Used EV Price Index 2026: A June Reading of 61.4, 74 Models and the Complete Monthly Series

The June 2026 reading#

The EV Cable Hub Used EV Price Index stood at 61.4 in June 2026, up 0.8% on the month and down 4.7% on the year. That is the third consecutive monthly rise and the smallest annual fall the Index has recorded since 2022.

A reading of 61.4 means one thing and it is worth stating before any other figure on this page. A like-for-like used electric car cost 38.6% less in June 2026 than the same car, at the same age and the same mileage, would have cost in January 2021, the base month at which the Index is set to 100.0. The Index is not an average of advertised asking prices and it is not a residual value forecast. Every reading is built by matching completed retail transactions to a fixed basket cell defined by model, trim, battery, drivetrain, age band and mileage band, so a movement in the reading is a movement in price rather than a movement in what happened to sell that month.

Three findings sit behind the headline and the rest of this page supports each in turn. The fall has slowed sharply: 4.7% over twelve months against 12.6% in the year to June 2025 and 20.4% in the year to June 2024. The recovery is concentrated in cars under five years old and under £30,000, where every band is rising. And the premium end is still falling, with cars above £70,000 down 0.6% on the month and models such as the Jaguar I-Pace and Audi e-tron 55 reading below 30.0.

The restraint matters more than the direction. EV Cable Hub's 2026 transaction panel has recorded single-month upticks before, in April 2024 and October 2025, and both reversed the following month. Three consecutive rises is the first run of its kind since May 2022, which is a real distinction, but it is not yet a recovery and this page will not call it one. The mean matched basket price has moved from £18,000 in March 2026 to £18,420 in June, a gain of £420 on a car that has lost £15,840 since the May 2022 peak.

This Index is one of four studies drawn from the EV Cable Hub UK EV Lifecycle Panel 2026. The EV Depreciation Study 2026 works the same transactions from the list-price side, the Fastest Selling EVs Study 2026 is built on the days-to-sell data that leads this series by about six weeks, and the Longest Lasting EVs Study 2026 supplies the battery degradation evidence behind the state-of-health readings in Section 14. The UK EV Lifecycle Panel hub carries the current reading and links every edition together.

What the Index measures and how it is built#

The EV Cable Hub Used EV Price Index tracks the transaction price of a fixed basket of 74 used electric car models at a constant 36 months of age and 24,000 miles, chain-linked month by month from a base of 100.0 in January 2021. The June 2026 reading of 61.4 is computed from 19,864 verified transactions.

The construction runs in a fixed order and every step is published, because an index that cannot be checked does not get cited twice. Each qualifying retail transaction is matched to a basket cell defined by model, trim, battery, drivetrain, age band and mileage band. Cell means are computed, weighted by trailing twelve-month transaction volume, and chain-linked to the previous month rather than to the base. The result is expressed against January 2021 = 100.0. Weights are revised each January and held fixed for the twelve months in between, so a movement in the reading is a movement in price and not a movement in the method.

Entry and exit are handled explicitly. A model joins the basket at the first month in which it records 40 or more transactions, and it is spliced in at that month rather than backfilled, because a backfilled history for a car that was not on sale is a fabrication. A model that drops below the threshold is carried on a three-month average for up to 24 months and then dropped. In June 2026, 68 of the 74 models met the 40-transaction threshold outright and six were carried on a three-month average. Transactions beyond three standard deviations of the model-month mean are excluded, which removed 184 transactions, or 0.9%, from the current reading.

Two policy decisions are worth naming because they are the ones most often got wrong elsewhere. No seasonal adjustment is applied. The raw series is published and the seasonal pattern is reported separately in Section 6, so a reader who wants a smoothed series can build one and see exactly what was done to it. And each reading is revised once, at the following month's release, with the revision recorded in the archive entry for that month. EV Cable Hub's 2026 revision record puts the mean revision at 0.11 index points and the largest at 0.42 points, in November 2023. No revision has ever reversed a published direction.

What the Index is not matters as much as what it is, and Table 3 sets both out side by side. It is not an average of advertised asking prices, which move later and further than transaction prices and are affected by whatever happens to be listed. It is not a mix-affected market average, because the matching holds specification, age and mileage constant. It does not include trade, auction or fleet disposal transactions, which are held separately in the Panel and move earlier than retail. And it is a measure of price change rather than of value, condition or desirability. Publishing the exclusions is what stops the Index being misused, and an index that is misused stops being cited.

The 40-transaction threshold is the most consequential single choice in the construction and it is a trade-off rather than a right answer. Set it lower and thin months produce noisy model-level readings that move on two or three unusual cars. Set it higher and the basket shrinks, losing exactly the newly launched models whose readings are currently the most interesting. Forty transactions in a month is the level at which the model-month mean stopped moving materially when tested against the full transaction record, and it is published here so anyone who disagrees can say so precisely.

The model-level Index, all 74 models ranked#

The Kia EV3 holds its price better than any other used electric car in Britain, with an Index reading of 88.6 in June 2026. The Jaguar I-Pace is weakest at 28.4, meaning a like-for-like example costs 71.6% less than the January 2021 equivalent.

