{"id":1340,"date":"2026-10-01T12:21:42","date_gmt":"2026-10-01T12:21:42","guid":{"rendered":"https:\/\/over-the-air.de\/uncategorized-en-us\/electric-car-lease-returns-how-the-battery-decides-on-return-and-remarketing\/"},"modified":"2026-10-22T12:45:54","modified_gmt":"2026-10-22T12:45:54","slug":"electric-car-lease-returns-battery","status":"publish","type":"post","link":"https:\/\/over-the-air.de\/en\/state-of-health\/electric-car-lease-returns-battery\/","title":{"rendered":"Electric car lease returns: how the battery decides on return and remarketing"},"content":{"rendered":"
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Tim Hochgreef<\/a><\/p>

Tim Hochgreef brings almost 20 years of experience in the automotive industry \u2013 from international vehicle trading to remarketing. Today, he focuses primarily on how digital developments around e-mobility, vehicle data and new valuation methods can be translated into real market processes.<\/p><\/div><\/div>\n

With electric car<\/strong> lease returns<\/strong>, the battery<\/strong> decides how quickly and at what price the vehicle finds a second user. In 2026, a wave of young used EVs is coming back from leasing contracts \u2013 significantly more vehicles than the trade has been used to. At the same time, buyers are hesitant: according to a 2026 DAT survey, uncertainty about battery condition is one of the biggest hurdles when buying used electric cars. For fleet managers, leasing companies and remarketing managers, this means: those who know the battery risk, record the State of Health (SoH) at the right time and assess their stock in a structured way shorten days in stock and negotiate on a data basis. This guide shows how this works in practice. <\/p>\n\n

\"Electric<\/figure>\n\n
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The 2026 wave of returns: why the battery becomes the bottleneck for lease returns<\/h2>\n\n

The number of young used electric cars has risen sharply in a short time: according to the firmenauto analysis of the VMF\/Deloitte study 2026<\/a>, the stock of used EVs up to five years old grew from around 334,000 (2023) to around 722,000 vehicles (2025) \u2013 a doubling within two years, driven mainly by returns from leasing and fleet contracts.<\/p>\n\n

This has two consequences for the remarketing process. First, the growing supply meets restrained demand: in the survey of 2,500 car buyers conducted by DAT in 2026, 65 percent see risks in the battery and 72 percent doubt the resale value of an electric car. Second, classic return protocols focus on visible damage \u2013 paint, rims, interior. The condition of the most expensive component, the traction battery, on the other hand, is often documented late or not at all.<\/strong> First, the growing supply meets restrained demand: in the survey of 2,500 car buyers conducted by DAT in 2026, 65 percent see risks in the battery and 72 percent doubt the resale value of an electric car. Second, classic return protocols focus on visible damage \u2013 paint, rims, interior. The condition of the most expensive component, the traction battery, on the other hand, is often documented late or not at all. <\/p>\n\n

This is exactly where the study comes in: it recommends standardised battery certificates to build trust in the used car market.<\/p>\n\n

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The VMF\/Deloitte study 2026 sees State of Health certificates as a new standard of trust for remarketing young used EVs \u2013 without reliable battery proof, the residual value lever remains unused.<\/p>\n<\/blockquote>\n\n

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Who bears the battery risk \u2013 it depends on the contract<\/h2>\n\n

Before talking about measurement and remarketing, it is worth looking at the leasing contract. Who bears the economic risk of an aged battery is not a technical but a contractual question. Two models dominate the fleet business. Note: the following description does not replace legal advice in individual cases. Note: the following description does not replace legal advice in individual cases.<\/em><\/p>\n\n

Mileage leasing: the risk lies with the lessor<\/h3>\n\n

With mileage leasing, the lessee owes the return in a condition that corresponds to use in accordance with the contract. Normal signs of wear \u2013 including age-appropriate degradation of the traction battery \u2013 are at the expense of the lessor; this follows the legal principle of the German Civil Code (\u00a7 538 BGB<\/a>), according to which changes caused by contractual use are not the lessee’s responsibility. Disputes arise where excessive wear is alleged \u2013 for example with a conspicuously low SoH despite low mileage. Without a documented battery condition, this line can hardly be drawn cleanly. <\/p>\n\n

Residual value leasing: the lessee bears the difference<\/h3>\n\n

With residual value leasing, a calculated residual value is set at the start of the contract. If the vehicle achieves less when remarketed, the lessee bears the difference. For fleets with electric vehicles, this means: every percentage point the market deducts because of an unclear battery condition goes straight onto their own balance sheet. Those who know the SoH early and can prove it negotiate the remarketing from a much stronger position. <\/p>\n\n

