The continuous increase in the power density of electric motors is intensifying thermal management challenges. To maintain motor performance and service life, manufacturers require cooling systems capable of controlling hot spots while meeting increasingly demanding reliability and efficiency requirements.

Dielectric oil cooling is a solution well suited to the electric motor environment. Unlike water, oil can efficiently dissipate heat in direct proximity to electrical components without creating a short circuit. Its effectiveness relies on controlled fluid management and reliable sealing to ensure long-term system performance.

To address these challenges, Hutchinson provides the Oil Spray Ring, a custom-designed multimaterial solution for electric motors, consisting of a thermoplastic structural ring and two elastomer seals assembled on either side of the ring. This product provides external cooling of the stator by maintaining a low-pressure oil chamber around it, and cooling of the end turns of the winding, through the targeted spraying of dielectric oil. Precise flow management directs the oil to the areas most exposed to thermal stress, promoting heat dissipation and preventing motor degradation.

The product design, combined with materials compatible with dielectric fluids and resistant to temperatures up to 180°C, ensures the robustness of the component in its operating environment. Its mechanical properties, engineered to withstand seal retention and oil circuit pressure, provide long-lasting sealing performance.

The multimaterial design also offers industrialization benefits by combining weight reduction with ease of assembly, thereby facilitating integration into the electric motors.

Hutchinson develops its own elastomer formulations and controls the entire value chain, from formulation to production, to meet the most demanding customer specifications.

To address the market’s decarbonization challenges, the group is continuously working to reduce the carbon footprint of its solutions while delivering materials that are increasingly high performing and sustainable. As part of this commitment, the teams have developed a new elastomer compound for a leading automotive manufacturer. It contains 25% bio-based and recycled materials to reduce CO2 emissions by 23% compared with standard rubber.

As power densities continue to increase, innovative solutions such as the Oil Spray Ring are becoming key enablers of efficient thermal management in electric motors, paving the way for ever more efficient and sustainable systems.

Discover Hutchinson’s expert-talks videos: https://automotive.hutchinson.com/fr/videos

Team FJ, the organizer of the NASCAR Euro Series, has signed a technical partnership with Oreca Motorsport, to participate in the NASCAR Euro Series engine program.

New and rebuilt EuroNASCAR-spec V8 engines will undergo dyno validation by Oreca’s engine specialists in Magny-Cours, France, before delivery to race teams. Oreca will also support technical inspections by providing engine dyno analysis to assess performance parity between engines. The two organizations will also explore future engine development projects for EuroNASCAR.

Over the past decade, the NASCAR European championship has focused on improving technical standards and maintaining close competition. Its partnership with Oreca Motorsport will provide additional engineering and technical expertise to support teams, drivers and partners.

“We are very happy to partner with the Oreca engine department to continue improving the series and the EuroNASCAR cars,” said Jerome Galpin, NASCAR Euro Series president. “Since we founded the series in 2009, we never stopped looking ahead and far ahead. This technical partnership will bring immediate impact before starting the 2026 playoffs, but also a great opportunity for the future evolution of our power units. The best is always to come!”

“We are proud to bring our engine expertise and experience to the NASCAR Euro Series and to contribute to the continued development of its V8 engine program,” said Serge Meyer, Oreca Motorsport engine department director. “With its strong technical heritage and experience across some of the world’s most demanding racing programs, Oreca’s engine department is looking forward to putting its know-how to work alongside the NASCAR Euro Series. This partnership is about more than engine validation and technical support: it is about combining our expertise to keep raising the level of competition and preparing the next steps for the series.”

Work is already underway following the NASCAR GP Czech Republic and the closing of the regular season.

In related news, Ford Hypercar completes first track tests

Volkswagen has introduced the Mission Efficiency concept, which it says is “the world’s most economical near-production electric vehicle.”

The prototype has set three world records, for aerodynamics, efficiency and fuel consumption. The vehicle achieved a drag coefficient (Cd) value of 0.158, a new record for road-approved cars. It also recorded energy consumption of 6.48kWh/100 km during an “ideal trip,” with a constant speed of 68km/h, no uphill gradients and peripheral consumers such as air-conditioning switched off. Volkswagen says the Mission Efficiency is also the most economical near-production electric car in its class, combining the aerodynamic performance with a highly efficient electric drive from the ID. Polo.