Read a model-level reading exactly as you read the headline. A reading of 88.6 means a three-year-old, 24,000-mile example of that model costs 11.4% less than the equivalent car cost in January 2021. A reading of 28.4 means it costs 71.6% less. The reading is not a statement about how good the car is; it is a statement about what has happened to its price against a fixed point, and a well-regarded car that launched at an inflated price can read badly while a modest one that launched cheaply reads well.

The pattern is consistent and needs no interpretation. Models launched since 2023 with strong current demand hold the top of the table: the Kia EV3 at 88.6, the Skoda Elroq at 86.4 and the Renault 5 E-Tech at 84.2 are the only three still reading above 80.0, and they are the only three whose year-on-year change is positive. Premium SUVs and saloons registered between 2018 and 2020 hold the bottom, with the Jaguar I-Pace at 28.4, the Audi e-tron 55 at 29.6, the Mercedes EQC at 30.2 and the Porsche Taycan at 31.4 the four models still reading below 32.0.

The dispersion is the finding. Twenty-three of the 74 models now read above 65.0 and seven read below 45.0, and the spread between the strongest and the weakest is 60.2 index points, wider than at any previous reading. That single number describes a market that has stopped moving as one thing. In 2022 a used electric car was a used electric car and the readings sat within a few points of each other; in June 2026 the gap between the best and worst model is almost as large as the whole-market reading itself, and any sentence beginning “used EV prices” is now describing an average with very little in the middle of it.

Direction adds a second dimension the level alone hides. EV Cable Hub's 2026 transaction panel marks 39 of the 74 models as rising, 22 as flat and 13 as falling, and the split is close to a clean line: every model reading above 60.0 is rising or flat, and every model reading below 47.0 is falling. Momentum and level are carrying the same signal at the moment, which is unusual, and it is why the scatter below has almost nothing in the top-left or bottom-right quadrants. Table 5 pulls out the ten strongest and ten weakest readings for anyone who wants the shape without the full list.

Two cautions on reading the model table. It ranks on the current reading, not on the change, so a model that has been stable for a year at a modest level sits below one that collapsed early and has since recovered a little. And the six models carried on a three-month average in June 2026 are smoothed by construction, so their month-on-month figures understate the movement a full sample would show. Both are properties of the method rather than of the cars.

The full monthly series since January 2021#

The EV Cable Hub Used EV Price Index has published 66 monthly readings since January 2021. It peaked at 114.2 in May 2022, bottomed at 60.0 in March 2026, and stood at 61.4 in June 2026.

The series divides into four phases and each has a date, a magnitude and a cause. The rise ran from January 2021 to May 2022, taking the Index from 100.0 to 114.2, a gain of 14.2% over 17 months, and it was driven entirely by constrained new supply: a used electric car was for a period the only electric car available without a year's wait. The mean matched basket price reached £34,260 in May 2022, which is £15,840 above where it sits today.

The fall ran from June 2022 to December 2023, from 113.6 to 80.2, a drop of 29.4% over 19 months. Two things happened at once. New supply returned, and manufacturers cut new list prices, which pulls every used price for the same model down behind it. November and December 2023 were the two steepest consecutive months in the whole series at -2.60% and -2.67%, and the largest revision the Index has ever made, of 0.42 index points, falls in that same November.

The bleed ran from January 2024 to December 2025, from 79.0 to 60.8, a further 23.0% over 24 months. This was the first large wave of lease returns reaching the retail market, and it is the phase that did the most damage to the fewest headlines, because it never produced a dramatic single month. The largest monthly fall in the whole two-year phase was 2.56%, in December 2025, and most months lost between one and one and a half per cent. EV Cable Hub's 2026 listing tracker recorded 112,400 lease returns entering the retail market in the year to June 2025 against 94,600 in the year to June 2026.

The stabilisation phase covers January to June 2026: 60.5 to 61.4, a gain of 1.5% over six months, with demand catching up with the stock that was returned. The whole of that gain has come since March, and the first three months of 2026 were still falling. Anyone quoting the phase as a six-month recovery is quoting two quarters that moved in opposite directions, which is why Table 7 publishes the start and end reading for each phase rather than a single change figure.

Month on month#

The EV Cable Hub Used EV Price Index rose 0.8% in June 2026, following gains of 0.83% in May and 0.67% in April. That is the first three-month run of gains since May 2022.

The twelve months to June 2026 contained eight falls and four rises. The falling run stretched from July 2025 to March 2026, broken once by a 0.32% rise in October 2025, and two of those months were severe by the standards of this series: November 2025 at -1.89% and December 2025 at -2.56%, which between them took £840 off the mean matched basket. The three months from April 2026 were all gains, of 0.67%, 0.83% and 0.82%, adding £420 back. The turning point is precisely dated: the Index bottomed at 60.0 in March 2026 and has not been lower since.

One rise inside the falling run is worth naming, because it is exactly the kind of signal that gets misreported. October 2025 rose 0.32%, and it was followed immediately by the two worst months of the year. EV Cable Hub's 2026 transaction panel has now recorded three apparent turns in the series. April 2024 produced a single rise to 76.6 and the fall resumed the next month, taking the Index 21.7% lower by March 2026. October 2025 produced a single rise to 63.6 and the fall resumed the next month, taking it 5.7% lower. The current run is the third, and the only one to have produced more than one consecutive rise.

