Buying A Used Electric Car? Here’s Why You Might Want To Steer Clear Of These Models

Buying A Used Electric Car? Here’s Why You Might Want To Steer Clear Of These Models

If you’re looking for a used electric car, we all know that there are plenty of considerations that must be made in picking a car that’s ultimately right for you. From the vehicles over a reputation over the lifetime of the car to its range, per charge, susceptibility, to premature battery ageing and availability of spare parts. Picking a used electric car can be quite a challenge. What you might not know is that there are really two different types of electric cars that you might encounter when you’re looking for a used electric vehicle. And here I’m going to tell you why you might want to steer clear of some of them, why some early electric vehicles that were built as a result of the collaboration or a partnership between different automakers might pose significant problems and give you some of the things to be aware of when buying your used EV.

And no, I’m not talking about the difference between a plugin hybrid and a battery-electric vehicle. I’m talking about the difference between production electric cars that were built in significantly large volumes, and that was widely available for a significant number of years and limited production models built with this solid intent of ensuring the automaker in question met whatever local and national regulations existed for zero tailpipe, emission vehicles sales, and that second group nicknamed compliance cars by those of us in the industry at the time can vary a number from a couple of hundred vehicles over the course of their products all the way up to several thousand or more regardless though, of how many were made. They were all limited in their initial market availability in the US that usually meant selling in California and any of the other us States that had officially adopted the California zero-emission vehicle mandate a mandate that finds out automakers over a certain size.

If they didn’t produce a proportional number of zero-emission vehicles to the rest of their fleet, examples of compliance costs. Well, that would be 2012 through 2019 fit 508. The second-generation Herter is for Evie. The Ford focus CV, the lease only Honda fit TV first-generation Volkswagen, new goals, and the Mercedes Benz B Cassie D as well, Mitsubishi I never, and some markets at least, and the Chevrolet spark Evy, a more recent compliance car. Well, that will be the Honda RTV, which was discontinued earlier this year. And no, no matter how hard you argue to the contrary, because they’re not Teslas or because you want them to be neither the Nissan leaf nor the Chevrolet bolt EVR compliance cars they produced in higher volumes in the vehicles I’ve just noted and were eventually available nationwide. Neither is the BMW or Chevrolet volts. While the sales volume has remained pretty low.

It is available fairly widely, and the volt was available nationwide in the US even though it’s European and other markets, siblings were far closer to compliance cost status, but I’m digressing. I should mention here that there are also weird edge case models too, such as the smart for two ed, a car that was sold in limited markets in North America but also happened to be a variant of a car. There was frankly, pretty much exclusively sold in certain key States because of the limited number of us smart dealerships. So while it was a limited market vehicle, I don’t feel it’s necessarily a traditional compliance car in the traditional sense, given the low volume of smart car sales in the US anyway, because cars like the Nissan Leaf and Chevrolet bolt EVs were generally produced in high numbers, Paya numbers in the compliance cars.

I’ve just mentioned. You tend to see them dominate in the used car marketplace in terms of the sheer number of cars available, but compliance cars also tend to come in at a lower price point than those vehicles because of their limited market appeal and lower production volume. And that means people are tempted to opt for them rather than the larger volume, more widely available cars. I’ve already noted on this channel, that compliance cars, compose problems. If you happen to buy them outside of markets, where they were initially sold and serviced, by contrast, if you buy a compliance car and a compliance car market, where there’s still a robust after-sales service for those cars, the Chevrolet spark fear 500 E and Eagle for all good examples of this, you shouldn’t have as many issues. If any, as the vehicles are designed and built by their respective automakers and generally remain well supported in large urban centres, but as Brad Burman on electric recently noted not all compliance cars are built in the same way and have the same benefits.

And the ones we’re talking about all happened to be built in the same way, specifically cars that were sold by one automaker but were either engineered or included parts from another company I’m talking specifically about cars that were either rebadged as one brand, but made by another, a good example of this is the Citron Sisero and Persia ion, which were basically rebadged Mitsubishi. I news in Europe, in addition, also the second generation and Mercedes Benz because ed, these two latter cars were based on gasoline models, but re-engineered and produced in small volumes with the help of Tesla. In other words, while the cars themselves were made by their respective brands, the power electronics, the battery pack, and the drive train was made by Tesla originally designed back when both Toyota and Mercedes-Benz had pretty shareholdings in Tesla. These vehicles allowed the respective automakers to sell their own electric cars without having to significantly invest engineering time in the house, all the, to a price point.