On an officially documented consumption test drive over a distance of 1,278.36km from Volkswagen’s German Development Center in Wolfsburg, via Poznań (Poland) and Olmütz (Czech Republic) to the Austrian capital Vienna, the Mission Efficiency achieved real consumption of 7.51kWh/100 km including charging losses (6.89kWh/100 km without charging losses). The route was completed with an average speed of 67.72km/h; the top speed was 138km/h. The 54.9kWh battery (net) was only charged once during the journey. On arrival in Vienna, it had a remaining range of 164km.

Thomas Schäfer, CEO of the Volkswagen brand, head of the Brand Group Core and a member of the group board of management, said, “Mission Efficiency is the ideal way to demonstrate what distinguishes Volkswagen in the electric age: technology for the masses, not just for the few. Rather than using specialist technology, the vehicle set its three world records using affordable production technology from the ID. Polo and ID. Cross, based on the MEB+ platform with front-wheel drive.”

Efficient standard drive from the ID. Polo

Two of the features adopted from series production are the 99kW (135 PS) electric motor and the high-voltage battery.

Kai Grünitz, board member for technical development, Volkswagen Brand and Brand Group Core explained, “The new Mission Efficiency impressively demonstrates the incredible potential of the drive system in our new ID. Polo. Developed for all models based on MEB+ with front-wheel drive, the system is extremely light, very efficient and thus the ideal drive system for our record-breaking vehicle.”

Aerodynamics-inspired form that reduces consumption

The Mission Efficiency’s aerodynamic performance is based on a drag coefficient of 0.158 and a small frontal area of 2.08m². Its design combines a flow-optimized teardrop shape with active cooling air flaps, clad rear wheels and a fully clad underbody. Frameless door windows and door handles integrated into the outer skin reduce aerodynamic drag further.

The benefits become more pronounced at higher speeds. Above 80km/h, energy consumption is more than 30% lower than that of the standard ID. Polo; at 140km/h the Mission Efficiency uses about as much energy as the ID. Polo at 100km/h.

Andreas Mindt, chief designer at Volkswagen, commented, “With its front end, the Mission Efficiency slots into our new family of electric vehicles, which also includes the ID. Polo and ID. Cross. The shape of the body itself is committed fully to functionality and thus the laws of aerodynamics. This has resulted in a state-of-the-art, efficient sports car in which the DNA of the legendary Volkswagen XL1 shines through.” Presented in 2013 and fitted with a plug-in hybrid drive, the XL1 was the most economical production car in the world at that time.

At 4,775mm long and 1,392mm tall, the Mission Efficiency coupe offers 2+2 seats and 481 liters of capacity in the luggage compartment. Additional stowage compartments under the rear seats and in the sides of the body create space for everyday items and the charging cable. While the front interior can be used without restriction, the two rear seats are intended for passengers up to a height of approximately 1.60m. The prototype was designed so that it could theoretically be used by a young family of four. The body combines components of the ID. Polo with a self-supporting aluminum structure and components made of a high-strength carbon fiber-reinforced polymer (CFRP) and aramid composite.

A 370W photovoltaic system integrated into the glass roof and trunk lid supplies power to the vehicle’s electrical consumers and can increase real-world range by up to 30km per day, depending on conditions. Lightweight interior panels, a mobile Bluetooth speaker replacing the conventional speaker system and a ‘bring your own device’ approach, using a smartphone or tablet instead of an infotainment display, reduce weight further.

In related news, BMW iX5 Hydrogen enters next development phase ahead of series production

The next generation of the BMW 3 Series powered by internal combustion engines (ICE) is entering the final phase of series production development, with camouflaged prototypes completing testing at BMW Group’s proving grounds in southern France.

A technology-open drive system concept is a key feature of the new BMW 3 Series. Alongside the fully electric BMW i3, which celebrated its design premiere in March 2026, there will be a line-up of new BMW 3 Series models with four- and six-cylinder engines. The power units are “extremely efficient”, the auto maker said, and have 48V mild hybrid technology.

