Aion "backs it up," putting the challenge of high-mileage power batteries on the table

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Author | Zhou Zhiyu

High-mileage batteries in new energy vehicles are gradually becoming an after-sales bill that the entire industry must face.

Recently, some car owners have reported on complaint platforms that certain operational versions of the AION S have experienced battery system failures. In response, GAC Aion and CALB each issued statements regarding the issue on the evening of July 18. Aion stated that some AION S vehicles equipped with CALB’s 177Ah lithium iron phosphate batteries for operational use have experienced battery failures. Aion will extend the battery warranty for these vehicles from 8 years or 150,000 kilometers to 8 years or 300,000 kilometers, and offer free repair or battery pack replacement services based on inspection results. For owners whose operations are affected due to repair or battery replacement, and if repair takes more than 5 days, they will also receive corresponding subsidies.

CALB subsequently released a notice stating that some AION S vehicles equipped with its batteries experienced battery system failures under specific conditions. Car owners can go directly to CALB’s service outlets for free inspection and repair services.

On July 19, Aion responded to Wallstreetcn, saying the company had already paid attention to these vehicles in advance via backend data and user feedback. Vehicles confirmed to have battery quality issues have already received free repairs or battery pack replacements. Risk vehicles have been invited to the store for inspection through backend screening, and free summer “three-electric” inspections were carried out in June.

Based on Aion’s public statements, the current battery issues are limited to: CALB 177Ah lithium iron phosphate batteries, vehicles over 150,000 kilometers, and used for operational purposes in AION S. Household cars, other models, or vehicles equipped with other batteries have not yet shown similar problems.

As the number of new energy vehicles in China has entered a large-scale stage, vehicles sold early are gradually entering high-mileage and warranty-expired periods. Ministry of Public Security data shows that by the end of 2025, the number of new energy vehicles nationwide will exceed 43.97 million. According to calculations by CAIC Information Technology, by 2030, over 9 million new energy vehicles will have exited the warranty period, and by 2032, this number may exceed 20 million.

In this process, battery health will become an increasingly common and challenging indicator. Actual vehicle performance may show reduced range, slower charging, or limited power, but car companies usually judge whether warranty conditions are met based on backend data, capacity tests, and fault codes. The China Automotive Technology & Research Center mentioned in its interpretation of power battery durability standards that the current automotive “Three Guarantees” require explicit battery degradation limits, but a unified health indicator and evaluation method are still needed.

If detection methods and database standards are controlled by car companies or battery manufacturers, car owners find it difficult to independently verify results. For ordinary private cars, this may mean prolonged after-sales negotiations; for ride-hailing and taxi vehicles, it means vehicle downtime and interrupted income.

Repairing power batteries is not as simple as replacing a component. Guosen Securities previously analyzed in its new energy vehicle aftermarket report that battery pack repair requires diagnostics, discharge, disassembly, module inspection, as well as airtightness and insulation tests. Some faulty batteries need to be returned to car companies or battery manufacturers, with cycles possibly reaching 5 to 7 days. Aion included “subsidies for repairs over 5 days” in this plan, since for operational owners, repair time itself is a cost.

Repair resources are also not yet prepared to handle these high-mileage vehicles. Industry estimates show that only 20,000 to 30,000 companies nationwide have new energy vehicle repair service capabilities, with only about 2%-3% of stores truly able to repair batteries, motors, and controllers. Since key fault data and repair authorizations are mainly controlled by OEMs and battery manufacturers, many third-party repair agencies—even if willing—lack diagnostic equipment, technical information, and authorization.

This also makes the responsibility relationship between OEMs and battery manufacturers more important. Consumers buy a complete vehicle, but power battery failures may involve cell quality, battery pack design, BMS strategy, assembly processes, and usage conditions. Car companies need to face end users, while battery manufacturers control cell and system data. After issues arise, if both sides only split costs through supply chain agreements, owners may still not know who should inspect, explain, or be responsible for repair results.

CALB’s clients are not limited to GAC Aion. According to MIIT model announcements, brands like Leapmotor and Changan Deep Blue have also published models equipped with CALB batteries.

However, using batteries from the same manufacturer does not mean the same cell model is used, nor can it infer similar risks across all models. The vehicles clearly included in Aion's service plan are still only some operational-use AION S equipped with CALB's 177Ah batteries.

Aion’s warranty extension at least addresses part of the owners’ repair costs and downtime concerns. Next, companies must clarify the faulty batches, inspection standards, and technical reasons. For the new energy vehicle industry, whether a vehicle can safely run 150,000 km or 300,000 km can no longer be answered simply by range and warranty claims at sale.

As more vehicles reach high-mileage, how batteries are inspected, repaired, priced, and how responsibilities are shared between OEMs and battery manufacturers, will become after-sales issues that must be addressed, rather than individual cases.

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