The 100k-Mile EV Is Fine, Actually

The Used Car Rule Everyone Knows

Petrol cars with more than 60,000 miles on the clock are generally considered high mileage, while diesels get a bit more leeway, up to around 120,000 miles. The rule of thumb was that cars in this bracket should be priced significantly lower, as the risk of costly repairs increased.

For petrol and diesel cars, this instinct made a lot of sense. More miles meant more worn parts, more potential problems, and a higher chance of big repair bills in the near future.

The question now is: does the six-figure mileage rule still apply when buying or selling electric cars?

What 47.4 Million MOT Tests Found

A recent study (https://www.bvrla.co.uk/home/discover/news-and-analysis/the-60-000-mile-rule-is-dead-high-mileage-electric-cars-prove-more-durable-than-petrol) commissioned by the BVRLA and carried out by New AutoMotive, using official DVSA MOT data, found that EVs don't follow the same pattern as petrol and diesel cars. EV failure rates rise at first, then level off.

From around 60,000 miles, EV failure rates settle at about 16% while petrol keeps climbing. At 90,000 to 120,000 miles, it's 16.5% vs 22.1%, and past 120,000 miles it's 16% vs 23.5%.

The key takeaway: a petrol car with 120,000+ miles on the clock is around 47% more likely to fail its MOT than an EV with the same mileage.

Why EVs Age Better as the Miles Pile Up

The answer is simple: fewer moving parts.

EVs have no clutch, gearbox, timing belt, oil changes, spark plugs, exhaust system, or the other parts that typically wear out on petrol and diesel vehicles.

At their core, EVs are very simple: a battery, motors, and a computer.

What does this mean for maintenance? Fundamentally, there's just less to fix. EVs can't fail on parts they physically don't have.

It also means much of an EV's functionality, because it is software-controlled, can be updated remotely, so your vehicle can almost act like your smartphone. It can be updated, improved, and patched remotely for a safer, more enjoyable driving experience.

The same doesn't apply to petrol or diesel vehicles, where the only software that can be patched remotely is the in-car entertainment system, and even then, it's rarely updated unless there is a fundamental issue.

Where EVs Still Fall Short: Tyres and Brakes

To keep things balanced, EV ownership comes with cons that go along with the pros.

EVs get around 1.8 times as many tyre defects as petrol cars, typically blamed on the battery's weight and the electric motor's instant torque.

At around 90,000+ miles, that's roughly 9.4 tyre defects per 100 tests versus 5.4 for petrol cars.

There is a caveat: it depends on the design. EVs built on petrol or diesel car chassis were far worse in this regard than purpose-built EVs. That's because those chassis weren't designed to handle the extra weight and weight distribution of EV batteries, which put more pressure on the tyres.

Brakes are a different story, and a slightly quirky one. On high-mileage EVs, brakes are actually a strength. At 90,000+ miles, EVs recorded 2.2 brake defects per 100 tests versus 6.5 for petrol. That's because regenerative braking uses the motor to slow the car down, so the physical brakes do far less work.

The catch comes with older, low-mileage EVs. Because their brakes are rarely used properly, the discs and callipers can corrode, especially in wet weather or on salted winter roads. By around 10 years old, EVs overtake petrol cars for brake faults. Essentially, the brakes aren't being worn out; they're bored.

The fix is simple: every now and then, when it's safe to do so, give them a proper firm stop to keep them clean.

You can read more about these fascinating facts in the full report:

https://www.bvrla.co.uk/getmedia/7b551d07-8232-4e29-8f27-0b5911cb201d/How-durable-are-electric-vehicles-BVRLA-report-by-New-Automotive-September-2026.pdf

What an MOT Won't Tell You About the Battery

MOTs currently aren't geared up for the specific nuances of electric vehicles. In particular, an MOT doesn't measure or report battery health.

This might change in the years to come, but for now it's up to the individual to monitor their vehicle's battery health. When buying a used electric vehicle, use an independent service to get a battery health report before parting with your cash.

Just Google "EV battery health report" and you'll find plenty of companies that offer this service for a small fee. It gives you peace of mind when buying and, more importantly, it's the most important metric to track on your electric vehicle throughout ownership.

But don't let it keep you up at night. A Geotab study shows batteries degrade slowly. Their study of more than 22,700 EVs found that batteries typically degrade by around 2.3% a year, which means that after around eight years, you'd still have roughly 81.6% of your battery capacity. Read more on that here: https://electricautonomy.ca/ev-supply-chain/batteries/2026-01-13/latest-geotab-study-finds-ev-batteries-lose-just-2-3-life-per-year/

So what are some ways you can look after your EV's battery?

Charging habits matter.

Heavy use of rapid chargers (100kW+) can push battery degradation up to 3% a year, compared with around 1.5% for cars that mostly charge more slowly.

The key takeaways:

• An MOT will tell you nothing about your battery's health.
• Try not to rely on rapid chargers too often. Slower home charging is kinder to your battery.
• If buying, always check whether the battery is still under warranty.
• If buying, always ask the seller where they typically charged the vehicle.
• If buying, always insist on a battery State of Health (SoH) certificate.

So, to Wrap Things Up, Should You Buy a High-Mileage EV?

Short answer: yes, if the battery checks out.

It's a perception issue, and one that prospective EV buyers can take advantage of right now.

We value what we measure. Most people still judge a used EV by its mileage, and the market prices them that way. Take two 2022 Tesla Model 3 Long Range cars advertised by dealers on Auto Trader in September 2026. One had 26,000 miles and was priced at £22,400. The other had 122,000 miles and was priced at £13,700. That's £8,700 less, purely for the miles.

But as the MOT data shows, those miles aren't the real risk. The battery is. And an £8,700 discount pays for a battery health report many times over.

That gap is the opportunity. If the battery is healthy, you could be getting a perfectly good car for a lot less, simply because other buyers are looking at the wrong number.

Everyone else is looking at the mileage. Look at the battery instead.

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