The new BMW 3 Series is undergoing a final round of driving dynamics testing at the BMW Group’s test centre near Miramas in southern France. The facility offers a range of track types, from a high-speed oval to handling courses, as well as different road surfaces, enabling engineers to assess and optimize the vehicle’s driving behavior. Before arriving in Miramas, the new 3 Series had already completed an extensive testing program, including trials at the BMW Group’s winter testing center in Arjeplog, Sweden, and on the Nürburgring in Germany.

“The BMW 3 Series has set standards for driving dynamics for several decades now, and thus serves as a symbol of ‘sheer driving pleasure’,” explained Dr Mihiar Ayoubi, senior vice president – driving experience development, BMW.

“With the new generation, we are building on this strength once again through the perfect interplay of chassis hardware and a continuously optimized and intelligent BMW Driving Stack. In this way, we are elevating the driving experience in the new BMW 3 Series to a new level – precise, assured und unmistakably BMW.”

Six-cylinder engine 

The BMW M350 xDrive is the performance variant of the new BMW 3 Series range, and has an internal combustion engine – a 3.0-liter BMW TwinPower Turbo six-cylinder in-line developing 326kW/443hp.

It is the only 3 Series variant offered with a six-cylinder engine and features specific chassis tuning, increased torsional and vertical stiffness, an 8-speed Steptronic transmission and BMW xDrive all-wheel drive. Like the four-cylinder models, it uses 48V mild-hybrid technology. Adaptive M suspension, an M Sport differential and variable sport steering are fitted as standard. The M350 xDrive accelerates from 0-100 km/h (62mph) in 4.1 seconds.

The BMW M350 xDrive will introduce a Drift Moment function during 2027, enabling drive from the engine to be directed entirely to the rear wheels when activated via the central display. Combined with M-specific control of the multidisc clutch and DSC switched off, the function enables rear-wheel-drive drift behavior.

Chassis development

The new BMW 3 Series combines near-even weight distribution between the axles with a longer wheelbase and wider front and rear tracks. Digital driving dynamics systems are integrated across the vehicle, with updates including an upgraded integrated braking system and revised steering ratio aimed at improving handling precision.

It has a double-joint spring strut front axle and a five-link rear axle, while anti-roll bar mounts with high preload on both axles improve roll control and stabilization.

The intelligent BMW driving stack

The new BMW 3 Series features model-specific chassis and control systems adapted to each drive system, alongside a newly developed electronics and software architecture. At its core is the BMW Driving Stack, an integrated hardware and software system that coordinates driving-related functions across the vehicle.

In the fully electric BMW i3, the Heart of Joy central computer works with the BMW Dynamic Performance Control Driving Stack to manage the vehicle’s driving dynamics. Developed for BMW’s sixth-generation electric drive architecture, the system coordinates driving-related functions across the vehicle. The ICE models use an optimized BMW Driving Stack tailored to their drive system, with transverse dynamics management integrating agility-related functions including the all-wheel-drive system. Stabilization and engine management remain distributed across specialized control units, building on BMW’s existing control architecture.

Both Driving Stacks are tailored to their respective drive systems, with future BMW 3 Series variants set to use driving dynamics management systems configured for their specific powertrain.

Related news, BMW iX5 Hydrogen enters next development phase ahead of series production

McLaren Automotive has announced a £500m (US$673m) investment program to expand its UK manufacturing, engineering and operations, enabling it to accelerate the development of its next generation of models.

Nick Collins, chief executive officer of McLaren Group and McLaren Automotive, said, “This investment gives us the platform to grow, develop and build on what makes us distinctive, while investing in the people, technologies and products that will keep us competitive for decades to come.”

Expanding McLaren Automotive in the UK

The investment will enable McLaren Automotive to expand its production capacity and increase vehicle output in the UK, including the production of the next generation of McLaren models and a newly confirmed performance SUV. The expansion will be supported by a new vehicle assembly facility planned for the UK.

For the first time, McLaren Automotive’s future powertrains will be designed and built in-house, starting with two new engines and transmissions. The move will support the company’s hybrid powertrain strategy, building on its use of hybrid technology, which began with the McLaren P1.

McLaren Automotive will also expand operations at the McLaren production center in Woking and its carbon-fiber manufacturing and research facility in South Yorkshire at the McLaren Composites Technology Centre.

