Toronto, Ontario — According to a new Plugged-In Electric Vehicle report from Mitchell, front-end collisions impact internal combustion engine (ICE) vehicles at a greater frequency than electric vehicles—a difference of 31.59 percent to 25.88 percent, respectively.
The report, which documents repair statistics on electric vehicles in both Canada and the United States over the last quarter further highlights how in the third financial quarter of 2024, claims frequency for repairable collision-damaged battery electric vehicles (BEVs) rose to 3.97 percent in Canada, an increase of 26 percent year over year.
In the United States, comparatively, repairable collision rates rose to 3.01 percent, an increase of 47 percent year over year.
Additionally, while BEV sales have slowed across North America, the report indicates that they still represent 9.49 percent in Canada and eight percent in the U.S.
And, when looking at cycle times, “in terms of keys-to-keys for collision repairs,” the report highlights, “cycle time in Canada is 20 percent longer for BEVs at 17.2 days to ICE vehicles’ 14.3 days. In both Canada and the United States, average cycle times for mild hybrid electric vehicles (MHEVs) and PHEVs also exceed those of ICE alternatives.”
When considering associated costs, the report further highlights that “last quarter, average claims severity for repairable vehicles in Canada was $6,923 for BEVs; $6,171 for PHEVs; $6366 for MHEVs and $5,615 for ICE vehicles.”
Unlike the United States, severity has increased in Canada over the same period for all powertrains except BEVs.
The report concludes that “as price parity increases between BEVs and ICE automobiles, it is creating greater similarities in total loss outcomes. The average total loss market value for BEVs in Q3 2024 was $41,380 in Canada. For the 2021 model year and newer ICE vehicles—which are comparable to BEVs in their complexity and cost to repair—total loss market values were $42,498 in Canada and $31,070 in the U.S. Total loss frequency was also nearly identical, with BEVs totalling at a rate of 10.11 percent in Canada versus 11.74 percent for 2021 model year and newer ICE vehicles.”
Finally, “an additional variable that contributes to differences in severity between BEVs and ICE-powered automobiles is the dynamics of point-of-impact frequency. Front-end impacts are the most common, and that remains true for ICE vehicles.”
“For example,” the report says, “31.59 percent of repairable ICE automobiles have a front-end point of impact (left front, right front or front centre) compared to 25.88 percent for BEVs. However, the same pattern does not exist for BEVs where the point of impact is most likely to be the rear end of the vehicle (left rear, right rear or rear centre) with 35.98 percent of BEVs classified as a rear-end impact versus only 27.57 percent of ICE vehicles.”
This difference is significant, the report says, as front-end accidents are nearly 40 percent costlier to repair than rear-end accidents, on average.
“The difference in point-of-impact dynamics is likely due to two main factors: 1) newer average model year, and thus more comprehensive, front crash avoidance technologies, and 2) different braking dynamics for BEVs when driving in single-pedal mode, which may result in more rapid deceleration than expected by the driver.”
To read the full report, click here.
