Op-ed: EV adoption to mirror used fuel vehicle trends

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Africa’s EV transition will reflect the continent’s reliance on second-hand fuel vehicles, currently making up 90% of imported cars. Eng. Chiagoziem Ezechi, an independent EV consultant, argues that as China opens the floodgates to affordable used EVs, Africa must act quickly to avoid turning these vehicles into stranded assets with degraded batteries.

• In a guest article, Mr Ezechi emphasises the need for local battery servicing infrastructure, tailored incentives for used EVs, and cost models that compare second-hand EVs with petrol cars, not new vehicles.

• He cautions that without targeted regulation and investment, EV adoption will remain limited to fleet pilots rather than reaching the mass market.

More details

By Engr. Chiagoziem Ezechi

Africa’s roads are dominated by pre-owned vehicles. Roughly 80–90% of cars in use are second-hand imports, while only about 10–20% are purchased new. In major urban centers like Lagos, Nairobi, Johannesburg, Addis Ababa, and Accra, most vehicles arriving are already 7–15 years old, having been shipped primarily from Japan, the United Arab Emirates, the USA, Canada, and increasingly China. Even in North African markets like Egypt and Morocco, where local assembly plants and stricter import regulations exist, used vehicles still command the lion’s share of sales, driven by lower sticker prices and greater affordability. This entrenched reliance on older, imported cars has shaped consumer expectations and price thresholds, creating both an opportunity and a challenge for EV adoption.

China’s strategic push into second-hand EVs

China’s domestic EV industry has expanded rapidly, resulting in a growing surplus of used electric cars. Since 2019, pilot programs in select provinces have allowed Chinese exporters to ship pre-owned vehicles abroad, and in 2023, a draft nationwide policy to lift the ban on all used-car exports (including EVs) was under review. This policy shift is explicitly aimed at clearing inventory, sustaining manufacturing momentum, and securing global market share, especially in regions where new EV penetration remains low.

African ports such as Mombasa and Dar es Salaam have already seen early shipments of second-hand Chinese EVs. Local buyers, ride-hailing fleet operators, and small businesses are seeking lower-priced electric options. In countries like Kenya, South Africa, and Morocco, where charging infrastructure is beginning to take root, these used EV imports could accelerate the transition to cleaner transportation. By offering lower running costs, electricity is typically cheaper than imported fuel; second-hand EVs present a compelling alternative to aging gasoline-powered vehicles, both for private owners and commercial fleets.

Yet, bringing used Chinese EVs into Africa is not without risks. Many of these vehicles have already undergone substantial battery degradation, reducing available range and performance. Without standardized testing or transparent battery-health reports prior to export, buyers may receive cars with hidden defects or significantly diminished battery life. In the absence of a robust battery diagnostics, refurbishment, or recycling ecosystem, degraded lithium-ion packs can fail prematurely. This not only imposes unexpected costs on owners but also raises environmental concerns if end-of-life cells are not safely disposed of or repurposed. Ensuring quality control, local servicing capacity, and clear battery data will be crucial to prevent low-end batteries from undermining the promise of affordable, sustainable EV mobility.

Private buyers vs institutional and commercial users

EV adoption in Africa is still emerging, with uptake led by institutions and commercial users rather than private individuals. This is driven by factors such as favourable total cost of ownership for high-mileage fleet operators, innovative leasing and charging partnerships in cities like Lagos and Nairobi, and government-backed pilots supported by incentives. However, private buyers remain cautious due to high upfront costs, limited charging infrastructure outside major cities, and low awareness of long-term savings. Crucially, many compare new EV prices to second-hand petrol vehicles, highlighting the need for pricing and policy frameworks that reflect the realities of Africa’s used car market.

EV wins in key African markets

In recent years, electric vehicle (EV) adoption has gained momentum across several African countries, driven by government initiatives, institutional pilots, and private-sector partnerships. In Nigeria, ride-hailing fleets in Lagos and Abuja are testing EVs, cutting daily operating costs by 30%, while a new government policy waives 50% of import duties on certified second-hand EVs. In Kenya, Nairobi launched a solar-powered fast-charging hub, offering free charging to ride-hail drivers and prompting Bolt to commit to electrifying 25% of its fleet by the end of 2025. Rwanda’s Smart Transport initiative converted 10% of municipal buses to EVs, and streamlined licensing is enabling wider public-sector adoption.

Ghana has deployed 20 fast chargers along a key corridor and supported taxi cooperatives in converting diesel vehicles to EVs, boosting incomes by 35%. In South Africa, Johannesburg introduced an EV bus fleet using a pay-as-you-go model, while Cape Town’s solar canopies have lowered charging costs and spurred private installations. These developments reflect growing confidence in EVs across urban Africa, especially among fleets and public transport operators benefiting from reduced costs, cleaner air, and enhanced passenger experiences.

Core challenges for used-EVs in Africa

EV adoption in Africa faces major hurdles, including limited charging infrastructure beyond urban centres, unreliable electricity supply, and the lack of fast chargers in rural areas. High upfront costs relative to widely available used petrol cars deter private buyers, even where incentives exist. Additionally, there is no robust ecosystem for battery servicing, diagnostics, or recycling, leaving second-hand EV owners without critical support. Regulatory gaps further compound the problem, as most policies focus on new imports, neglecting the realities of a second-hand-dominated market. Without targeted investment in infrastructure, servicing capacity, and tailored regulations, EVs will struggle to scale beyond fleet pilots.

Towards a contextualised EV strategy

In Africa, EV adoption strategies must reflect the region’s used-vehicle market realities rather than mimic approaches from Europe or North America. For most consumers, the choice is between a second-hand diesel and a slightly newer second-hand EV; not brand-new models. To accelerate adoption, policies should benchmark used EVs against comparable petrol cars using total cost-of-ownership models. Governments and OEMs must also invest in battery lifecycle infrastructure, testing, refurbishment, and recycling, to build trust and support. Incentives tailored to used EV imports, including reduced duties and green financing, can further lower barriers. Finally, expanding charging infrastructure along high-demand corridors and urban centres will ease range anxiety and promote wider use.

Conclusion

Africa’s dependence on second-hand vehicles creates a critical opening to scale EV adoption through affordable used imports. To avoid these EVs becoming liabilities, stakeholders must align cost comparisons with the second-hand market, invest in battery servicing and recycling, tailor incentives for pre-owned EVs, and expand charging infrastructure. With context-specific strategies, Africa can turn this transition into a catalyst for cleaner mobility, job creation, and long-term sustainability.

The article has been edited for editorial considerations. View the original article here.