What to know about buying a used electric vehicle as more hit the auto sales market
A 2019 pre-owned Nissan Leaf SV on the lot in 2022 during the chip shortage that depleted stock of new auto inventory.
Boston Globe | Boston Globe | Getty Images
Affordable EVs have been on sale in the U.S. well over a decade and the data analytics company Experian says about 2.2 million were on the road at the end of last year. Electric vehicle sales keep growing, too. As recently as 2021, total battery-powered electric vehicle sales in the U.S. were under 450,000, but Kelley Blue Book says sales surpassed 800,000 in 2022 and are expected to top one million this year. While the used EV market is still very small, the growth trajectory of EV sales means shopping for a used electric vehicle will become more common and get easier over time, and encompass more make and model choices.
In many ways, shopping for a used electric vehicle is the same as looking for any other used car or truck. Does it meet your budget and fit your lifestyle? Is it reliable and comfortable? But, beyond those criteria, there are some specific considerations EV shoppers have to make related to charging options and range.
Here are some of the key EV-specific issues to consider.
Charging remains limited in many areas
There are currently about 145,000 gas stations in the U.S., but only 53,000 public charging stations. Though charging infrastructure is improving, it’s still limited in many parts of the country, which could be be an issue for someone looking to go electric. While this is an issue for any EV purchase, new or used, it’s fundamental to understand before getting into how it informs a used EV purchase decision.
Consumers should determine what kind of range they need, then research EVs that meet it, said Tom McParland, a writer for Jalopnik who runs the vehicle-buying service Automatch Consulting. They also need to account for what sort of charging infrastructure is available in their area and if home charging is feasible, he said.
Chris Harto, the senior energy policy analyst for Consumer Reports, noted that shoppers should set realistic expectations. “Ask yourself where and when you’ll be charging,” he said. “If your answer is that you have no place to charge it while at home or work, you may want to consider a broader range of car types, including hybrids, which can offer outstanding fuel economy and low maintenance costs.”
Your driving, mileage habits matter
Some expensive EVs boast such impressive range that charging infrastructure may never be an issue, such as the Lucid Air (EPA range estimate: up to 516 miles) and the Tesla Model S (up to 405 miles). More affordable electric vehicles tend to have shorter ranges, though.
Battery electric vehicles with list prices under $35,000, such as GM‘s Chevy Bolt EV and the Hyundai Kona Electric, have EPA ranges of nearly 260 miles but are unlikely to make it that far in real-world driving conditions. This is especially true in cold weather, which can interfere with the electrochemical reactions inside batteries.
EV range will decline
This is where the general battery considerations in going electric become a more specific concern. A EV’s range is likely to degrade over time.
Batteries can lose 5% to10% of their power in the first five years and keep degrading after that due to a variety of factors, including age, exposure to temperature extremes, and use of fast charging. If the degradation is excessive, you might need to repair or replace the battery, which can get costly.
Batteries also are one of the most expensive parts of an EV and can cost over $10,000 to replace, but federal rules mandate that they’re covered under warranty for at least eight years or 100,000 miles, so shoppers looking at a lightly used BEV probably still have some coverage left. Plus, even a well-used battery may still have enough capacity to meet your needs.
Precise battery life is hard to measure
Determining the exact condition of a used BEV’s battery can be tricky – the U.S. auto industry does not have a standard set of metrics to measure it. But there are still ways to get a general idea of a battery’s health.
Recurrent, a Seattle startup which has teamed with the automotive site Edmunds, offers EV and plug-in hybrid consumers a free prediction of remaining battery life based on statistics it’s gathered on mileage, age, climate, and other factors.
A long test drive can also give you an idea of a battery’s health because you can monitor how quickly it loses charge. This is especially true if it includes sustained cruising at highway speeds, which tends to drain batteries much faster than stop-and-go driving.
As with all used-car purchases, getting a professional inspection can be worth the cost. “I generally recommend consumers visit service departments at dealerships that sell [EVs]” said Ronald Montoya, Edmunds’ senior consumer advice editor. “Compared to independent mechanics, you can be certain that dealership mechanics have been trained on [EVs] by the manufacturer,” he said.
Electric vehicles lose value faster, but upkeep is less
EVs generally depreciate faster than ICE vehicles, according to Kelley Blue Book. The automotive research company says that three-year-old EVs hold 63% of their value compared to 66% for vehicles using internal combustion. Depreciation at five years is even more pronounced, with EVs holding 37% of their initial value and ICE vehicles 46%.