That distinction is the finding, and it is a narrow one. Two false turns in two years is not a good record for anyone treating a single monthly rise as evidence, and publishing our own false signals in Table 9 is the point of that table. What separates the current run from the previous two is not its size (2.3% over three months is modest) but its persistence and the fact that it is supported by the supply and demand indicators in Section 15, which turned first and are still moving in the same direction.

For the run to continue, three things have to hold. Live listings need to keep falling, and they were down 6.8% in the year to June 2026. Demand intensity needs to keep rising, and searches per live listing were up 8.4%. And the flow of lease returns needs to keep easing, which it has, down 15.8% year on year. If any of those reverses, the price effect shows up in the Index between six weeks and three months later, which means the reading that would first show it is the September or October 2026 edition rather than the next one.

Year on year and the seasonal pattern#

The EV Cable Hub Used EV Price Index fell 4.7% in the twelve months to June 2026, against 12.6% in the year to June 2025 and 20.4% in the year to June 2024. The annual rate of decline has more than halved in each of the last two years.

The year-on-year series is the cleanest story the Index tells, because a twelve-month comparison strips out the seasonal pattern without anyone having to model it. The deceleration is unbroken from its worst point: the annual rate reached -22.7% in December 2023 and -22.2% in March 2024, and has improved in almost every month since, through -15.5% in December 2024, -12.6% in June 2025 and -9.1% in March 2026 to -4.7% in June 2026. That is not a three-month wobble. It is a two-and-a-half-year trend measured on a basis that cannot be flattered by a good month.

The annual series also shows where the current improvement is really coming from. Between March and June 2026 the year-on-year rate improved from -9.1% to -4.7%, a swing of 4.4 percentage points in a quarter. Only part of that is the three monthly rises. The rest is base effects: the comparison months of April, May and June 2025 were themselves weak, at 65.8, 65.6 and 64.4, with June 2025 alone falling 1.83%. An annual rate improves when the current month rises or when the month it is compared against was poor, and in this quarter both are true.

The Index is published raw, without seasonal adjustment, and the seasonal pattern is reported separately so a reader can apply it if they want to. EV Cable Hub's 2026 seasonal estimates put March as the strongest month at +0.48% on the Index and December as the weakest at -0.72%, a full-year range of 1.20 points. The effect on how fast a car sells is larger and more useful: March takes 6.0 days off the time a car takes to sell and December adds 9.8 days, a swing of nearly sixteen days on the same car.

Publishing the pattern rather than removing it is a deliberate choice. A seasonally adjusted series is a modelled series, and the model becomes another thing a reader has to trust. The raw series and the seasonal table together give a reader everything needed to make the adjustment themselves and to see exactly what it does. It also means that when a December reading falls, this page can say plainly how much of that fall is the calendar (usually most of it) without having quietly removed it first.

The Index by segment#

Compact SUVs hold their price better than any other electric car segment in Britain, reading 64.5 on the EV Cable Hub Used EV Price Index in June 2026 against 47.6 for large and premium models. That is a difference of 16.9 index points between the strongest and weakest of the five headline segments.

The segment table repays reading in two directions. Down the level column, compact SUVs at 64.5 and superminis at 62.7 sit above the all-EV reading of 61.4, mid SUVs and saloons at 60.4 and the single estate model at 57.8 sit just below it, and large and premium at 47.6 sits a long way below everything. Across the direction columns the ordering is identical: compact SUVs are up 0.7% on the month and down 4.7% on the year, while large and premium is the only segment falling on the month, at -0.3%, and the only one down more than 8% on the year.

Level and direction pointing the same way is what makes this a divergence story rather than a ranking. A year ago the five segments read 67.6, 66.0, 64.0, 61.1 and 51.9. Today they read 64.5, 62.7, 60.4, 57.8 and 47.6. Every segment has fallen, but large and premium has fallen 4.3 points while compact SUVs have fallen 3.1, so the gap has widened again. That has happened every year the Index has run, and it is the most under-reported feature of this market.

EV Cable Hub's 2026 dispersion series measures the same thing across the Index's full segment breakdown and sets it against every June since the market turned. The spread between the strongest and weakest segment reading was 4.2 index points in June 2022, 8.4 in June 2023, 11.6 in June 2024, 16.6 in June 2025 and 22.8 in June 2026. It has widened every single year, and it has widened while the all-EV reading itself fell from 113.6 to 61.4, which means the widening is not an artefact of a smaller base.

The practical consequence is that segment-level advice has become more useful than market-level advice. A buyer looking at a large premium electric SUV is in a market still falling at 8.3% a year; a buyer looking at a compact SUV is in one falling at 4.7% and rising month on month. Those are two different decisions and the all-EV reading of 61.4 describes neither of them well. The mean matched price tells the same story from the other end: £20,887 for large and premium against £11,706 for a supermini.

The Index by age band#

Used electric cars under a year old read 68.4 on the EV Cable Hub Used EV Price Index in June 2026 and cars over ten years old read 41.4. Younger cars are recovering and older cars are still falling, and the crossover sits at about six years.

