From NOT A LOT OF PEOPLE KNOW THAT

By Paul Homewood

h/t Dave Ward

Money Mail can today reveal a timebomb looming in the second-hand market for electric vehicles (EVs).

Our investigation found that many EVs could become almost impossible to resell because of their limited battery life.

Experts said that the average EV battery guarantee lasts just eight years. After this time, the battery may lose power more quickly and so reduce mileage between charges.

Many EVs will lose up to 12 per cent of their charge capacity by six years. Some may lose even more.

Yet the cost of replacing an EV battery is astonishingly high, our research found.

A five-year-old Renault Zoe costs £9,100 but a new battery will set you back £24,124

In some cases, the cost of a replacement battery is as much as £40,000. For certain EVs, the cost of replacing the battery could be ten times the value of the vehicle itself on the second-hand market.

That means used EVs have a limited lifespan — which makes them a bigger and bigger risk as the years go by.

Research into EV batteries is yet to be conclusive and the second-hand EV market is new, given the first popular EVs were rolled off the production line in 2009.

Last night, one motoring expert said customers should be wary of buying a used electric car beyond its warranty (typically eight years), as after that timespan there is no easy way of measuring how much the battery will degrade before it needs replacing.

This may mean you end up needing to pay for an expensive new battery.

Motor expert Shahzad Sheikh, who runs the YouTube channel Brown Car Guy, said: ‘With a decaying battery, the range will be poor and you may find it becomes increasingly hard to resell the vehicle after eight years.

Buyers will know that they’ll only get a small amount of life out of the car so will pay only a small sum, if anything at all.’

This problem is exacerbated by the fact all new cars coming onto the market by 2035 will be electric and motorists will have to get used to paying around £10,000 more than it’s petrol equivalent, for a vehicle which is not built to last as long.

Take a new petrol-driven Renault Clio — it costs around £20,000, while its all-electric opposite, the Renault Zoe, costs closer to £30,000.

While you can drive a traditional petrol or diesel car for around 200,000 miles over 14 years before the engine needs fixing or replacing, by comparison a new EV is typically guaranteed under a warranty for 100,000 miles over eight years.

Should your petrol engine need replacing you can expect to pay around £5,000, but replace the battery on your EV outside warranty and you’re looking at an eye-watering £13,000 to £40,000, depending on the make of your car, if you fit a manufacturer’s new unit.

And there are external factors at play with battery degradation — including use of fast chargers and even a colder climate.

The high cost of EV batteries is a result of it being difficult to mine metals such as nickel, cobalt, lithium and manganese that are used in the lithium-ion batteries.

They are also in demand for the production of other electronics, including mobile phones and laptops.

In the most extreme cases, such as with a 12-year-old Nissan Leaf that cost £2,000 to buy, you can pay as much as £24,000 for a brand-new replacement 24kWh battery.

However, most owners would upgrade to a newer 40kWh Nissan battery costing £12,780 before garage installation fees of around £2,000. This later battery has a bigger capacity but can still be fitted into older models.

These high costs to maintain an electric car do not bode well for a fledgling second-hand market believes Shahzad Sheikh, who points out: ‘Early adopters have already bought electric cars while the next wave of buyers are looking for value for money — and struggling to find it.

‘The second-hand market might seem a natural place to look for an EV but unfortunately it is fraught with danger as the batteries are worth more than the car. If the battery stops working, the vehicle becomes almost worthless.’

Vehicle trading website AA Cars agrees and says that nearly half of all potential second-hand EV buyers are put off because of concerns about battery life.

https://www.thisismoney.co.uk/money/mailplus/article-13367571/The-used-electric-car-timebomb-Tens-thousands-EVs-soon-impossible-sell-batteries-wont-affected.html

The situation is even worse than the Mail thinks.

This is not just a problem for eight year old cars, because it will cascade back up the supply chain.

For instance, if you buy a 5 year old petrol car now, you can reasonably assume you will still get a couple of thousand back when you trade it in in three years time. Buy a 5 year old EV, and and you probably won’t get a penny back. That in turn therefore devalues that 5-year old EV, as buyers cannot afford to buy one otherwise. And so on up the chain.

The US Energy and Information Administration reports,

MAY 1, 2024

Plant Vogtle Unit 4 begins commercial operation

Data source: U.S. Energy Information Administration, Annual Electric Generator Report

Georgia Power announced this week that the 1,114-megawatt (MW) Unit 4 nuclear power reactor at Plant Vogtle near Waynesboro, Georgia, entered into commercial operation after connecting to the power grid in March 2024. The commercial start of Unit 4 completes the 11-year expansion project at Plant Vogtle. No nuclear reactors are under construction now in the United States.

Vogtle Unit 3 began commercial operation in July 2023. The plant’s first two reactors, with a combined 2,430 MW of nameplate capacity, began operations in 1987 and 1989. The two new reactors bring Plant Vogtle’s total generating capacity to nearly 5 gigawatts (GW), surpassing the 4,210-MW Palo Verde plant in Arizona and making Vogtle’s four units the largest nuclear power plant in the United States.

Construction at the two new reactor sites began in 2009. Originally expected to cost $14 billion and begin commercial operation in 2016 (Vogtle 3) and in 2017 (Vogtle 4), the project ran into significant construction delays and cost overruns. Georgia Power now estimates the total cost of the project to be more than $30 billion.

The commercial operating date is when builders hand over a reactor to the plant owner or operator, declaring the reactor to be officially in commercial operation.

With a total installed capacity of about 97 GW, the largest commercial nuclear generating fleet of any country is located in the United States. The fleet of operating nuclear power reactors accounted for nearly 19% of domestic electricity production in 2023, making nuclear the second-largest source of U.S. electricity generation after natural gas, which accounted for 43% of electricity generation in the United States last year.

Electricity generation from nuclear reactors doesn’t produce CO₂ emissions and can provide baseload power that would otherwise largely come from coal- and natural gas-fired plants. Although a number of nuclear reactors have retired in recent years, interest in nuclear power as an energy resource to help reduce the carbon footprint of the U.S. electric power sector has increased recently.

Both Vogtle Units 3 and 4 use a newer reactor design, the Westinghouse AP1000. This reactor has a smaller footprint and simpler design than previous generation reactor technologies. It also features passive safety systems that are intended to shut down the reactor without any operator action or external power source.

Vogtle Units 3 and 4 are the first and only U.S. deployments of the AP1000 Generation III+ reactor. Two other Westinghouse AP1000 reactors were planned for a nuclear power plant in South Carolina, but utilities there halted construction in 2017.

More information about U.S. nuclear capacity and generation is available on our U.S. Nuclear Generation and Generating Capacity web page.