This depreciation can make used EVs a good deal compared to buying new, but don’t be surprised if the price is still high – many electric vehicles are expensive to begin with.
The average used EV sold for $42,895 in March, noted Kelley Blue Book executive editor Brian Moody. That’s down 1.8% from February, but still significantly higher than the used vehicle market overall, where prices averaged a little over $27,000 in the first quarter.
Low maintenance and upkeep costs can help make up for the higher purchase price, though. Consumer Reports found that EVs cost about half as much to repair and maintain as gas-powered vehicles. “[EVs] don’t have fluids to change, and electric motors are less complicated than gasoline and diesel engines” noted Benjamin Preston, an autos reporter for the organization. “Simply put, there’s less that can wear out.”
He pointed to a recent study showing that EVs cost less to own over time than gas vehicles. The study found that used EVs can save even more than new ones. That’s because depreciation takes a bite out of the EV price premium, but used buyers still get the same fuel and maintenance savings.
Tax credit qualifications for used EVs
In addition those benefits, a used EV can qualify for state and federal incentives.
Used EVs (plus plug-in hybrids and fuel-cell vehicles) purchased for up to $25,000 from a licensed dealer can qualify for up to $4,000 in federal tax credits. Learn more from the IRS.
Many states also have their own tax credits. See what each state offers at Kelley Blue Book.
Where the used EV deals are
Higher-priced models are often the better value in the used car market.
“The luxury [EV] space is where buyers will find the best value for their dollar, especially in the sedan segment,” McParland said. “If you look at models like the Audi e-tron GT or Volvo S90 T8 PHEV you can really take advantage of some depreciation.”
Luxury vehicles often depreciate faster than the mainstream market, he said, adding that the changes in federal tax credits are also impacting the luxury EV market. (Among other requirements, federal tax benefits for new plug-in hybrids, fuel cell and full battery powered EVs only apply to SUVs under $80,000 and cars under $55,000.)
Another attractive option is Tesla’s Model 3, which boasts plenty of room for a family of four and up to 358 miles of range. Used Tesla prices have been dropping since 2022, and pre-owned Model 3s were selling for less than $43,000 in the first quarter.
For shoppers on a budget, the best deals are models including the Chevrolet Bolt EV, Hyundai Kona Electric and the Kia Niro EV, which offer a good mix of range and relative affordability, according to Montoya.
“The best values are the electric cars that are either old and out of warranty and those that were inexpensive – relatively – when new,” Moody said.
Mark Kay’s iconic Pink Cadillac awards are driving into the future for 2025. The company’s first-ever electric Pink Cadillac OPTIQ made its debut during the Mary Kay annual Seminar in Charlotte this weekend, symbolizing a “recharged vision” for the future of the popular brand.
Pioneers in monetizing friendships female empowerment and entrepreneurship, the Pink Cadillac is considered one the most coveted symbols of achievement for Mary Kay sales reps, signifying not just great sales (GM Authority reported that it took ~$102,000 in annual sales to qualify back in 2001), but also leadership, a history of mentoring others, and a sustained reputation of excellence among their peers.
The women you see behind the wheel of the Pink Cadillac are the real deal, in other words, and the big Caddy really does mean something to people in the know.
The iconic pink Cadillac was born in 1968 when Mary Kay Ash purchased a Cadillac Coupe De Ville from a Dallas dealership and promptly had it painted to match the pale pink Mary Kay lip and eye palette. General Motors later named the color Mary Kay Pink Pearl, and the shade is exclusive to Mary Kay.
MARY KAY
Now, the Pink Cadillac is going to stand for environmental sustainability, too, enabling Mary Kay’s top performers to set yet another positive example for anyone aspiring to their success.
“For decades, the Mary Kay pink Cadillac has symbolized accomplishment, aspiration, and the power of recognition,” said Ryan Rogers, Chief Executive Officer of Mary Kay. “With the introduction of the all-electric OPTIQ, we’re honoring that iconic legacy while driving into a transformative future—one grounded in our commitment to sustainability and dedication to inspiring and celebrating the achievements of our independent sales force for generations to come.”
Mary Kay announced its new Pink Cadillac with this video, below.
Same Legacy, New Energy
“The legacy continues with the new, all-electric (and still very pink) Cadillac Otiq [sic],” reads the official Mary Kay copy on YouTube. “The Optiq remains instantly recognizable with the pink pearl exterior, while modernizing with sleek, cutting-edge features. In addition, this vehicle showcases our commitment and dedication to sustainability by reducing our carbon footprint while continuing to inspire.”