The company has recently opened two new UK sites – a design and innovation center at the McLaren Creation Centre in Bicester, and a testing and vehicle development facility in the Midlands. Together with its Woking headquarters and South Yorkshire carbon-fiber facility, they form an integrated UK operation, from design through to advanced manufacturing.

UK Prime Minister Andy Burnham said, “McLaren Automotive is doubling down on Britain, keeping the design, the engineering and the building of every future car here, and taking on a thousand more people to do it.

“Their investment will create high-quality apprenticeships, jobs and drive growth far beyond their factory gates. It is how you get skilled work, decent wages and pride back into a place.

“It’s this kind of partnership between government and business that will help us reindustrialize communities and make every part of Britain better off. I want young people to see that and know there is a future for them in making things, wherever they grew up.”

New products, skills and jobs

McLaren Automotive is “building a complete portfolio around the supercar”, the auto maker said, and plans to enter new categories including the performance SUV segment. The investment will provide the manufacturing capacity, technology and skills required to bring its future models to market.

The program will create at least 1,000 new direct and indirect jobs across McLaren’s UK operations by 2032, while safeguarding existing roles. McLaren Automotive’s UK manufacturing workforce is expected to double, supported by new apprenticeships aimed at developing future talent.

The investment will strengthen McLaren Automotive’s expertise in lightweighting, carbon fiber and advanced manufacturing, while securing critical intellectual property and production capabilities in the UK.

Jassem Al Zaabi, managing director and group chief executive officer of L’IMAD, commented, “Over the past 20 months, L’IMAD has worked closely with McLaren Automotive’s management team, supporting the business in sharpening its strategic direction and positioning itself for long-term growth.

“This investment reflects our confidence in its potential and our commitment to backing the business through its next chapter, building on the heritage, engineering excellence and distinctive brand that has defined McLaren for more than six decades.”

Recent news, Mercedes-AMG develops 646hp CLE Spezialanfertigung for road and track

Mercedes-AMG has revealed the CLE 646 Spezialanfertigung and said that development of the vehicle focused on driving dynamics, combining a 646hp (475kW) V8 biturbo engine with rear-wheel drive, reduced weight and a chassis tuned for precision. A wide-body design with wider tracks, carbon-fiber components and dedicated aerodynamic elements is intended to improve its dynamic performance.

“For me, the Mercedes‑AMG CLE 646 Spezialanfertigung represents the very essence of AMG,” said Dr Stefan Weckbach, chairman of the management board of Mercedes‑AMG and head of the Mercedes‑Benz G‑Class and Mercedes‑Maybach business units. “This vehicle came to life because highly rational engineers dreamed of a highly irrational car. We turned that dream into reality in the form of maximum driving dynamics and an unparalleled driving experience.”

Driving dynamics as the development mission

The project was driven by the AMG engineering team. A small group initially built a prototype, with the aim of developing the vehicle as a complete performance system rather than applying a series of individual upgrades or creating a conventional special edition.

The current Mercedes-AMG CLE Coupé provides the technical foundation. Compared with the standard vehicle, weight was reduced by around 170kg, while the bodyshell also underwent extensive modifications. The resulting comprehensive rebuild, carried out to Affalterbach manufactory standards, forms the basis for the Spezialanfertigung designation.

AMG 4.0‑liter V8 biturbo engine with 646hp

At the heart of the CLE 646 Spezialanfertigung is an enhanced AMG M177 EVO 4.0‑liter V8 biturbo engine, with an output of 646hp (475kW). Maximum torque stands at 850Nm and is available across a broad engine speed range from 2,500 to 4,500rpm.

To ensure thermal stability even under extreme loads, the V8 engine features three separate cooling circuits: a high-temperature circuit for the engine itself, and two low-temperature circuits for charge-air and transmission-oil cooling as well as the 48V components. In the Mercedes‑AMG CLE 646 Spezialanfertigung, these systems have been enhanced to meet the demands of an exceptionally challenging operating profile, ranging from intensive racetrack use to very high ambient temperatures.

The characteristic V8 soundtrack is amplified by a bespoke high-performance exhaust system.

