When you buy an electric vehicle, long-term durability is usually one of the biggest questions on your mind. Buyers frequently worry about how well a battery pack will hold its capacity after driving tens of thousands of miles down the road. Luckily, real-world data is starting to show that modern EV packs are lasting much longer than early skeptics ever expected.
A new study from Swedish online car marketplace and dealership Carla looked directly at this issue. They analyzed 9,954 battery tests from Swedish electric cars conducted between 2022 and 2026 using precise diagnostics. The evaluation examined how battery health evolves for individual electric car models after they have traveled 10,000 Swedish miles, which translates to 100,000 kilometers or roughly 62,000 regular miles.
Kia and Hyundai swept the top spots on the board, with the Kia e-Niro, Hyundai Kona, and Kia EV6 coming in first, second, and third, respectively, with battery health scores well over 95%. Tesla still managed a respectable showing, with four entries in the top 20. Check out the full rankings below:
Rank | EV Model | Avg. battery health retained past 62,000 mi (%) |
|---|---|---|
1 | Kia e-Niro – 64 kWh | 97.25 |
2 | Hyundai Kona – 64 kWh | 97.18 |
3 | Kia EV6 – 77.4 kWh | 95.95 |
4 | Volvo XC40 Recharge – 69 kWh (CATL) | 94.70 |
5 | Polestar 2 – 78 kWh (CATL) | 94.35 |
6 | BMW i3 – 120 Ah | 93.77 |
7 | Polestar 2 – 78 kWh (LG Chem) | 93.53 |
8 | Tesla Model 3 – 60.5 kWh (CATL LFP) | 93.34 |
9 | Audi e-tron 50 – 71 kWh | 93.02 |
10 | Audi e-tron 55 – 95 kWh | 92.93 |
11 | Skoda Enyaq iV – 77 kWh | 92.88 |
12 | Tesla Model 3 – 78.8 kWh (LG Chem) | 92.83 |
13 | Tesla Model S – 96 cells | 92.80 |
14 | Volkswagen ID.4 – 77 kWh | 92.77 |
15 | Skoda Enyaq iV – 77 kWh | 92.60 |
16 | Tesla Model X – 96 cells | 92.52 |
17 | Volkswagen ID.4 – 77 kWh | 92.27 |
18 | Tesla Model Y – 78.8 kWh (LG Chem) | 92.18 |
19 | Audi Q4 e-tron – 77 kWh | 92.18 |
20 | Volkswagen ID.3 – 58 kWh | 91.79 |
Interestingly, the findings showed that Tesla’s cheaper Lithium Iron Phosphate (LFP) battery pack variants are actually outpacing their premium nickel-based siblings. The CATL LFP-equipped Model 3 led the charge for the brand in 8th place, retaining 93.34% of its original capacity. The LG Chem version of the Model 3 followed closely behind in 12th place at 92.83%, while the older Model S architecture grabbed 13th place at 92.80%. Further down the list, the Model X secured 16th place at 92.52%, and the LG Chem Model Y rounded out Tesla’s presence in 18th place, holding onto 92.18% health past the 62,000-mile mark.
The Chemistry Breakdown
The data looked at individual versions of the Model 3 to see how different battery cells hold up under identical usage and climate conditions. Model 3s equipped with a 60.5 kWh LFP pack from CATL averaged an impressive 93.34% battery health after crossing the 62,000-mile mark.
When you look at the nickel-based versions of the exact same car, the degradation gap becomes obvious. Model 3 units with an LG Chem Nickel Manganese Cobalt (NMC) pack sat at 92.83% health, while the premium long-range Panasonic packs with Nickel Cobalt Aluminum (NCA) cells dropped lower, landing between 88.2% and 89.8% capacity.
Tesla Model 3 Battery Variant | Battery Chemistry | Avg. battery health retained past 62,000 mi (%) |
|---|---|---|
CATL | LFP | 93.3 |
LG Chem | NMC | 91.5 |
Panasonic 77.8 kWh | NCA | 89.8 |
Panasonic 52.4 kWh | NCA | 88.2 |
This happens because LFP cells are chemically more stable and tolerate being charged to 100% capacity much better than nickel-based packs. Notably, the top three EVs in this study all use NMC batteries. However, these packs’ cell compositions and battery management systems (BMS) appear to be tuned specifically for longevity rather than performance or charging speed.
Tesla initially integrated LFP cells into its supply chain to cut manufacturing costs, but owners got a major longevity bonus in the bargain. Tesla supplier CATL is moving even faster now, having recently unveiled its third-generation Shenxing LFP battery with crazy fast charging speeds. Tesla is also doubling down on this tech in the U.S., having signed a $4.3 billion deal with LG for an LFP battery factory in Michigan.
What This Means for Used EV Buyers
In the U.S., the average driver only logs about 13,500 to 14,500 miles per year. That means it takes more than four years of driving to even reach the mileage threshold used in this study.
The overall results from the dataset are pretty positive, showing that modern electric cars generally retain a very large part of their battery capacity even at high mileage. While usage is the main factor behind battery degradation, other things also contribute to cell aging. Bad habits like excessive DC fast-charging, letting your car sit near 0% battery or always charging to 100%, and poor conditioning can all speed up capacity loss. To help keep your cells healthy, take a look at our detailed round-up of Tesla’s battery health tips.
Battery degradation is far less of a worry today than it was even at the beginning of the decade. Typical EV range numbers these days easily clear 300 miles, batteries often have a degradation buffer built into them that takes the brunt of the impact, and packs are retaining more than 90% of their capacity even after several years of ownership anyway. Ultimately, the data confirms your battery pack will likely outlive the chassis around it.
Still, checking battery health is a good idea if you’re buying used, especially when looking at models with an older battery chemistry. Sadly, accessing this data on a Tesla’s screen has become a bit harder since the battery health test feature was quietly removed from the in-car Service menu last year.