That was a less than the cost of the fines of noncompliance with California regulations as Berman notes in his article, a friend with a Mercedes Benz B classed, a car on the face of it that offers a lot more than many other electric cars of a similar age, noted a problem with his cars drives train that got progressively worse, namely, a wine that upon visiting the dealership was the telltale sign of a well-known floor of the drive train on these Tesla engineered cars with the car out of warranty. The owner was quoted and eye-watering, $18,000 to have it fixed by the dealership because of both the B class EDM Toyota, Rav four EVR compliance cars built by their respective companies, but electrified by Tesla, neither Mercedes-Benz nor Toyota have extensive parts in house for those respective vehicles. And rather than swapping the faulty part out motor bearings.

In this case, the dealership’s technicians who aren’t trained with that level of knowledge, because so few examples exist, choose to follow the standard recommended practice, which is to replace the entire faulty drive train. And to be clear, it’s not because they’re incapable of bearing replacement, but rather that, because it costs dealerships and automakers less time and money to train technicians, to replace the entire unit with a new one than it does to train those technicians, to strip the unit down and replace the actual failed part. If that were an order of magnitude, more examples of each vehicle on the road, the training just stripped down or replaced the faulty part might be a lot more cost-effective for both dealerships and customers. But in this case with so few examples on the road, not so much that said, I should note that the bearing failure is a well-known problem with both the aforementioned models under the early Tesla Model S which is why many experts suggest you should buy a used Tesla from 2014 or newer.

And yes, in case you are interested early on in model S life failed bearings were also replaced the same way by replacing an entire new drive train as it was quicker to do. So when Tesla had a smaller, heavily in-demand workforce, and of course, in the case of these two compliance cars, I’m sure the problem is compounded by the fact that neither Mercedes Benz nor Toyota really wanted to support either vehicle from the get-go and Tesla, frankly, isn’t a fan of letting third party repairs take place on any of its components. Luckily though, there is a burgeoning third party movement of specialist shops that are now starting to specialize in these very special vehicles. I know several of them and their owners are very much keeping busy with customers from across the US one of them. QC charging California also offers aftermarket DC to demo adapters for those two Tesla engineered compliance cars, other specialists across the US offer similar repair and assistance.

And in Europe, repair shops are opening for a fee at five hundred, but this is a third-party specialist. So it’s usual that the turnaround for your car is going to be less quick as it would be your local dealership, essentially, while you can get a repair. And if you happen to not live in the town when your nearest specialist is based, it will probably take a little longer for your car to get back on the road with patients and with perseverance, these vehicles are still perfect UTVs to own with the above caveats. But if you’re looking for a car that’s better supported with a dealer network that will be far happier to work on them. Well, you really should steer clear of these super-low volume specialist compliance cars as for those larger volume compliance cars. Well, you might be lucky in Oregon. For example, specifically Portland, the Chevy sparked is well supported, just like the fee at 500.

He is in California as well as Oregon. But next time you look at a compliance car and the classifieds ask yourself how easy it will be to repair. If it fails outside of its warranty, a little research in that department can save you really big bucks in the future. That’s it for today’s video. If you’d like to help us make more videos like this, please do like comment and subscribe, and you can support us using the links below. Thanks to the folks scrolling by on my right. They are charged up patrons. Thanks to Jeffrey Songster, John Lyons and raging fellows. There are $50 a month. Self-driving patrons and special thanks to our $100 a month. Starman patrons, Marcel ward, Reggie, watch JP Faegre back and Sean. If you’re looking for something else to watch from this channel and Google thinks you might enjoy that one. So if you haven’t watched it already, please do give it a look and I’ll be back soon with more great content for you all to enjoy until next time, wash your hands, stay safe and work to become a better kind of person strive for quality and remember to treat others as you’d like to be treated yourself. Thanks for joining me. I’ll see you next time. Keep evolving.


Morten Pradsgaard

Morten has been working with technology, IoT and electronics for over a decade. His passion for technology is reflected into this blog to give you relevant and correct information.