From all-wheel drive to rear-wheel drive

The AMG Performance 4MATIC+ drivetrain system of the donor vehicle has been removed entirely, with the CLE 646 Spezialanfertigung transmitting its power exclusively to the rear axle. The switch to rear-wheel drive reduces weight while fundamentally altering the car’s dynamic character. An electronically controlled limited-slip rear differential optimizes torque distribution between the rear wheels through variable locking action as required. This enhances traction, driving stability and overall vehicle dynamics. Under suitable driving conditions, it can also support controlled drifting.

Short shift times

The standard AMG Speedshift TCT 9G transmission combines efficiency with dynamic performance. When required, the torque-converter transmission can execute multiple downshifts in rapid succession to access the engine’s full performance almost instantaneously.

The Mercedes‑AMG CLE 646 Spezialanfertigung’s Launch Control system has been adapted to the rear-wheel-drive layout. The new Mythos model accelerates from a standstill to 200km/h in 11.4 seconds. Top speed is 310km/h.

Purpose-developed steel coilover suspension for precise handling

The suspension has likewise been optimized. It features a steel coilover suspension system jointly developed by Mercedes‑AMG and KW Automotive. The setup enables exceptionally precise tuning to suit driving style, circuit characteristics, individual preferences and intended use.

At the heart of the suspension is four-way-adjustable damper technology with independently configurable low-speed and high-speed rebound and compression settings.

AMG ceramic high-performance composite braking system

The AMG ceramic high-performance composite braking system is engineered for extreme loads and delivers consistently high braking performance, even during intensive racetrack use. An integral part of the system is a specially developed brake-cooling concept tailored to the Mercedes‑AMG CLE 646 Spezialanfertigung. Large air intakes in the front bumper and dedicated airflow-guiding elements significantly improve heat dissipation.

At the front axle, internally ventilated and perforated ceramic brake discs measuring 420 x 40mm are paired with six-piston fixed calipers and long-fiber technology. At the rear axle, internally ventilated and perforated ceramic brake discs measuring 360 x 32mm are combined with single-piston floating calipers.

Greater torsional rigidity and precision

To achieve the exceptional driving dynamics of the Mercedes‑AMG CLE 646 Spezialanfertigung, the body structure has been engineered to withstand the highest loads. Additional reinforcements and an integrated rollover bar significantly increase bodyshell rigidity.

“The Mercedes-AMG CLE 646 Spezialanfertigung sets new benchmarks with its uncompromising presence and driving dynamics,” said Bastian Baudy, chief design officer at Mercedes-Benz Group. “Through the extensive use of carbon fiber, we were able to create a particularly distinctive appearance. Its bold proportions and the sheer size of the grille underscore the ambition to present a vehicle of extremes. The result is a masterpiece, full of performance and character.”

In related news, JLR launches Range Rover Electric with twin 260kW permanent-magnet motors

The BMW iX5 Hydrogen has entered its next development phase ahead of series production. Current prototypes are undergoing comprehensive road testing, while the third-generation fuel cell system is entering a new assembly phase at BMW’s Hydrogen Competence Centre in Munich. Preparations for industrialization and future series production of the fuel cell system are also underway at BMW’s engine facility in Steyr, Austria.

“Our ambition for the BMW iX5 Hydrogen is clear: a true BMW – with Sheer Driving Pleasure. A perfectly coordinated overall system is crucial for this,” commented Josef Hochreiter, head of hydrogen vehicles at BMW Group. “Current testing demonstrates how the fuel cell system, high-voltage battery and electric drivetrain are already successfully integrated and how systematically we are developing the technology toward series production. The primary focus is on further validation of the overall system, preparations for industrialization and the integration of fuel cell technology.”

Testing is currently focused on the interaction of all drive system components. This includes the fuel cell system, high-voltage battery, electric motor, hydrogen tanks and the overall system control unit. Efficiency, driving performance and driving dynamics will also be examined under different operating conditions.

Systems integration, efficiency and driving dynamics

Focusing on validation of the overall system under demanding environmental and operating conditions, the development teams validate the functionality of all components within the integrated vehicle system and optimize the complex system control, even under high loads. The aim is to ensure the full performance capabilities of the drivetrain at all times while optimizing BMW’s hallmark driving dynamics in the fuel cell electric vehicle.

