Concerns about electric vehicle batteries wearing out like aging smartphones or laptops may be overstated, according to a large new analysis of battery-health data. The study, conducted by EV diagnostics company Aviloo, examined approximately 500,000 battery tests from used electric cars and found that most models retained the vast majority of their original usable capacity after many years and tens of thousands of miles.

The results are encouraging for current EV owners and shoppers considering a used electric vehicle. However, the data also shows that battery longevity can vary substantially depending on the vehicle, its battery design, climate, charging habits and age.

Aviloo compiled test results from 20 popular EV models. The vehicles were tested between 2022 and 2026 across North America, South America, Europe, Asia and Australia. The company measured each vehicle’s state of health, or SOH, a metric representing how much of the battery’s original usable capacity remains.

For example, an EV showing a 95% state-of-health score would theoretically retain about 95% of the range it delivered when new, assuming other factors such as weather, driving style and tire condition remain the same. Aviloo calculated median battery-health results for each model at three mileage milestones: 50,000 kilometers, or about 31,000 miles; 100,000 km, or roughly 62,000 miles; and 150,000 km, equivalent to approximately 93,000 miles.

The Hyundai Ioniq 5 was the strongest performer at the first two milestones. After 50,000 km, the model had a median battery-health score of more than 97%, meaning the typical vehicle in the study retained nearly all of its original usable capacity. The Mercedes-Benz EQA followed with a score of 96.56%. Every model included in the comparison recorded a median score above 90% at this stage.

At 100,000 km, the Ioniq 5 again led the field with more than 95% of its original capacity remaining. The Mercedes-Benz EQA was close behind at about 95%, while the Hyundai Kona Electric and BMW i4 each recorded median scores of approximately 94.3%. Ford’s Mustang Mach-E also performed well, with a median score of 93.45%.

The overall results were less favorable for two older, smaller EVs: the Renault Zoe and Nissan Leaf. Both use air-cooled battery systems, unlike many newer electric vehicles that rely on liquid cooling. Their smaller battery packs may also contribute to faster wear because they generally require more frequent charging to cover the same distance. Each additional charging cycle contributes incrementally to long-term degradation.

At the 150,000-km mark, most models remained clustered between 90% and 94% of their original capacity. The Mercedes-Benz EQA and Hyundai Ioniq 5 were effectively tied for the top position, recording median scores of 93.97% and 93.79%, respectively. The BMW i4 followed at 93.62%, while the Kona Electric posted 92.95%. Volvo’s XC40 Recharge also performed strongly at 92.79%.

The smaller vehicles again occupied the bottom of the rankings. The Mini Cooper SE recorded a median battery-health score of 87.11%, while the Renault Zoe reached 87.33% and the Nissan Leaf came in at 86.67%. Even these lower results indicate that the batteries generally retained most of their original capacity after close to 100,000 miles.

Tesla’s Model Y and Model 3 landed closer to the middle or lower end of the comparison. At 150,000 km, Model Y vehicles showed a median state of health of 90.3%. Model 3 vehicles recorded a median of 88.94%. These figures are still considerably better than the idea that an EV battery becomes unusable after roughly 100,000 miles, but they illustrate that battery performance differs considerably between models.

Median results, however, do not tell the entire story. Aviloo also examined the range encompassing 99% of vehicles at a given mileage, revealing a wide spread between individual examples. After 150,000 km, Model Y battery-health scores ranged from 82.9% to 94.9%. BMW i4 results ranged from 87.5% to 96.9%, while Mustang Mach-E scores extended from 85.3% to 96.1%. The Model 3 showed one of the widest ranges, from 80.28% to 94.53%.

That variation means buyers should avoid treating a model’s median result as a guarantee for every vehicle. Two cars of the same model and similar mileage can have significantly different battery-health scores. A used-EV battery test may therefore be especially valuable before purchase, particularly for vehicles with high mileage.

Several factors can help explain the differences. Hot climates can accelerate battery aging, while frequent use of high-power fast chargers may increase long-term stress. Leaving a vehicle at or near a full charge for extended periods can also contribute to degradation. Battery chemistry and thermal-management systems vary among manufacturers, so identical charging routines may produce different results in different models.

Calendar age matters as well. Battery degradation is influenced not only by how far a vehicle has been driven, but also by how long the battery has existed. This means a relatively low-mileage EV may still show some capacity loss if it has spent many years in service.

The broad conclusion is positive: modern EV batteries generally do not turn into unusable components after 100,000 miles. For many popular models, owners can reasonably expect a range reduction of around 10% after that distance, although individual results may be better or worse. Vehicle choice and charging behavior remain important, but the latest data suggests that battery durability is one of the stronger aspects of contemporary electric cars rather than a fundamental weakness.