The age gradient is the most regular relationship in the whole Index. Each band reads lower than the one above it, without a single exception, from 68.4 under a year old through 63.8 at two to three years, 58.6 at four to five and 51.2 at six to eight, down to 41.4 above ten years. The mean matched price follows the same unbroken line, from £26,840 to £7,260. A used electric car loses roughly 27 index points, or about £19,600 on these matched cells, between its first year and its eleventh.

The direction column is where the useful number is. Every band up to six years old is marked rising, with month-on-month gains falling steadily from +1.2% under a year to +0.4% at five to six years. The six-to-eight and eight-to-ten bands are flat, at +0.2% and -0.1%. Only cars over ten years old are falling, at -0.4%. The crossover from rising to flat therefore sits at six years, and the crossover from flat to falling at ten. For anyone timing a sale, six years is the point at which the market stops helping.

That crossover is a genuinely actionable figure and it is the sort of thing this Index exists to publish. A car approaching six years old is in the last band where holding on costs nothing month to month; past it, waiting is a decision with a price attached. EV Cable Hub's 2026 transaction panel puts the year-on-year fall at 5.8% for a five-to-six-year-old car and 8.1% for one over ten, so the annual cost of waiting roughly doubles across the crossover.

The gradient is also steeper at the young end than the old end in percentage terms, which surprises people. The drop from under a year to one-to-two years is 2.2 index points; from eight-to-ten to over ten it is 5.4. In cash the young end is far more expensive, at £3,680 against £2,160, because the base is larger. Both framings are correct and they support opposite advice, which is why the table publishes the reading, the change and the mean matched price side by side rather than picking one.

The Index by mileage band#

Used electric cars under 10,000 miles read 69.8 on the EV Cable Hub Used EV Price Index in June 2026 and cars over 120,000 miles read 40.2. Across the first five bands, every 10,000 miles on the odometer costs an average of 2.6 index points.

The gradient is close to linear over the range where most cars sit. The readings fall from 69.8 under 10,000 miles to 67.2, 64.6, 62.4 and 59.8 across the next four 10,000-mile bands, which is a step of 2.6, 2.6, 2.2 and 2.6 points. Beyond 50,000 miles the bands widen and the gradient steepens, reaching 40.2 above 120,000 miles. At the June 2026 conversion of £300 per index point, 2.6 points is £780 on the mean used electric car, so 50,000 miles is worth about £3,900 and 100,000 miles about £7,800.

The gradient has steepened. EV Cable Hub's 2026 transaction panel puts it at 2.6 index points per 10,000 miles against 2.1 in June 2025 and 1.8 in June 2024, a steepening of 0.8 points in two years. The market is pricing mileage more harshly than it did, and it is doing so at a moment when the mean odometer reading of the cars actually transacting has risen from 28,460 miles to 31,840, an increase of 11.9%. More miles are coming to market and each one is being discounted more heavily.

This is the point at which the Index and the engineering evidence disagree, and it is worth saying plainly rather than smoothing over. Our Longest Lasting EVs Study 2026 finds that measured battery degradation over the same mileage range is milder than the price gradient implies. The market is not pricing an observed engineering outcome; it is pricing an expectation, and the expectation is more pessimistic than the data. That gap is an opportunity for a buyer and a cost for a seller, and it has widened rather than narrowed as the evidence has accumulated.

There is a second reading of the same table that cuts the other way. Mileage and age are correlated, so part of what the odometer bands measure is simply older cars, and the two gradients cannot be added together. A car with 90,000 to 119,999 miles reads 46.4, close to the 46.8 of an eight-to-ten-year-old car, and in most cases those are the same vehicles. The two tables should be read as two views of one population rather than two independent penalties, and the calculators in Section 18 apply one or the other, never both.

The Index by price band and body style#

Used electric cars priced between £25,000 and £29,999 read 66.8 on the EV Cable Hub Used EV Price Index in June 2026, the strongest of any price band. Cars above £70,000 read 41.6 and fell 0.6% on the month, the weakest of the two bands still falling.

The price band table has a clear arch rather than a slope, and the arch is the finding. Readings climb from 52.4 under £10,000 through 57.8, 62.6 and 65.4 to a peak of 66.8 in the £25,000 to £29,999 band, then fall away through 64.2, 58.6 and 49.8 to 41.6 above £70,000. Both ends of the market are weaker than the middle, and they are weak for different reasons: the cheapest cars are the oldest and highest-mileage, and the dearest are competing against heavily discounted new stock at the same monthly payment.

The middle is also where the volume is. The three bands from £10,000 to £24,999 account for 58.2% of transactions between them, and all three are rising, at +0.7%, +0.9% and +1.0%. The two bands above £50,000 account for 3.2% of transactions and both are falling. The current recovery is therefore being done almost entirely by the affordable middle of the market, and a headline reading built from the whole distribution understates how firm that middle has become and overstates how much the top has stabilised.

Body style tells the motoring-desk version of the same story. Small SUVs and crossovers read 66.4 and superminis and small hatches 65.8, and they are the two fastest-rising styles at +1.1% and +1.2%. Large SUVs read 51.2 and coupes and performance cars 46.8, and both are falling. EV Cable Hub's 2026 transaction panel puts small SUVs and superminis together at 53.0% of all used electric car transactions, against 17.2% for large SUVs, coupes and performance cars combined.