Current testing is confirming the coordinated operation of the fuel cell system, electric motor, high-voltage battery, BMW Hydrogen Flat Storage and Energy Master. The high-voltage battery and Energy Master, which serves as the central control unit for the high-voltage system, enable greater recuperation performance and can improve overall system efficiency. Development is also targeting driving performance comparable with the BMW iX5, including acceleration from 0 to 100km/h in less than five seconds.

Fuel cell system enters next phase of construction

Inside the fuel cell, hydrogen from the tanks reacts with oxygen from the ambient air in an electrochemical reaction. This generates the electric current that drives the electric motor and powers the vehicle. The BMW iX5 Hydrogen uses the third-generation fuel cell system co-developed by the BMW Group and Toyota Motor Corporation.

Alongside vehicle testing, the next prototype assembly phase for the third-generation fuel cell system is getting underway at the Hydrogen Competence Centre in Munich. The focus is on finalizing and validating the testing methodology and preparing for industrialization.

The previous prototype phase centered on component buildability and basic qualification of suppliers. Series production of fuel cell systems will take place at BMW Group Plant Steyr.

“Prototype assembly is about much more than manufacturing individual components. Each phase helps us optimize processes, gain experience and systematically share this knowledge with the teams in Steyr. In this way, we are laying the foundation for the next steps on the road to industrialization,” explained Claudia Stephan, head of technology development and fuel cell prototype assembly at BMW Group.

Industrialization

With the start of this new assembly phase, the project has reached another important development step on the road to industrialization. The first test benches and manufacturing equipment have already been set up at BMW Group Plant Steyr, with employees being trained in stages. The insights gained will form the basis for further industrialization steps and subsequent production ramp-up.

In related news, the hydrogen powertrain technology behind the JCB Hydromax world land speed record

ZF’s latest-generation Traxon 2 automated manual transmission (AMT), combined with the integrated Intarder, is now available on Hino’s latest S’elega premium coach in Japan. ZF is also supplying braking and suspension technologies, as well as components that support advanced driver assistance systems.

Introduced in 2026, the S’elega is the latest generation of Hino’s premium touring coach. ZF’s Traxon 2 Coach solution has been designed to support smooth and efficient vehicle operation while contributing to driving comfort and safety in long-distance passenger transportation. This is the the Hino application of the system.

“We are delighted to launch the new generation of the Hino S’elega, offering our customers smooth shifting, quiet operation, improved fuel efficiency and enhanced safety,” said Kenji Mukouzato, head of product promotion at HINO Motors. “The implementation of ZF’s Traxon 2 with Intarder makes an important contribution to these benefits.”

Transmission technology for a new generation of mobility 

Traxon is one of ZF’s AMT platforms for commercial vehicle applications. Traxon 2 is the latest generation of the AMT family, developed for heavy-duty trucks and coaches.

The 12-speed AMT features an in-house developed ECU and shift actuators that enable optimized gear selection and precise shifting performance. The resulting smoother acceleration contributes to a premium ride experience for drivers and passengers.

Equipped with a next-generation microprocessor and an integrated security module, Traxon 2 combines increased computing power with enhanced cybersecurity capabilities. A comprehensive software package and brake interaction functions further support transmission performance and efficiency. Depending on the application and operating conditions, ZF estimates that Traxon 2 can reduce fuel consumption and CO₂ emissions by up to 1.7% compared with the former Traxon generation.

For coach applications, Traxon 2 can be combined with ZF’s Intarder, a hydrodynamic retarder integrated into the transmission. Designed for applications with limited installation space, it provides auxiliary braking independent of engine speed and can support controlled deceleration on long downhill sections and during highway operation. ZF says the Intarder can reduce use of the service brakes by up to 90%, which may help extend service intervals, reduce maintenance requirements and lower brake dust emissions.

“We are proud to support a highly respected premium bus manufacturer such as Hino with our latest transmission technology,” said Fabian Schlegel, head of global sales at ZF Commercial Vehicle Solutions. “Traxon 2 with Intarder combines efficient operations, smooth shifting and high reliability to support comfortable and safe long-distance travel, including in demanding topographies. At the same time, it helps fleet operators pursue their operational efficiency and sustainability targets.”

Recent news, Horse Powertrain unveils waterproof hybrid engine

Battery data specialist Aviloo has launched the Aviloo Certified EV Battery Report, an independent study of battery health in used electric vehicles that analyzes over 500,000 independent tests carried out on EVs between 2022 and 2026, covering 20 popular models.

