The issue of high-mileage batteries for new energy vehicles is gradually becoming a post-sales bill the entire industry must address.

Recently, some owners reported on complaint platforms about battery system failures in certain commercial-use AION S models. In response, on the evening of July 18, GAC Aion and CALB successively addressed the related issues. Aion stated that some AION S vehicles used for commercial purposes and equipped with CALB's 177Ah LFP batteries had experienced battery faults. Aion has extended the battery warranty for the affected vehicles from 8 years or 150,000 kilometers to 8 years or 300,000 kilometers, and will provide free repair or battery pack replacement services based on inspection results. Owners whose commercial operations are affected or whose repairs exceed 5 days due to battery pack repair or replacement will also receive corresponding subsidies.

CALB subsequently issued an announcement stating that some AION S vehicles equipped with its batteries had experienced battery system failures under specific operating conditions, and owners can directly visit CALB service outlets for free inspection and corresponding repair services.

Aion responded to inquiries on July 19, stating that the company had proactively monitored the related vehicles through backend data and user feedback. It had already provided free repair or battery pack replacement for vehicles confirmed to have inherent battery quality issues, proactively invited at-risk vehicles for in-store inspections through backend screening, and conducted free three-electric system inspections in June.

According to Aion's announcement information, the scope of the problematic batteries is currently limited to: CALB 177Ah LFP batteries, vehicles with over 150,000 kilometers, and AION S models used for commercial purposes. Similar issues have not been found in family-use vehicles, other models, or vehicles equipped with other batteries.

As China's new energy vehicle fleet has entered a large-scale phase, vehicles sold in the early stages are gradually reaching high mileage and exiting warranty periods. Data from the Ministry of Public Security shows that by the end of 2025, the national new energy vehicle fleet exceeded 43.97 million units. According to estimates by China Automotive Information Technology, by 2030, over 9 million new energy vehicles will exit warranty coverage, and this number could exceed 20 million by 2032.

In this process, battery health will become an increasingly common and challenging metric to manage. The actual vehicle performance manifests as reduced range, slower charging speeds, or limited power, but automakers typically rely on backend data, capacity tests, and fault codes to determine if warranty conditions are met. The China Automotive Technology and Research Center mentioned in its interpretation of power battery durability standards that current automotive three-guarantee regulations require clear disclosure of battery degradation limits, but unified health indicators and evaluation methods still need refinement.

If the inspection methods and data standards are controlled by automakers or battery manufacturers, it becomes difficult for owners to independently verify the results. For ordinary private car owners, this could mean a lengthy post-sales negotiation; for ride-hailing and taxi drivers, it means vehicle downtime and income interruption.

Repairing power batteries is not as simple as replacing a single component. A previous research report on the new energy vehicle aftermarket noted that battery pack repair requires diagnosis, discharge, disassembly, module testing, as well as air tightness and insulation tests. Some faulty batteries need to be returned to the automaker or battery manufacturer, potentially taking 5 to 7 days. Aion's inclusion of a "subsidy for repairs exceeding 5 days" in its plan acknowledges that repair time itself is a cost for commercial vehicle owners.

The repair resource network is also not yet fully prepared to handle this influx of high-mileage vehicles. Industry estimates indicate there are only 20,000 to 30,000 enterprises nationwide with new energy vehicle repair service capabilities, with only about 2% to 3% of shops truly equipped to repair batteries, motors, and electronic controls. Since core fault data and repair permissions are primarily held by vehicle manufacturers and battery makers, many third-party repair shops lack the necessary diagnostic equipment, technical documentation, and authorization, even if willing.

This also makes the responsibility relationship between vehicle manufacturers and battery suppliers more critical. Consumers purchase an entire vehicle, but power battery faults can involve cell quality, battery pack design, BMS strategy, assembly processes, and usage conditions. Automakers face the end-users, while battery manufacturers hold the cell and some system data. When problems arise, if the parties only share costs through supply chain agreements, owners may still be unsure who to contact for inspection, who provides explanations, and who is responsible for the post-repair outcome.

CALB's customer base for battery installation extends beyond GAC Aion. In the MIIT vehicle model announcements, brands like Leapmotor and Changan Shenlan have also listed models equipped with batteries from this manufacturer.

However, different models using the same battery manufacturer does not equate to using the same battery cell model, and one cannot infer that all models carry similar risks. The specific cases addressed in Aion's service plan remain limited to some commercial-use AION S models equipped with CALB's 177Ah battery.

Aion's warranty extension at least initially resolves the repair costs and operational downtime pressure for some owners. Moving forward, companies need to clearly explain the faulty batch details, inspection standards, and technical causes. For the new energy vehicle industry, the question of whether vehicles can safely surpass 150,000 or 300,000 kilometers can no longer be answered solely by the range and warranty promises made at the time of sale.

As more vehicles enter the high-mileage phase, issues such as how to test batteries, how to repair them, how to price these services, and how vehicle manufacturers and battery suppliers share responsibility will evolve from isolated cases into unavoidable post-sales challenges that must be confronted.