Ask anyone why they hesitate to buy a used electric car, and nine times out of ten the answer is the same: the battery. What if it is worn out? What if it only holds half the advertised range? What if it gives up in two years and a replacement costs as much as the car? These fears are understandable, and they are not entirely unfounded. But in 2026, treating them as certainties means missing out on a market that offers real opportunities today.
The number of used EVs available in Belgium has exploded this year. The first business lease fleets, bought between 2019 and 2022, are arriving in large numbers on the second-hand market. These are cars aged 3 to 6 years, often well maintained, with a full history and prices that have dropped 40 to 50% compared to new. The question is no longer “can you buy a used electric car?” but “how do you do it smartly?”
What SoH means and why it is the figure that matters
SoH stands for State of Health, the condition of the battery. It is the percentage of capacity remaining compared with its original state. A new battery is at 100%. After a few years of use, it gradually declines. The question is how far and how fast.
The good news is that the batteries of modern electric vehicles age much more slowly than people feared just five years ago. Studies of fleets in real-world use show that a typical electric car loses around 2 to 3% of capacity per year under normal conditions of use. A 5-year-old Renault Zoé therefore generally has an SoH of around 85 to 90%. A 4-year-old Tesla Model 3 is often between 88 and 94%.
80% = minimum acceptable SoH threshold when buying used
85 to 90% = typical SoH of a 4 to 5-year-old EV in normal use
€100 to €200 = cost of a professional battery diagnostic at a specialist
8 years = battery warranty period offered by most manufacturers
Below 80% SoH, things get more complicated. Real-world range can fall well short of the manufacturer’s figures, and for some uses, such as long journeys or the rural areas of Walloon Brabant, that becomes a real constraint. That is why a battery in good condition will show 90% or more of its original capacity, and below 80%, range can drop significantly. This 80% threshold should be seen as a lower limit, not a target.
Belgium’s big new development for 2026: SoH in the Car-Pass
This is probably the best news of the year for buyers of used EVs in Belgium, and it is still little known. From 2026, Car-Pass will include the state of health of high-voltage batteries in its report. This decision, championed by ministers Beenders and Crucke, puts Belgium ahead of European legislation, which has not yet led to a similar obligation across the continent.
What this changes in practice: when you buy a used electric car in Belgium with a recent Car-Pass, you will now be able to know the battery’s state of health in a certified, documented way, just as you know the mileage today. This is a major shift for the market. The measure finally provides a pragmatic answer to a demand that industry professionals have been voicing for several years: they wanted a reliable tool to assess the most expensive component of an electric car.
✅ What this means for you: buying a used EV in Belgium becomes objectively safer than elsewhere in Europe. You now have two documented guarantees on the same official document: the real mileage and the condition of the battery. That is exactly what was missing to give hesitant buyers confidence.
Manufacturer warranties: better than you think
One point many buyers are unaware of: almost all manufacturers offer an extended battery warranty that can run up to 8 years or 160,000 km. It is not a full warranty, but it at least covers keeping the SoH above a minimum threshold, often 70 or 75% depending on the manufacturer.
In practice, if you buy a 2021 Volkswagen ID.3 today, Volkswagen’s battery warranty still runs until 2029. A Tesla Model 3 bought in 2020 has a battery warranty until 2028. These warranties transfer to the second owner, and they are a real safety net that changes the risk calculation compared with what people often imagine.
| Manufacturer | Battery warranty | Guaranteed SoH threshold |
|---|---|---|
| Tesla | 8 years or 160,000 to 240,000 km depending on model | 70 to 80% depending on model |
| Renault (Zoé post-2021) | 8 years or 160,000 km | 75% |
| Volkswagen (ID.3, ID.4) | 8 years or 160,000 km | 70% |
| Hyundai / Kia | 8 years or 160,000 km | 70% |
| Peugeot e-208, e-2008 | 8 years or 160,000 km | 70% |
| BMW iX3, i4 | 8 years or 100,000 km | 70% |
⚠️ The special case of the pre-2021 Renault Zoé: Zoés sold before 2021 often used a battery rental scheme separate from the car. The battery does not belong to the car’s owner, and a monthly rental fee is still payable. If you buy a Zoé from this generation, make absolutely sure to check whether the battery is included in the sale or rented. It is a classic mistake that proves costly after the deal.
