Check how long your manufacturer's cover has left — then find out what it actually pays for, what state of health you'd have to reach before anyone owes you anything, and what usually goes wrong with a claim.
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Indicative only. Registration and fuel type come from the DVLA; mileage, where shown, is the last recorded MOT reading. Terms vary by model year, market and service history — confirm with your franchised dealer before relying on this.
It covers catastrophic degradation. Almost every manufacturer sets the bar at around 70% of original capacity, which means roughly a third of your range has to disappear before they owe you anything. Every mile you lose above that line is your loss, and it's the loss that shows up on the forecourt when you sell.
Two other things are worth knowing before you rely on it. The battery warranty is separate from the car's warranty — your car can be years out of its three-year cover while the battery is still protected. And the figure used to judge your claim comes from the car's own battery management system, read by a dealer who works for the manufacturer.
Every figure below came off a real customer's car on a driveway or a dealer forecourt, measured with an Aviloo FLASH test. Registrations removed. Not one of these vehicles is anywhere near a warranty claim.
Usable capacity is nominal pack size multiplied by measured state of health. Individual results — not a prediction for any other vehicle.
Every figure above came off a driveway in South Wales. Three minutes on yours, independent certificate the same day, £95 — and the Aviloo Battery Warranty included free on eligible vehicles.
The car that had done 5,000 more miles was in far better health. Age, chemistry and — above all — how the pack is cooled matter more than the odometer. A liquid-cooled pack and a passively-cooled one age very differently, whatever the mileage says.
It isn't a one-off pair, either. PAD has now measured two 2022 Teslas — one at 43,805 miles reading 92.4%, another at 38,779 miles reading 90.5% — against two Leafs at 38,460 and 57,065 miles reading 79.1% and 72.6%. Similar mileages, ten to twenty points apart on health.
Same point again from two similar-era 30 kWh cars: a Kia Soul at 31,656 miles measured 93.8%, while a Leaf at 37,202 miles measured 79.2%. Comparable size, comparable era, fourteen points apart. This is why "low mileage" is not a battery health check, and why the number on a used EV advert tells a buyer very little.
There's a second thing in that table. Of the seven vehicles, three were already outside their battery warranty when they were tested — and in each case the owner didn't know until the certificate landed. The Kia's cover ran out on time last year at seven years, not eight. Both Leafs expired years ago at five.
Nissan doesn't express Leaf battery cover as a percentage. It's written in capacity bars — the small segments on the right of the dash — and the warranty responds when you drop below nine of twelve. That's a long way down. A Leaf can lose a quarter of its capacity, visibly lose range, and still be sitting comfortably inside the terms. And on cars built before the MY22 change, the battery clock stops at 5 years or 60,000 miles rather than 8 and 100,000 — which catches out almost every second-hand Leaf owner in the country.
The lowest reading PAD has measured is a 2016 Leaf at 72.6% after 57,065 miles — its 30 kWh pack now holds around 21.8 kWh, a quarter of the range gone. Worse than that: a Leaf built before MY22 gets 5 years and 60,000 miles on the battery, not 8 and 100,000. That car's cover ran out in 2021, years before the degradation became obvious.
When you take a degradation complaint to a dealer, the figure they assess it against comes from your car's battery management system, calculated by the manufacturer's own software, and interpreted by a technician employed within the manufacturer's network. There is nothing improper about that. It does mean the manufacturer is marking its own homework, and you have nothing to put beside it.
An independent measurement changes the shape of that conversation. It is also what the Motor Ombudsman or a small claims hearing will want to see — "the dealer said it was fine" is not evidence, and neither is your own sense that the range has dropped.
One reading tells you where you are. Readings a year apart tell you which direction you're heading and how fast — which is the argument that actually wins a degradation case. PAD tested the same Leaf twice, 1,258 miles apart, and got 79.2% then 79.1%. One car, one pair of tests, so treat it as an illustration rather than a specification — but that is what a usable baseline looks like.
Some early Renault Zoe and Nissan Leaf cars were sold with the battery on a separate lease. The cover, the obligations and the replacement terms are completely different — and second and third owners often don't know which arrangement they inherited. Check your V5C and any lease paperwork before assuming.