One body style is worth pulling out because it runs against its own price. MPVs and van-derived models read 63.4, above the all-EV reading, on a mean matched price of £24,640, higher than every style except large SUVs and performance cars, both of which read far lower. A high price does not have to mean a weak reading, and where it does not, the explanation is usually that supply is thin relative to a specific and persistent demand. That band is 2.8% of transactions, so it moves the headline hardly at all, but it is the clearest counter-example on the page to the rule that expensive electric cars read badly.

The Index by region#

Used electric car prices held up best in South East England in June 2026, at an Index reading of 62.8, and weakest in Northern Ireland at 57.6. The regional spread of 5.2 index points is worth £1,560 on the mean used electric car.

The regional ordering is stable and it follows the same shape every month. South East England leads at 62.8, with East of England at 62.4 and South West England at 62.1 close behind. The English Midlands sit within a quarter of a point of each other at 61.8 and 61.6. North West England reads 61.2 and Yorkshire and the Humber 60.8. Wales reads 59.4, Scotland 59.0 and Northern Ireland 57.6, the only region below 58.0 and the only one whose monthly gain is below half a per cent, at +0.3%.

Greater London is the exception that makes the table interesting. It reads 60.2, eighth of twelve and below the all-EV reading, despite being the second largest market at 14.2% of transactions. But it is also the fastest-rising region on the month at +1.1%, ahead of South East England on 0.9%. London prices fell further and are now turning harder, which is consistent with a market where charging access at home is the binding constraint and where the used stock skews towards the smaller, cheaper models that are leading the recovery everywhere else.

The cash figures make each row usable locally. The mean matched basket price runs from £18,840 in South East England to £17,280 in Northern Ireland, so the same car is worth £1,560 more at one end of the country than the other. Against the all-EV reading of 61.4, five regions sit above and seven below, and the largest single gap between adjacent regions in the table is the 1.4 points between Scotland and Northern Ireland. EV Cable Hub's 2026 transaction panel records Northern Ireland as the smallest sample of the twelve regions at 1.9% of transactions, so its reading carries the widest interval on the page.

Year-on-year, the regional pattern is tighter than the monthly one. Every region has fallen between 4.2% and 5.8% over twelve months, a range of only 1.6 percentage points, against a spread of 5.2 points in level. That combination says the regions are not diverging: they are holding a stable set of differences while the whole market moves together. A regional gap that has persisted through a 46.2% market-wide fall is a structural feature of where the cars and the buyers are, not a temporary local condition.

The Index by battery size and range#

Used electric cars with a 50 to 59 kWh battery read 66.2 on the EV Cable Hub Used EV Price Index in June 2026, the strongest of any capacity band. Cars with 90 kWh or more read 47.2 and are the weakest part of the market.

The capacity table has the same arch as the price table and for the same reason. Readings climb from 51.4 under 40 kWh to 62.8 at 40 to 49 kWh and 66.2 at 50 to 59 kWh, then fall away through 64.6, 60.8 and 55.4 to 47.2 at 90 kWh and above. The sweet spot is a mid-sized battery, and the 50-to-69 kWh range accounts for 39.8% of all transactions. Only the 90 kWh and above band is falling on the month, at -0.2%, and it is the only band down more than 8% on the year.

This runs directly against the assumption that a bigger battery holds value better, and the mechanism is straightforward enough to state in one sentence: capacity correlates with price, and the expensive end of this market is the weakest end. A 90 kWh car is usually a large premium saloon or SUV, which is the segment reading 47.6, and the battery is not being penalised so much as it is standing in for the kind of car it is fitted to. Our EV Depreciation Study 2026 reaches the same conclusion from transaction-to-list-price data, which is a different route to the same place.

The WLTP range bands repeat the shape almost exactly, peaking at 66.6 in the 250 to 299 mile band and falling to 51.4 above 400 miles and 48.6 below 150 miles. The two ends fail for opposite reasons. Under 150 miles the car is genuinely limited, reads 48.6 and carries a mean matched price of £8,940. Above 400 miles the car works perfectly well and reads 51.4 on a mean matched price of £44,280, because almost nobody is shopping at that price on the used market when a new car at a similar monthly cost is available.

For a buyer, the shape of these two tables is the single most useful thing on this page. The strongest combination, a 50 to 59 kWh battery giving 250 to 299 miles of WLTP range, is also the cheapest way to buy a car that covers almost every real journey, at mean matched prices of around £20,180. EV Cable Hub's 2026 transaction panel puts 21.6% of the market in that capacity band, so it is not a niche. The premium being paid for capacity beyond it is being paid by the first owner and is not being recovered.

The Index by charging specification#

Used electric cars with an 11kW onboard AC charger read 63.8 on the EV Cable Hub Used EV Price Index in June 2026 against 53.6 for cars limited to 6.6kW. Cars capable of 250kW or better DC charging read 69.6, the strongest charging-defined group in the market.

Two different capabilities are being priced here and they should not be run together. The onboard AC charger governs how fast the car charges at home or at a destination unit, and it is a property of the car rather than of the charger it is plugged into. The DC peak rate governs how fast it charges at a public rapid unit. A car can be excellent at one and poor at the other, and the used market now pays for both separately and measurably.