Speaking of inspiration, I can’t hardly hear the words “Pink Cadillac” without thinking of the song. But, since “Bruce Springsteen” has become something of a trigger word for the MAGA snowflakes in the audience, I’ll post a different, but similarly great song about rose-tinted GM flagships from Dope Lemon. You can let me know what you think of it in the comments.
As ever, the Cadillac is not a “gift,” per se – but typically takes the form of a two year lease paid for by Mary Kay. No word yet on what the exact shape and form the OPTIQ deal will take.
Electrek’s Take
Whatever you might think of MLMs or businesses like Amway, Avon, or Mary Kay, they play a big part in the social dramas of hundreds (if not thousands) of neighborhoods and online communities. The people at the top are influential, and the people “below” them genuinely try to emulate them and follow their lead.
Thanks to Mary Kay, that might soon mean a decision to buy an electric vehicle – and that result would be a win for everyone.
SOURCE | IMAGES: Mary Kay.
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RBW, a British handcrafted electric car manufacturer, brought its cute little Roadster out to Santa Monica and invited us up for a drive.
RBW has built cars in the UK for a few years now, but is about to set up US manufacturing in Virginia. Along with that comes a version of its Roadster modified for the US market, and we got a sneak peek with a short drive in Santa Monica.
The RBW Roadster is a small, hand-built, retro-style EV, meant as a modern take on British classics. But it’s not an actual classic itself – it’s a newly-built vehicle, with a new body, modern safety features, and even some electronics, like CarPlay and Android Auto (but not much else – there’s no huge, cockpit-defining screen, just a 9″ one, with retro gauges in front of the driver. But it does have a backup camera!).
Our drive was short, just a quick trip up and down the most trafficky part of Pacific Coast Highway in Santa Monica, without much chance to really stretch the vehicle’s legs. So we can’t verify range or tell you how it handles on the limits, but we can tell you about the basic controls and feel of the vehicle.
On a mostly smooth road, the car offered a comfortable ride dynamic. We didn’t get a sense of chassis noise because the top was down (which I surmised was an intentional effort by the company – I’ve used the same trick when showing off my car before).
The steering is tight and has a good weight to it, and the retro-style steering wheel felt great in my hands.
Of particular interest to me, as a long-time EV driver, is how the throttle pedal is tuned. Lots of EVs add some intentional delay or smoothing to throttle inputs, which ends up making the pedal feel mushy and indirect, reducing the control you have over the vehicle.
For reference, the cars I drive most often are the Tesla Roadster and Model 3, which both have excellent direct pedal feel.
And I’m happy to report that the RBW Roadster’s throttle pedal feels very similar to the cars I love to drive. The car feels quick, and responds exactly to what I want it to do, when I want it to do it. But it’s not excessively “punchy” like some of the more absurdly-powered EVs can be (like the Tesla Model S Plaid or the Macan Turbo S).
It does not, however, have off-throttle regenerative braking, aka one-pedal driving. Pressing the brake pedal engages regen, but letting off the throttle lets you simply coast. I personally prefer one-pedal driving, but one consideration RBW had is that since the car does not have traction control, regenerative braking on the rear axle (where the motor is) could potentially present a safety issue on slippery roads. So, fair enough I guess, but I still do prefer one pedal.
Speaking of pedals, the brake pedal was placed quite far from the accelerator. This is a plus and a minus – a minus because it’s quite different from most vehicles these days, where the pedals are placed closer, for ease of reaching them with your right foot. A plus because higher separation might reduce the chance of “crossing the pedals” and accidentally pressing both with the same foot in an emergency situation, and because it enables left-foot braking, which is generally better for performance driving… in the hands of a trained driver, anyway.
That said, this isn’t exactly a performance car. It’s fun, it’s responsive, but it’s not powerful. The version we tested had a 0-60 time of only around 9 seconds, so it didn’t give you the “throw your head back” feeling that so many EVs on the road these days do. It’s responsive, but not fast.
RBW says the American version will have more motor power than the UK version, but it’s still trying to figure out exactly how to tune it. This should bring 0-60 times down by about a second. But we can’t help but think that it would be nice with even a little more power than that, which we think should be possible given the car’s 50kWh battery and ~2,900lb weight, specs that are similar to my similarly-sized Tesla Roadster (as you can see below – along with the GT version of the RBW, on the right).