Most manufacturers pass battery cover to subsequent owners, but not all do it automatically and some require the handover to be registered. If you bought privately, confirm with a franchised dealer that the car is still recorded as covered rather than assuming the remaining years came with it.
Several manufacturers tie battery cover to the scheduled service or annual health check being kept up. Miss them and you may weaken or lose the claim entirely. Independent servicing is generally fine under UK block exemption rules — missing servicing is not.
Repairs to the pack outside the approved network, accident damage, or aftermarket modifications to the charging or HV system can all be grounds to decline. Keep documentation for anything that has been done to the high-voltage side of the car.
This is the one PAD sees most. Of the eight vehicles in the table above, three were already outside their battery cover on the day they were tested — and in every case the owner believed they were still protected. The Kia ran out at seven years, not eight. Both Leafs ran out at five, because a Leaf built before MY22 gets 5 years and 60,000 miles rather than 8 and 100,000. Nobody writes to tell you the cover has ended. Check the date before you need it, not after.
Both the years and the mileage limit. Use the checker at the top of this page for the date, and your own odometer for the miles.
Independent, dated, and before you open the conversation. Walking in with a figure changes the discussion from opinion to data.
Email, not a phone call. State the reading, the date, the mileage, and ask for the manufacturer's own assessment in writing including the figure they measured.
Test certificates, service records, correspondence, and dated photos of your range readout. Claims are usually lost on missing paperwork rather than on the battery.
Manufacturer customer services first, then the Motor Ombudsman if the dealer subscribes, then the Financial Ombudsman if the car is on finance. Independent evidence is what makes any of those routes work.
General information, not legal advice. If significant money is at stake, take proper advice.
It's the figure everyone repeats, and for a lot of cars it's simply not what the paperwork says. Terms split three different ways depending on the manufacturer, and the split usually lands on older second-hand cars — the ones most likely to need a claim.
Nissan gives pre-MY22 Leafs 5 years and 60,000 miles. From MY22 the same car gets 8 years and 100,000. Same badge, same shape, nearly half the cover.
Kia moved from 7 years to 8 for cars registered from January 2024. Hyundai went the other way on mileage — 125,000 miles for cars produced before 2020, 100,000 after. A month either side of the cutoff changes the answer.
Tesla covers Model 3 and Model Y rear-wheel drive to 100,000 miles, Long Range and Performance to 120,000, and Model S and X to 150,000. Your V5C won't tell you which one you have.
Renault's Zoe terms from March 2020 step down as the car ages — 80% in the first three years, 70% in years four and five, 66% from year six. The same measured state of health is a claim in year two and isn't in year seven.
One more that catches people: a taxi, private hire or driving school vehicle is usually on shorter terms — Hyundai drops battery cover to 5 years and 100,000 miles if the car has been used that way at any point, full or part time. If you bought an ex-private-hire EV, check what you actually inherited.
High-voltage battery only — the vehicle warranty is separate and usually shorter. Every row above has been read against that manufacturer's own UK documentation. Every figure was read from that manufacturer's own UK documentation on the date shown when you look up a vehicle. Terms do change — BYD extended its Blade battery cover in January 2026 and Nissan added a service-activated warranty in July 2026 — so treat anything here as a starting point and confirm with your dealer. Makes PAD hasn't verified are deliberately left out rather than guessed: . Ask and PAD will check yours directly.
On eligible vehicles, an Aviloo battery health check with PAD comes with the Aviloo Battery Warranty at no extra cost. It's issued by Aviloo on the strength of your test result, and it runs alongside your manufacturer cover rather than replacing it — the two protect against different things.
Pays up to £2,700 plus a refund of the test cost if your battery falls below its calculated threshold during the cover period. Cover is renewed by retesting each year. Not every vehicle is eligible — PAD confirms eligibility for your car before booking and tells you either way. The warranty is issued and administered by Aviloo, not by PAD. Full terms on the Aviloo battery warranty page.
Mobile Aviloo battery health check across Pontypridd, RCT and South Wales. Three minutes on your driveway, independent certificate the same day, and the Aviloo Battery Warranty included free on eligible vehicles.