What really makes a battery age faster
Not all batteries age at the same rate, and how the car has been used matters a lot. An EV used as a taxi or delivery vehicle, with daily rapid charging and very intensive cycles, will have a battery in a very different state from a company car that came home every evening and charged slowly overnight.
The main factors that speed up battery ageing are frequent rapid charging (above 50 kW), regularly keeping the charge above 90% or below 10%, and extreme temperatures, especially prolonged heat. Conversely, a battery that has mainly been charged slowly at home, kept between 20 and 80% charge, and never regularly run completely flat will be in much better condition for its age.
That is why an SoH diagnostic alone is not enough. The usage history is as important as the figure itself. A Zoé at 88% SoH that did half of its charging on motorway rapid chargers is different from a Zoé at 88% that was charged slowly at home all its life.
The models with the best reputation on the used market
Some models have quickly built a solid reputation on Belgium’s used EV market, notably because their batteries age well and their residual value is decent.
The Tesla Model 3 has become the benchmark for used EVs. Used Model 3 prices have become very competitive, with older or high-mileage examples starting at around 20,000 euros, and for high-mileage drivers it is the hassle-free choice, with its excellent charging network, long range and continuous software updates. The Volkswagen ID.3 is gaining ground, with documented reliability after 3 to 4 years of use. The first-generation Hyundai Ioniq Electric is particularly valued for the robustness of its battery. And the Peugeot e-208 has established itself as one of the most affordable used EVs, with good value for money.
What it really costs to maintain a used EV
This is one of the often underestimated advantages. An electric motor needs no oil change, and has no timing belt, no oil filter and no clutch to replace. Used electric cars guarantee maintenance that is 20 to 30% cheaper than their combustion-engine equivalents. Over an ownership period of 3 to 4 years, that is a real, significant saving that often offsets the slightly higher purchase price compared with an equivalent combustion-engine car.
What still needs maintaining is mainly the brakes (which last longer thanks to regenerative braking), the tyres (which wear a little faster because of the weight and instant torque), the pads, the shock absorbers and, of course, the manufacturer’s scheduled services. Nothing daunting for a competent mechanic.
💡 The right reflex before any purchase: insist on a recent SoH diagnostic, less than 3 months old. This check costs between 100 and 200 euros at a certified professional. It is the most cost-effective expense you can make before signing, because it can save you from discovering after the deal that the battery is at 71% when the seller had assured you it was “in perfect condition”.
Is 2026 really the right time to take the plunge?
Probably yes, for several reasons that are converging right now. Supply is more plentiful than ever. Prices have dropped 40 to 50% compared to new on 3 to 5-year-old models. The Belgian Car-Pass now includes the SoH, which makes transactions more transparent. And the manufacturer warranties still running on many of these vehicles provide a real safety net.
The only real condition for it to go well is not to buy blind. A used EV without a battery diagnostic is like buying a used car without a Car-Pass. It is technically possible, but needlessly risky when the protection exists and costs very little to use.
FAQ
SoH (State of Health) is the percentage of a battery’s remaining capacity compared with its original state. A new battery is at 100%. After 4 to 5 years of normal use, it generally sits between 85 and 92%. Below 80%, real-world range starts to be significantly reduced. It is the number one criterion to ask about before buying any used EV, and since 2026 in Belgium, this information has been included in the official Car-Pass.
Yes, in the vast majority of cases. Manufacturers’ battery warranties are attached to the vehicle, not to the original owner. If a 2020 Tesla Model 3 is still under battery warranty until 2028, you benefit from that warranty as the second or third owner. Simply check the date the vehicle was first put into service and the manufacturer’s exact warranty terms, as the SoH thresholds covered vary slightly from one brand to another.
A professional SoH diagnostic costs between 100 and 200 euros depending on the model and the provider. It can be carried out at a brand dealer, at a garage specialising in EVs, or through a car agent such as Le Garage Privé, which includes it in its pre-purchase inspection. It is the most cost-effective expense before signing for a used EV, because it can save you from discovering a battery in poor condition after the deal.