Here’s an issue: all the specs we were given seem extremely fluid. While talking to the company, I got several different numbers for any given specification. It seems to me like the company is still figuring out exactly what changes it will make for its US models.
This is somewhat to be expected of a small, hand-built manufacturer, especially since buyers can ask for certain modifications or personalizations (seat height, for example, which is important in a small car like this). But it does make it tough to write an article about it.
Nevertheless, the car drives well, and RBW seems to have gotten a lot right about the dynamics of the vehicle. It executes well on its goal – a fun, small British-style roadster, a great weekend car for those who have the means.
As for the means, the RBW Roadster will start in the $140-150k range, so it’s not cheap. But if you’re looking for something like this, it’s just about the only game in town, and it’s a good execution of the feel of a nimble roadster for weekend cruising.
RBW is currently taking $1,000 reservations for 2026 builds, and you can have a look at configurations (paint, roof, interior, wheels) over on its website.
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Canadian startup Beachman has just unveiled its latest electric two-wheeler, the ’64, a vintage-styled electric motorcycle that looks like it rolled straight out of the 1960s. With throwback café racer design and a respectable top speed of 45 mph (72 km/h), it’s a slick little ride with a curious twist: it calls itself an e-bike.
It’s not just a casual reference, but it’s baked into the name. The full model name on Beachman’s website is the ’64 E-Bike.
While I’d generally be inclined to give them the benefit of the doubt, since many motorcyclists refer to electric motorcycles as “e-bikes” and the term has a broad definition in colloquial usage, the company is obviously casting more in the “electric bicycle” end of the spectrum. They even say on their website that it is “rideable as either a Class II E-Bike or a Registered Moped (in most states).”
Despite lacking pedals entirely – and clearly designed more like a lightweight electric motorcycle – the Beachman ’64 comes with a selectable “E-Bike Mode” that limits it to 20 mph (32 km/h). The implication? That riders can use this obvious motorcycle in bike lanes like a Class 2 e-bike. Legally speaking, that’s a stretch, to put it mildly. In fact, I’m not currently aware of any state where that’s explicitly legal, though it could probably pass in many states due to the current state of enforcement we usually see.
According to Beachman, the ’64 has three ride modes:
- E-Bike Mode: 20 mph (32 km/h) top speed, which the company says is “perfect for bike lanes.”
- Moped Mode: 30 mph (48 km/h) top speed, which does match legal definitions for mopeds in some jurisdictions, even without pedals.
- Off-Road Mode: 45 mph (72 km/h) top speed, no pretense – just a motorcycle.
In practice, I don’t think it’s a stretch of the imagination to assume that most riders will likely keep it in Off-Road Mode, where the bike delivers its full 3,000W performance and offers the most fun. And specced with decently large batteries, it could actually do some modest commuting, even at higher speeds. The ’64 comes with a removable 2.88 kWh battery (or optional 3.6 kWh upgrade), and range is estimated at 55–70 miles, depending on configuration. It charges to 80% in three hours and even features regenerative braking.
The company leans heavily on its “timeless design” messaging, and to their credit, the ’64 nails the aesthetic. It looks great. The frame, tank, and seat all channel classic motorcycle vibes while skipping the modern digital overload – no apps or touchscreens here. Just a clean, simple throttle and some retro charm.
But for all the cool factor, the classification confusion raises eyebrows. Calling a 45 mph, pedal-less motorcycle an “e-bike” in any meaningful legal sense is a misfire. Some states allow low-speed mopeds in bike lanes, but others draw the line at motorized vehicles without pedals. The ’64 might get away with it in limited cases, but most jurisdictions will (rightfully) require it to be registered and insured as a motor vehicle. And it’s unclear if explaining to the officer, “But I had it in 20 mph mode…” will help much on the side of the road.
Still, Beachman is aiming at a particular rider who wants motorcycle style and speed without all the baggage. With a starting price of $4,800, the ’64 could be an appealing step-up for e-bike riders looking to graduate into something faster without committing to a full-sized gas bike.
Just don’t expect to blend in on the bike path.
Electrek’s Take
Look: The bike looks fantastic and probably rides well, but come on, it’s a 230 lb (105 kg) motorcycle.
Let’s stop calling every throttle-only EV an e-bike just because it’s got two wheels, a battery, and a button that neuters it to 20 mph. This has gotten silly. You built a great-looking bike. But it’s a bike in the way a motorcycle rider refers to his “bike.” It’s not a bicycle, and it’s not a bike lane vehicle any more than a Sur Ron is. At least not if you respect your fellow two-wheel riders around you.
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