The report draws on a subset of Aviloo’s broader diagnostic database, which now spans more than one million independent tests worldwide across North and South America, Europe, Australia and Asia, to detail how battery health varies in used electric vehicles, and how different climates affect battery health and charging performance.

How the report works

The Aviloo Certified EV Battery Report, which will be published twice a year going forward, is built on data from used electric vehicles tested via its independent Aviloo Flash Test. For each model, Aviloo calculates the median state of health at three mileage milestones, 50,000km, 100,000km and 150,000km, along with the range expected to cover 99% of vehicles at each point†.

State of health (SoH), the percentage of a battery’s original usable capacity that remains, is the clearest single measure of how a used EV’s battery has aged; a battery at 95% SoH still delivers roughly 95% of its original range per charge.

Reading the data 

Comparing the three mileage snapshots side by side reveals three consistent patterns. First, median battery health drops as mileage increases. Second, the spread between individual cars widens with distance – degradation is real, and it grows the further a car travels. Third, and just as importantly, there are consistent differences between models at every mileage point.

Four EVs, four different battery stories 

Aviloo data shows that used Tesla Model Ys with 78.8kWh batteries have a median SoH of 94.5% at 50,000km, falling to 90.3% at 150,000km. This corresponds to a real-world range of around 379km per charge at 50,000km and 362km at 150,000km. However, individual vehicles vary by up to 11 percentage points in SoH across this mileage range, equivalent to around 46km of real-world range, highlighting the variation in battery degradation between vehicles.

Median battery SoH for the 77kWh Volkswagen ID.4 – which sold around 40,000 units in Europe in the first half of 2025 – falls from 95.3% at 50,000km to 90.6% at 150,000km, corresponding to a real-world range of around 373km per charge, decreasing to roughly 354km. At higher mileages, individual vehicles vary by up to 11–12 percentage points in SoH, equivalent to around 45km of real-world range per charge.

Aviloo data shows that the 72.6kWh Hyundai Ioniq 5 has a median SoH of 97.2% at 50,000km, falling to 92.8% at 150,000km. This corresponds to a real-world range of around 335km per charge, decreasing to roughly 319km. At 150,000km, the difference between individual vehicles exceeds 12 percentage points in SoH, equivalent to around 42km of real-world range per charge.

The 40kWh Nissan Leaf ZE1 has the smallest battery capacity of the four models, at around half that of the others. Aviloo data shows that its median SoH falls from 91.1% at 50,000km to 86.3% at 150,000km, the lowest of the four models across both mileages. It also has the widest variation between individual vehicles, reaching up to 13.5 percentage points in SoH at 150,000km, equivalent to around 29km of real-world range per charge.

In real-world terms, that median SoH corresponds to around 196km of range per charge at 50,000km, falling to roughly 185km at 150,000km. This is markedly less than the other three models, reflecting the Leaf’s smaller battery capacity and making it better suited to shorter, more local journeys. The Leaf remains the world’s first mass-market EV, with more than 650,000 units sold worldwide. Its data provides a clear illustration of how battery capacity and charging frequency can affect real-world range and degradation, and highlights the value of independent battery testing.

Why a small gap in state of health matters more than it sounds 

As the examples show, a difference of 10 percentage points or more in  SoH can translate into tens of kilometers of real-world range per charge. This can mean the difference between completing a long journey without stopping and requiring an additional charging stop. For consumers, dealers and lenders assessing a used EV, this information can provide a more accurate picture of a vehicle’s condition than a single average figure for the model.

Why climate matters and why global data matters more 

Battery health is not determined by mileage alone. Temperature affects both the chemistry of degradation and how quickly a battery can accept charge, with cooler climates potentially slowing charging and influencing wear patterns compared with warmer conditions. Aviloo’s global dataset accounts for this variation, with the Aviloo Certified EV Battery Report drawing on independent tests from North and South America, Europe, Australia and Asia. This provides data across a range of climates and driving conditions, rather than reflecting the experience of a single country or region.

Why this matters for the used-EV market 

Buyers of used petrol or diesel cars have long relied on mileage readings and MOT histories to assess condition; consumers, dealers and fleets buying a used EV need an equivalent measure for the battery – the car’s most expensive component and, as this report shows, one whose condition can vary significantly between vehicles.

