What Does an E-Bike Battery Record Contain?

An e-bike battery record is a battery passport for one individual LMT battery fitted to an electrically assisted cycle. The record combines information about the battery model with information specific to the individual battery, including information resulting from use, as set out in Annex XIII to Regulation (EU) 2023/1542. From 18 February 2027, each LMT battery placed on the market or put into service must have such a record, reached through a data carrier on the battery.

The e-bike setting adds three practical features to the general LMT record. Packs are often removed for charging, packs are swapped between cycles of the same model family, and packs spend long periods in storage between seasons. The record must therefore stay linked to the physical pack through removal, charging and storage, and must not be confused with a record for the cycle frame, the motor or a second pack held as a spare. Identity discipline is the core of the e-bike record.

What identifies the individual e-bike battery?

Identification starts with a unique identifier for the individual battery, linked to the battery through the data carrier. Model identification, manufacturer identification, place and date of manufacture and chemistry information sit alongside the unique identifier in the public and restricted tiers of Annex XIII. The unique identifier is the key that prevents two packs of the same model from sharing one record, and it is the field that a repairer, recycler or authority uses to call up the correct history.

A record check should confirm that the identifier on the pack, the identifier in the data carrier and the identifier in the passport resolve to the same individual battery. A mismatch at any of those three points breaks the chain. Serial numbers printed on a housing, numbers on a carton and numbers in a sales system are supporting evidence, but they do not replace the unique identifier defined for the passport. Where a pack has been relabelled, the relabelling event should be recorded rather than overwritten without trace.

How do model data and individual data differ?

Model data describe every battery of a given model produced at a given manufacturing site, such as chemistry, nominal capacity, voltage and rated performance values. Individual data describe one battery only, such as its date of manufacture, its unique identifier and information resulting from use, including state of health information where the passport requires it. The distinction matters because model data can be prepared once and reused, while individual data must be created or updated for each battery.

Worked check: two e-bike packs leave the same production line on the same day with the same model data. Each pack still needs a separate passport, because the unique identifier and manufacture record differ. A system that copies one passport across both packs creates a duplicate record, and a later state of health update applied to the copy would corrupt the history of the other pack. Model reuse is efficient; individual reuse is an error.

What use information belongs in the record?

Use information in the passport is limited to what Annex XIII and any applicable implementing or delegated act require. For e-bike batteries, the relevant use information concerns performance, durability and state of health over the life of the battery, together with events that change the battery, such as repair, preparation for reuse or repurposing. The passport is not a general service log and should not accumulate every charge event or every ride unless a rule requires that level of detail.

The boundary between passport data and service data should be set in advance. Service workshops hold detailed diagnostic records, while the passport holds the summary and status fields that later actors need. A workshop that writes every diagnostic reading into the passport risks disclosing restricted data to the wrong tier and creating a record that cannot be kept current. A workshop that writes nothing leaves the next actor without the status change that the passport is meant to carry. The test is need: does a later repairer, recycler or authority need this field to act safely and lawfully.

How does removal for charging affect the record?

Removal for charging does not change the identity of the battery, and it does not create a new passport. The data carrier stays with the battery, and the passport stays linked to that carrier through removal, charging and refitting. The practical risk is physical: a carrier damaged during repeated removal, a housing swapped between packs, or a charger that reads a pack identifier from a dock rather than from the pack itself. Each of those risks can detach the record from the physical battery.

Handling guidance in the record set should therefore cover carrier protection, housing identity and charger reading. A carrier that is scratched, covered or replaced needs a recorded replacement event, with the new carrier linked to the same unique identifier. A housing replacement needs the same discipline. Charging equipment that logs pack data should be checked to confirm that the log key is the passport identifier, not a dock or charger serial number. The record follows the pack, not the charging location.

What should a second or spare pack record show?

A spare pack is a separate individual battery with a separate passport, even when the spare pack is sold with the same cycle and stored unused. The passport for the spare pack carries its own unique identifier, manufacture date and model data, and its use history starts when the pack enters use. Storage time before first use should be recorded only where a rule requires it, and the absence of use history should not be read as a defect in the record.

The sales record should keep the cycle, the fitted pack and any spare pack as three distinct items with three distinct identifiers. A single combined record that merges the cycle and its packs will fail at the first repair or recycling event, when only one pack is present. A dealer handover check should list each identifier separately and confirm that each data carrier resolves. The check takes minutes at handover and prevents a mismatch that is difficult to correct after the cycle has changed hands.

What limits apply to e-bike record claims?

An e-bike battery record does not certify range, cycle life in a particular pattern of use, or fitness for a particular route or load. Range and life depend on assistance level, terrain, load, temperature and charging practice, none of which the passport controls. The record carries the model and individual data defined in Annex XIII, and claims beyond that data should not be added to the passport or presented as passport contents. Marketing material and passport data should be kept in separate documents with separate review.

As checked on 28 October 2026, the detailed access and updating rules for passport information depend in part on implementing and delegated acts under Article 77. A record prepared before those acts are final should be marked as prepared under the Regulation text and the guidance available at the time, with a review date set for the next act or guidance publication. That marking protects later readers from treating an interim record as a final settled form. This guide gives general educational information only and is not individual legal advice. A reader with a specific battery or market decision should check the current Regulation text and any applicable delegated act, as checked on 28 October 2026, before acting.

This guide gives general educational information only and is not individual legal advice. A reader with a specific battery or market decision should check the current Regulation text and any applicable delegated act, as checked on 28 October 2026, before acting. The e-bike record succeeds when one pack, one identifier and one current record can be shown at any point in the life of the battery.