On the AC side the gradient is steep at the bottom and flattens at the top. A 3.6 kW car reads 44.2, which is 9.4 points below the 6.6 kW baseline. Seven to 7.4 kW reads 57.4, a premium of 3.8 points. The 9.9 to 11 kW band reads 63.8, a premium of 10.2 points, and it is now 68.2% of all transactions, so it is effectively the standard rather than an upgrade. Curiously, 22 kW reads 59.2, below the 11 kW band, because 22 kW three-phase capability is fitted mostly to older premium models that are weak for other reasons.

On the DC side the gradient is steeper and it does not flatten. Under 60 kW reads 47.8, and every band above it reads higher: 56.4, 63.2, 66.8, 68.4 and 69.6 at 250 kW and above, a spread of 21.8 index points from bottom to top. EV Cable Hub's 2026 transaction panel puts 34.2% of transactions in the 100 to 149 kW band, and only 6.6% in the top band, so the highest reading on the page belongs to a small and specialised part of the market.

The premium has widened every year and Table 23 dates it. The 11 kW premium over 6.6 kW has gone from 3.2 points in June 2023 to 5.6, 8.1 and now 10.2. The 150 kW-plus premium over sub-60 kW has gone from 6.4 points to 10.2, 15.8 and now 19.0. The V2L premium has gone from 1.8 points to 3.4, 5.2 and now 6.6. All three have widened in every year of the series, and they have done so while the all-EV reading fell from 92.6 to 61.4. Roughly two-thirds of the charging premium priced into the 2026 market did not exist in 2023.

The mismatch between what the market pays for and what owners actually use is the most interesting thing in this section. EV Cable Hub's 2026 charging behaviour panel finds owners take 84.6% of their energy at home on AC and 11.2% on DC rapid. The market pays a 19.0-point premium for high DC capability and a 10.2-point premium for a fast onboard AC charger, so it is paying nearly twice as much for the capability that delivers a ninth of the energy. Buyers are pricing the worst day rather than the average one, which is rational if the worst day is what worries you and expensive if it is not.

The practical point is worth making plainly and it has nothing to do with buying anything. An 11 kW onboard charger only ever delivers 11 kW if the supply at the property and the cable between it and the car can carry the current, which for most single-phase British homes they cannot; the ceiling is 7.4 kW. That is covered in full in EV charging cable amps explained. A V2L-capable car reads 66.2 against 59.6 without it, and a car sold with both a Type 2 cable and a granny charger reads 63.2 against 58.4 sold with nothing, which is 4.8 index points or £1,440. If you are selling, the equipment is worth more in the boot than it is on a shelf: EV charging cables, granny chargers and V2L adapters.

Battery health in the Index#

Used electric cars with a stated battery state of health above 95% read 68.2 on the EV Cable Hub Used EV Price Index in June 2026, against 43.6 for cars below 80%. The spread of 24.6 index points is the largest single attribute effect in the Index.

Nothing else on this page moves a price as far. The 24.6-point spread between the top and bottom health bands is larger than the 21.8 points between the best and worst DC charging capability, larger than the 19.0 points between the best and worst battery capacity band, and more than four times the 5.2 points between the strongest and weakest region. At £300 an index point it is £7,380 on the mean used electric car, and it applies to two cars that may be the same model, the same age and the same mileage.

The gradient is smooth and it accelerates downward. Above 95% reads 68.2. The 90.0 to 94.9% band reads 64.6, a fall of 3.6 points. The 85.0 to 89.9% band reads 59.8, a fall of 4.8. The 80.0 to 84.9% band reads 52.4, a fall of 7.4. Below 80% reads 43.6, a fall of 8.8. Each step down costs more than the one before, which means a car crossing a band boundary loses more the further it has already fallen. The mean matched price follows exactly, from £20,460 to £13,080.

The disclosure finding is the one sellers should read twice. Cars sold with no stated health figure read 60.2. That is 4.4 index points, or £1,320, below the 90.0 to 94.9% band, which is the band those cars most often turn out to belong to once measured. Saying nothing is therefore not neutral. It is priced as if the car were slightly worse than a typical car of its age. EV Cable Hub's 2026 owner odometer survey puts the mean gap between disclosed and measured health across matched records at 1.4 percentage points, so the disclosed figures are broadly reliable where they are given.

Disclosure is also where the Index and the engineering evidence agree rather than diverge. Our Longest Lasting EVs Study 2026 provides the degradation curves behind these bands, and the great majority of cars in the current transaction window sit above 90%. That is why the market's treatment of non-disclosure is so costly to sellers: most cars would benefit from being measured, and the ones that would not are exactly the ones whose owners already suspect it. A measurement costs very little and, at 8.0 index points between a disclosed 95%-plus figure and no figure at all, is worth £2,400 on a mean car.

Supply, demand and days to sell#

Used electric car stock fell 6.8% in the twelve months to June 2026 while searches per live listing rose 8.4%. Days to sell fell 4.2 days to 42.8, and that combination is what has turned the Index.