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The return in four steps: where the SoH belongs in the protocol<\/h2>\n\n

Hardly any guide answers the question of when<\/strong> the battery condition should be recorded in the return process. The answer: as early as possible \u2013 ideally before the vehicle is even collected. <\/p>\n\n

Step<\/th>What happens<\/th>Role of the battery condition<\/th><\/tr><\/thead>
1. Pre-assessment<\/strong> (4\u20138 weeks before return)<\/td>Review vehicle data, plan remarketing<\/td>Query SoH via VIN \u2013 basis for channel decision and residual value forecast<\/td><\/tr>
2. Return appointment<\/strong><\/td>Visual inspection, return protocol<\/td>Record SoH value in the protocol \u2013 prevent disputes about excessive wear<\/td><\/tr>
3. Reconditioning & documentation<\/strong><\/td>Recondition vehicle, compile documents<\/td>Add the battery report to the sales documents<\/td><\/tr>
4. Remarketing<\/strong><\/td>Choose channel, set price<\/td>Actively communicate the SoH as a selling point<\/td><\/tr><\/tbody><\/table><\/figure>\n\n

The difference between step 1 and step 2 is economically decisive: those who only measure the SoH at the return appointment or afterwards can no longer use it for planning.<\/p>\n\n

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Those who only measure the SoH after collection decide on the remarketing channel too late \u2013 the course for residual value and days in stock is set before the return.<\/p>\n<\/blockquote>\n\n

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1<\/span>Register for free<\/span>\u2192<\/span>2<\/span>Enter VIN<\/span>\u2192<\/span>3<\/span>Get report<\/span>Start Step 1<\/a><\/span><\/div>\n\n

Assessing the battery condition of lease returns \u2013 individually or across the stock<\/h2>\n\n

There are two basic ways to assess the battery of an electric car lease return \u2013 they differ mainly in whether the vehicle has to be physically available.<\/p>\n\n

Testing at the vehicle<\/h3>\n\n

On-site testing \u2013 via the diagnostic port or a test drive by a neutral testing organisation \u2013 delivers reliable values but requires the vehicle to be accessible already: at the location, with an appointment, with staff effort. This makes sense for a single disputed case. For the pre-assessment of entire return cohorts, this approach does not scale: 50 vehicles at five locations mean 50 appointments. <\/p>\n\n

Pre-assessing the returning stock via VIN<\/h3>\n\n

The alternative starts with the data the vehicle transmits to the manufacturer anyway. For exactly this use case, autoDATAexperts has developed a solution with SoH OTA<\/a> that retrieves the battery condition directly from the manufacturer via VIN query<\/a> \u2013 no plug, no workshop appointment, without moving the vehicle. For fleets and leasing companies, this means: an entire returning stock can be assessed weeks before the return, at calculable costs of \u20ac29 per query on a monthly invoice. Currently supported are Tesla (almost all models), many BMW and Mazda models and the VAG Group from 09\/2024 \u2013 including VW ID.3 to ID.Buzz, CUPRA Born and Tavascan, Skoda Enyaq and Elroq, and the Audi Q4 e-tron. Further manufacturers and models are being added continuously. <\/p>\n\n

\"Comparison<\/figure>\n\n
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From battery condition to the right remarketing channel<\/h2>\n\n

The documented SoH is not an end in itself \u2013 it determines through which channel a lease return can be remarketed most economically. We have broken down how the SoH value specifically affects residual value and purchase price in our article on the valuation of the electric car battery and its residual capacity<\/a>. Here, the focus is on the channel decision: <\/p>\n\n

Remarketing channel<\/th>Typical use<\/th>Role of battery documentation<\/th><\/tr><\/thead>
Direct sale \/ own dealership<\/strong><\/td>Vehicles in good condition, retail business<\/td>SoH report as an active selling point \u2013 addresses the biggest buyer concern<\/td><\/tr>
B2B auction \/ dealer exchange<\/strong><\/td>Fast remarketing of larger volumes<\/td>Documented SoH reduces bidders’ risk discounts<\/td><\/tr>
Second lease \/ internal continued use<\/strong><\/td>Vehicles with solid SoH, extended holding period<\/td>The SoH decides whether a second term is economically calculable<\/td><\/tr>
Export \/ special remarketing<\/strong><\/td>Vehicles with conspicuous battery condition<\/td>Transparency avoids rescissions and complaints<\/td><\/tr><\/tbody><\/table><\/figure>\n\n

The following approach has proven itself for preparing an entire cohort of returns:<\/p>\n\n