Marcus Berger, CEO of Aviloo, said, “The truth in this data is that averages hide a lot. Yes, EV batteries are ageing better than the ‘they wear out fast’ myth suggests – but that’s not the most useful thing this report tells you. What matters is that battery health varies significantly between models, and even more between individual cars of the same model. A gap of 10% or 15% in state of health is a real difference in range, in what a car is worth, and in what you can rely on it for. You simply can’t know where your car sits in that range without testing it independently.

“That’s why we built the Aviloo Flash Test, and why we’re now publishing this Aviloo Certified EV Battery Report twice a year – to give the whole market, from individual buyers to fleets and insurers, an honest, independent and genuinely global picture of how these batteries perform.”

The Flash Test

Aviloo’s Flash Test is an independent three-minute diagnostic performed via the vehicle’s OBD port. It provides a battery health assessment for an individual used vehicle rather than relying on an average for the model, giving an independent measure to assess battery condition alongside the information provided by the vehicle’s dashboard.

The Aviloo Flash Test uses independent measurement to assess battery health rather than relying solely on the vehicle’s own reporting. Aviloo calculates state of health using a statistical model trained on data from hundreds of thousands of used vehicles. The model considers the vehicle’s internal battery health assessment alongside mileage, age, charge cycles, cell-voltage spread, energy counts and other diagnostic signals.

Explore: Tony Mancina, Stellantis Canada 

†: Methodology: for each vehicle model, independent Aviloo FLASH-test data is used to produce a statistical distribution of State of Health at each mileage point. The distribution is found by fitting multiple quantile curves, including the median, to the data.

The RESiLiTE (Robust, Economical, Silicon-rich, Lightweight and Thermally Efficient Battery Packs) project, an initiative co-funded by Horizon Europe, the European Union’s primary funding program for research and innovation, has successfully completed its first year of project implementation.

Through the joint efforts of RESiLiTE partners, the project has moved closer to its final goal to integrate large format cylindrical cells within a novel thermoplastic battery housing, aiming to increase the energy density, energy efficiency, operating temperature range, fire safety and sustainability of future battery packs.

During the first year of project implementation, the consortium completed the battery pack requirements and architecture milestone, defining the reference architecture for a lightweight Cell-to-Pack battery system based on large-format cylindrical cells. This included the definition of key system requirements, battery pack architecture, vehicle integration interfaces, thermal management architecture and benchmarking methodologies, establishing the technical baseline for subsequent design, simulation and validation activities throughout the project.

The consortium developed an integrated battery enclosure concept combining lightweight thermoplastic structures, structurally functional cell holders and an integrated cooling system. By coupling system requirements with simulation-based development from an early stage, the project established the foundation for integrated engineering across thermal management, cell-to-pack integration and safety development. Initial mechanical and thermal simulations confirmed the feasibility of the concept, enabling efficient design iterations and supporting the transition toward detailed design, prototype development and future validation activities.

Significant progress was achieved in the development of advanced diagnostics and battery management system (BMS) functionalities. The consortium established methodologies based on electrochemical impedance spectroscopy (EIS) and model-based SoX estimation to improve the assessment of battery condition and enable early detection of degradation mechanisms and safety-relevant phenomena such as lithium plating. These developments provide the basis for the implementation and validation of advanced BMS functions in the next project phases.

Sustainability and circularity considerations were also integrated into the technical development workflow from the outset. During the first project year, the consortium established a framework for lifecycle assessment, circular design strategies and recyclability evaluation. The related activities are ongoing and will support the consideration of environmental impact, recyclability and second-life potential throughout the design process.

Next year of implementation 

During the second year of the RESiLiTE project, work will progress from system definition to detailed design, prototyping and validation. The focus will shift to the mechanical and thermal design of the battery enclosure, integration of advanced cooling and safety concepts, and implementation and validation of BMS functions.

Work will also progress on manufacturing readiness, including tooling and prototype production, alongside experimental validation through multilevel testing and benchmarking. This phase will support evaluation of the solutions under realistic conditions and further development toward higher technology readiness levels (TRLs) and potential industrial deployment.

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