This is the mechanism section, and the sequence is what makes the Index an analytical product rather than a number. Demand intensity turns first: searches per live listing moved from 19.4 to 21.0 over the year, and EV Cable Hub's 2026 listing tracker measures that indicator as leading the Index by about six weeks. Days to sell follows on the same six-week lead, moving from 47.0 to 42.8. Price follows about three months after that. Every indicator in Table 25 carries its own observed lead time, so a reader can date the effect of a change rather than guess at it.

The supply side has eased on every measure at once. Live used electric car listings fell from 41,040 to 38,240. Lease returns entering the retail market fell 15.8%, from 112,400 to 94,600. The flow that caused the 2024 to 2025 bleed is running well below its peak. The share of listings taking a price cut fell from 65.8% to 61.6%, and the mean price cut fell 13.0%, from £968 to £842. Fewer cars, fewer discounts, smaller discounts.

The demand side has firmed just as consistently. The share of cars selling inside 30 days rose 5.6 points to 38.4%, and the share still unsold at 90 days fell 4.6 points to 11.6%. Used electric cars are now 8.6% of all used listings against 6.9% a year ago, which is a share gain achieved while the absolute stock fell. Our Fastest Selling EVs Study 2026 is built on the same days-to-sell data and breaks it down by model, which is the natural next page for anyone using this section to time a sale.

The leading indicator composite is where the three are combined, and its record is why it is published. It read 88.4 in June 2024 against a neutral 100.0 and the Index fell 3.9% the following quarter. It read 92.6 in December 2024 and the Index fell 2.7%. It read 96.8 in June 2025 and the Index fell 1.6%. It crossed the neutral line at 101.2 in December 2025 and the Index still fell, by 1.3%, which is the honest part of the record. It read 104.6 in March 2026 and the Index rose 2.3%. It reads 108.4 in June 2026, the highest in the series, and the following quarter has not yet been observed.

One caution belongs with that table. The composite is a modelled construct rather than something anyone counted, its lead times are historical averages rather than promises, and it has already produced one quarter (December 2025) where it turned before the Index did and the Index kept falling. Read it as a probability rather than a forecast, and read the 108.4 alongside the fact that two of the last three apparent turns in this market were false.

Electric against petrol, diesel and hybrid#

The EV Cable Hub Used EV Price Index stood at 61.4 for battery electric cars in June 2026 against 78.6 for petrol and 74.2 for diesel on the same base. Battery electric fell 4.7% on the year, less than petrol at 5.4% or diesel at 6.2%, and the electric-to-petrol gap narrowed for the first time since 2022, from 18.7 index points to 17.2.

Two facts carry this comparison and they point in opposite directions. Battery electric is the weakest fuel type by level, at 61.4 against 66.8 for plug-in hybrids, 74.2 for diesel, 78.6 for petrol and 82.4 for full hybrids. It is also the strongest by direction on the month, up 0.8% when petrol managed 0.1%, diesel was flat and full hybrids rose 0.2%. On the year it fell 4.7%, less than plug-in hybrids at 5.0%, petrol at 5.4% and diesel at 6.2%, and behind only full hybrids at 4.0%. Both statements are true in the same month and a headline using one without the other is misleading.

The framing of the level gap matters and this page will state it once, plainly. Electric prices have fallen further since 2022 because they started from a higher and more supply-constrained position, not because the cars turn out to be worth less in use. In May 2022 a used electric car was scarce and priced accordingly; the fall since is the unwinding of that scarcity as well as the ordinary effect of a maturing market and repeated cuts to new list prices. Battery electric is down 46.2% from the May 2022 peak against 28.4% for petrol, and most of that difference is where the two started.

The convergence series dates the turn precisely. In June 2022 electric read 113.6 against petrol at 108.4, so electric was 5.2 points ahead. By June 2023 it was 3.8 points behind, by June 2024 14.9 points behind and by June 2025 18.7 points behind. In June 2026 the gap is 17.2 points, an improvement of 1.5 points and the first narrowing in four years. EV Cable Hub's 2026 transaction panel puts the mean matched price at £18,420 for battery electric against £13,940 for petrol, so the cars remain more expensive in cash even where the index reading is lower.

Plug-in hybrids are the quiet story in this table. They read 66.8, above battery electric, but they are down 41.6% from the May 2022 peak, which is closer to the electric figure than to the petrol one, and they carry the highest mean matched price of any fuel type at £19,860. A plug-in hybrid has depreciated almost like an electric car while costing more to buy used than one. Full hybrids, with no plug at all, are the strongest thing in this table at 82.4 and down only 24.6% from the peak.

One more caution on the fuel comparison, because it is the section most likely to be quoted in isolation. All five series share the January 2021 base, which means each is measured against its own starting price rather than against the others. A reading of 61.4 for electric and 78.6 for petrol says electric prices have fallen further since January 2021. It does not say a used electric car is cheaper than a used petrol car, and in fact the mean matched electric price of £18,420 is well above the £13,940 for petrol.

What the Index says about buying and selling right now#

A used electric car bought in June 2026 cost 46.2% less than the same car at the May 2022 peak and 4.7% less than a year earlier. A seller who listed in March 2026 sold into the weakest Index reading on record at 60.0, and one listing in June sold into a reading 2.3% higher.

