, they earn their place in the top three.
4. Chevrolet (Mixed History, Post-Recall Improved)
Average degradation (post-2021 battery): 5 to 7 percent
Battery cooling: Active liquid
Notable packs: 66 kWh Bolt EV/EUV
Supplier: LG Chem (revised post-recall packs)
The Chevy Bolt had one of the worst battery reputation disasters in EV history — and then it became one of the best values in the used market.
Early Bolts (2017–2020) suffered widespread battery defects that led to full-pack recalls. GM replaced tens of thousands of batteries with brand-new packs starting in 2021. These new post-recall packs have held up well. Most show less than 8 percent loss at 70,000+ miles, and owners now get a fresh 8-year/100K warranty on the replacements.
Charging speed is slow, but degradation is low. Heat management is effective, and Bolt EVs from late 2021 and all of 2022 with new packs are now some of the best long-term EV values under $20K.
Just make sure you’re buying one that had the battery replaced. Ask for service records, look for pack serial numbers, and verify warranty start dates.
5. Nissan (High Degradation, Poor Thermal Design)
Average degradation at 100,000 miles: 15 to 30 percent
Cooling system: None (air-cooled only)
Charging standard: CHAdeMO (now obsolete)
Nissan’s Leaf was the gateway EV for millions of drivers — and it’s also the best example of what happens when a car company ships an electric vehicle with no thermal management.
The Leaf’s battery pack is passively air-cooled. It heats up quickly in summer, during fast charging, or even after back-to-back errands. And that heat builds up, accelerating lithium ion wear.
In hot states like Arizona, Texas, and southern California, Leafs routinely lose 25 to 30 percent of range by 100,000 miles. Even in moderate climates, 2015–2019 Leafs often fall below 70 percent battery health by the 80,000-mile mark.
The Leaf Plus model improved range with a 62 kWh pack, but it still lacks active cooling — and degradation remains worse than any other modern EV. As of 2025, the CHAdeMO fast charging standard is nearly dead in North America, compounding its problems.
Nissan batteries are cheap to build and sometimes cheap to replace — but they’re also the shortest-lived in the used EV market. Buy one only if you understand the risks and have a short, flat daily commute.
6. BMW (Respectable Chemistry, Limited Support)
Average degradation at 100,000 miles: 10 to 15 percent
Thermal system: Active liquid cooling on later models
Notable packs: 33 kWh and 42 kWh in i3, newer packs in iX and i4
Charging standard: Combo 1 and CCS
BMW approached EVs with a different mindset than most automakers. The BMW i3 was ahead of its time in design and materials, but behind in charging and long-term battery support.
Early i3 models used a small battery (22 kWh, later upgraded to 33 and 42 kWh) and an unusual charging port format (Combo 1). While degradation was average — often about 12 to 14 percent at 80,000 miles — it was the lack of fast charging and serviceability that tanked long-term usability.
Worse, the i3 was engineered with a carbon fiber body that requires specialized tools to work on. This drove up repair costs for battery swaps or high-voltage work, making many out-of-warranty units functionally disposable.
BMW’s newer EVs like the i4 and iX have improved packs with better thermal control and more efficient cell layouts, but they remain too new to have reliable degradation data beyond 30,000 to 40,000 miles. Early indications are good — especially on the iX — but the i3’s issues still cast a shadow.
For buyers on a budget, the i3’s battery is average. But it’s the surrounding systems, repair complexity, and outdated hardware that keep it off our recommended list.
7. Mazda (Low Use Case, Small Pack Stability)
Average degradation: 6 to 9 percent
Battery size: 35.5 kWh in MX-30
Range: 100 miles (new), 85 miles (used)
Thermal system: Liquid cooling
Charging: 50 kW max CCS
The Mazda MX-30 doesn’t get a lot of love in EV circles — and for good reason. It offers barely 100 miles of range new, it charges slowly, and it was only briefly sold in the U.S. But from a pure battery longevity standpoint, it’s surprisingly strong.
Mazda did equip the MX-30 with full thermal control and used conservative charge buffers that protect the battery from overcharging. As a result, degradation is minor even after years of urban use. Owners regularly report 92 to 95 percent capacity after 50,000 miles.
That said, it barely belonged in the EV segment when it launched, and in 2025, it’s not a practical used buy for anyone with a real commute. It deserves credit for battery durability — but its limited utility keeps it off the leaderboards for anything else.
Battery Replacement Costs by Brand in 2025
While many EVs never need a battery swap during normal ownership, it’s important to know what it costs — just in case.
Hyundai/Kia:
Battery replacement quotes for the 64 kWh packs in Kona/Niro are now under $9,000 installed out of warranty. Ioniq 5 and EV6 packs run higher — closer to $11,000 to $13,000 — due to higher-voltage systems and labor complexity.
Tesla:
Official replacement costs vary. Model 3 Long Range packs are quoted between $13,000 and $17,000 depending on labor and battery sourcing. Model S and X packs are much higher — often over $20,000 due to pack size and older architecture.
Chevrolet Bolt:
Thanks to the recall, many packs are brand-new and covered by warranty. For out-of-warranty swaps, expect $11,000 to $13,000 total for parts and labor.
Volkswagen ID.4:
Battery replacement estimates range from $14,000 to $16,000. However, most owners will trade in or resell long before needing a new pack.
Nissan Leaf:
Theoretically the cheapest — but often the worst deal. A 40 kWh Leaf replacement battery is around $7,500 plus labor, but many shops won’t touch the job due to lack of support or availability.
BMW i3:
Estimates range from $15,000 to $19,000 due to limited part supply, extensive labor, and carbon-fiber underbody requiring custom work.
What We Think
Battery longevity is now the defining trait of a good used electric car. It’s more important than horsepower, infotainment, or even raw EPA range. If the battery won’t last, the rest of the car doesn’t matter.
And in 2025, we finally have enough real-world data to separate the hype from the truth.
The best EV batteries on the market right now belong to Hyundai and Kia. They degrade slowly, charge reliably, and rarely fail. You can confidently buy a 4-year-old Kona, Ioniq, or Niro and expect it to perform like new for years.
Tesla gets credit for innovation and software integration. But battery degradation on older Long Range and Performance models is real — especially if they’ve seen frequent supercharging. The newer LFP packs in Standard Range models are a bright spot, and may ultimately outlast Tesla’s premium cells.
The Volkswagen ID.4 strikes a strong balance of affordability and battery health. It’s not flashy, but it works — and it’s proving itself on roads across North America every day.
Chevrolet deserves a second look. Post-recall Bolts have brand-new batteries and some of the best resale value in the EV segment right now — especially for budget buyers.
We strongly caution against buying a Nissan Leaf without verifying battery health. Even Leaf Plus models drop range quickly in warm states and are now borderline obsolete thanks to the demise of CHAdeMO.
If you’re buying a used electric car in 2025, always check:
- Battery health reports via diagnostics or third-party tools
- Warranty status for the battery system
- Signs of prior battery replacement or degradation
- The thermal management system — liquid cooling is a must
- Charging port and network support (avoid CHAdeMO)
Battery performance is the truth behind every EV — and now you know where the truth lives.
