Breaking down the statistics
By the end of 2020 we saw 312 million vehicles on the European roads. Big, small, old, new – they all had one thing in common: a battery. And that battery was yet again the number one troublemaker, according to the ARC roadside assistance group.
Key Takeaways
- Batteries are the leading cause of vehicle breakdowns globally — responsible for over 50% of roadside failures according to European roadside data.
- Battery health problems often start long before a vehicle reaches its owner — during manufacturing, shipping, or lot storage — making lifecycle-wide testing essential.
- Most workshops only test batteries when a customer reports a problem; proactive testing at every service visit catches failures before they happen.
- A battery should be tested monthly during vehicle transport and storage, and inspected at every pre-delivery inspection before handoff to the customer.
- Lifecycle tracking tools like BMIS let dealers and fleets monitor battery health across an entire inventory — turning reactive replacements into planned, data-driven decisions.
In 2020 9,5 million combustion engine vehicles broke down due to problems with their battery and electrical system. That’s over 50% of all vehicle breakdowns. A number that should be vastly lower, if our test result archive is anything to go by; we estimated beforehand that some 11,9 million batteries would get a replace decision and that the client would be willing to get it replaced. So. What happened to those 9,5 million breakdowns? What went wrong?
The battery lifecycle
In most workshops, the battery tester is still only used when a client has a distinct battery related issue. But there are many more parties within the battery lifecycle who could – and probably should start testing as well. A battery does not go bad overnight and there are plenty of cases where a battery starts to deteriorate long before it ever reaches the owner. So who are these parties and what could they do to improve on the overall battery life expectancy (and thereby their product and service quality)?
- Battery Manufacturing – After a battery is manufactured a standard Pre delivery inspection test should be performed to pick out bad products (pre-consumer scrap)
- Vehicle Production – Once a battery is installed in a vehicle, the electrical systems are also connected to the battery. This may speed up premature battery failure. From this point onwards it becomes important to test the battery at least once a month until arriving at its new owner’s doorstep.
- (Transportation to) dock and/or car park – In reality it can take some time before a manufactured vehicle is actually shipped to its new owner or the dealership. Vehicles can easily remain parked for up to 6 months before they are transported to their dealer/owner. That’s long enough for a battery to go bad. Now, some of these batteries are disconnected for that period, but no matter the connection or disconnection; the once-a-month test should be performed, as well as a pre-delivery inspection test once the vehicle goes out to its dealer/owner. If a battery seems to be falling down in health, it’s key to find the root of the problem. In some cases the battery is simply bad, or needs a simple charge and in other cases you might be dealing with a problem in the electric system.
- (Transportation to) dealer – Selling a vehicle that runs a flat battery, weeks after a sale is of course bad business. Keeping your inventory healthy, means regular battery checks, a pre-delivery inspection, and, if you want to give proper service we advise to give the battery one last charge top off before it goes out to its new owner.
- Car owner / maintenance service – Car usage offers the battery a different set of challenges to deal with. Long trips once a month, or perhaps daily but very short mileage trips. And what about driving in extreme heat or extreme cold? Extended holidays, leaving the car at home? Where some batteries may easily live up to 6 years, others may be spent after just months. In general we see batteries live 3 to 5 years, but regardless, it remains key to give your battery regular checks and service where needed. It’s better to test once too many, than once too few, to avoid vehicles becoming stranded in the cold.
- Demolition and recycling – When the battery has reached end of life (remember those 9,5 million breakdowns?) it goes out to a demolition station where it is recycled. Lead acid batteries are particularly suitable for recycling. Up to 95% of its materials can be extracted and re-used. But that doesn’t mean we should aim for rushing batteries through their life cycles; it is still an energy consuming, expensive, not to mention client-frustrating process to see a battery fail prematurely.
Preventive maintenance
To prevent such frustrations and unsatisfied customers, it’s essential that we all do our part. Also, managing your batteries shouldn’t give you a headache. Nor should your warranty costs. Midtronics is here to help you out and relieve the stress. With our newest battery and system diagnostic devices we have a tool for your every need. From quick and hand-held, to deep dive full diagnostic charges. And the best of it is that you can track your batteries throughout their lifecycle with our BMIS information system, thereby preventing your clients from ending up like those poor 9,5 million car owners did last year.
Frequently Asked Questions
Why are batteries the number one cause of vehicle breakdowns?
Batteries degrade gradually and often show no visible symptoms until they fail completely. Because most service intervals don’t include routine battery testing, a battery can lose significant capacity without anyone knowing — until it fails to start the car. Testing at every service visit is the only reliable way to catch degradation before it becomes a breakdown.
When in the battery lifecycle should testing occur?
Testing should happen at every stage: after manufacturing (pre-consumer quality check), during vehicle production and transport (monthly), at the dealership prior to sale (pre-delivery inspection), and throughout the vehicle’s service life. Each stage introduces conditions — storage, parasitic drain, temperature swings — that can compromise battery health before a customer ever turns the key.
How long can a vehicle sit before battery health is at risk?
Vehicles can sit on transport ships, in port, or on dealer lots for up to six months before reaching a customer. Even with the battery disconnected, capacity slowly declines. Connected batteries face additional parasitic drain. A pre-delivery inspection test and charge top-off before every handoff is the professional standard.
What is BMIS and how does it support battery lifecycle management?
Midtronics BMIS (Battery Management Information System) aggregates test data from Midtronics testers across a fleet or dealer network. It lets managers track individual battery health over time, identify patterns, and schedule proactive replacements — replacing guesswork with data. It’s the difference between managing battery failures and preventing them.
What Midtronics tools support lifecycle-wide battery testing?
For dealerships and service shops, the MDX-600 Series provides fast conductance-based testing suited to pre-delivery inspections and service-lane checks. For fleet and heavy-duty applications, the DSS-5000 HD handles commercial vehicle battery demands. Both integrate with BMIS for lifecycle data tracking.
Where can I find industry standards for battery lifecycle testing?
Battery Council International (BCI) publishes industry standards and annual data on battery service life and replacement trends. Their research supports the case for proactive, lifecycle-based testing protocols across all segments of the automotive supply chain.