Three decisions carry a measurable price and Table 29 quantifies each of them in index points and in cash at the June 2026 conversion of £300 per point. The timing decision is the smallest of the three. Selling in March rather than December is worth 1.20 index points, or £360. Selling into a rising three-month run rather than a falling one is worth 2.30 points, or £690. Together that is barely a thousand pounds, and it is the decision most sellers spend the most time on.

The specification decision is far larger, and it is made at purchase rather than at sale. Choosing a 50 to 59 kWh car rather than one with 90 kWh or more is worth 19.00 index points, or £5,700. Choosing 150 kW or better DC charging is worth the same 19.00 points and £5,700. An 11 kW onboard charger over a 6.6 kW one is worth 10.20 points, or £3,060, and V2L capability 6.60 points, or £1,980. Buying a five-to-six-year-old car rather than a one-to-two-year-old one costs 10.80 points, or £3,240, on the reading. That is of course exactly why the older car is cheaper to buy in the first place.

The disclosure decision is the cheapest to act on and one of the most valuable. Disclosing a battery state of health above 95% is worth 8.00 index points, or £2,400, against saying nothing. Selling with both charging cables included is worth 4.80 points, or £1,440, and 31.4% of the market already does it. Neither requires owning a different car. Both require doing something before the listing goes up, and the second costs nothing at all if the equipment is already in the garage.

The honest counterweight is that the largest number in this table cannot be acted on at all. Selling in the South East rather than Northern Ireland is worth 5.20 points, or £1,560, and nobody moves house to sell a car. The same is true of the timing figures for a seller who has to sell now. What the table is genuinely for is the buyer choosing between two cars on the same forecourt and the seller deciding what to photograph, measure and mention. Everything else in it is context, and this page is not going to pretend otherwise.

The one decision this table cannot price is the decision to wait. A seller holding on for a better reading is betting that three consecutive rises become six, against a series that has produced two false turns in two years and has fallen in 44 of its 65 months of change. If the current run holds at its recent pace the gain is roughly 0.8% a month, or about £150 on the mean car; if it breaks, the two worst months of the last twelve cost £360 and £480. That is the actual shape of the bet and it is worth seeing before taking it.

Interactive tools#

Four tools built on the June 2026 edition of the Index: a model-level lookup across all 74 models, a series explorer covering all 66 published readings, a timing and specification calculator, and a twenty-item sell-timing tracker. Everything runs in the browser.

Each tool reads from the tables above rather than from a separate dataset, so every figure they return can be checked against the published table it came from. Where a tool converts index points into pounds it uses £300 per point, which is the June 2026 mean used EV price of £18,420 divided by the all-EV reading of 61.4, and it is the same conversion Table 29 applies.

The archive of previous editions#

The EV Cable Hub Used EV Price Index has published 66 monthly editions since January 2021, and every one remains live at its own permanent URL. Fourteen of them have been revised, at a mean revision size of 0.11 index points.

The Index archive is a deliberate structure rather than housekeeping. Every month produces a new citable object with its own date, its own reading and its own permanent address. A writer covering the used market in October 2027 who needs the figure that was current in June 2026 should be able to cite that edition accurately rather than a live page that has since moved four points, and the archive is what makes that possible.

The structure is simple and fixed. This page is the live edition and always carries the current reading. Each previous edition sits at a dated URL, is canonical to itself rather than to this page, is never updated after its revision, and carries a link back up here. The live page carries no date in its address, so it never needs to move. The year in the headline and the meta description rolls forward each January and the address does not, which is what allows six years of accumulated links to keep pointing at one place.

The archive record is published in full because a revision policy nobody can check is not a policy. Fourteen of the 66 editions have been revised. The mean revision is 0.11 index points and the largest is 0.42 points, in November 2023. Not one revision has reversed a published direction. Revisions above 0.3 index points are flagged in the archive entry for the month they apply to.

Table 30 gives the shape of each year at a glance and it is the fastest way to see what this market has done. 2021 opened at 100.0 and closed at 111.2, a gain of 11.2%. 2022 opened at 111.8, reached the all-time high of 114.2 in May and closed at 103.8, a fall of 7.2% across the year. 2023 fell 20.9%, from 101.4 to 80.2, the worst year in the series. 2024 fell 14.2% and 2025 fell 9.3%. The first half of 2026 has gained 1.5%, from 60.5 to 61.4, with the low of 60.0 inside it.

The release schedule is fixed and stated so that anyone planning coverage can plan around it. The Index publishes on the second Tuesday of each month at 07:00, a mean of 12 days after the period it covers ends. The next release is 14 July 2026 and it will be the sixty-seventh edition. Six editions have been published in 2026 to June, and twelve in each full year before that.

Methodology#

Every figure on this page comes from the EV Cable Hub UK EV Lifecycle Panel 2026, a single dataset with five components covering 74 EV models and 1,486,200 vehicle-months of UK observation. The Index itself is computed from 96,412 verified retail transactions.

Frequently asked questions#

Twenty-six questions on the EV Cable Hub Used EV Price Index, each answered with the June 2026 figure first.

Every answer below is drawn from the tables on this page and carries the reading month, so an answer lifted on its own still says which edition it came from. Where a figure is modelled rather than measured it is described as such.