Is EV car insurance (kasko) in Turkey priced on driving behaviour?

Turkey today: is there behaviour-based kasko?

Allianz Türkiye's EV kasko page says the price varies with the vehicle's value and technology, and names special equipment such as battery capacity and charging gear as the main factors. Its general kasko page lists five factors: market value, optional liability (İMM) limits, driver profile and no-claims step, service network and package, and risk region (the plate's province). Neither page mentions telematics or driving data. Türkiye Sigorta's Togg-specific T-Kasko page does not mention driving data in pricing either.

The known Turkish example of usage-based kasko is about distance, not behaviour. According to Sigorta Medya (October 2022), Anadolu Sigorta's Başka Kasko on its Juno platform asks the policyholder to upload a photo of the odometer each month and rewards months under 500 km. We could not verify whether it still runs on those terms.

The honest reading: public evidence for behaviour-based kasko in Turkey is thin. Insurers may use driving data in corporate fleets or unannounced pilots; we don't know, and we don't write as if they do.

What usually drives the price of EV kasko?

The basics are the same as for a petrol car: the car's value, the driver's history, the region and the chosen covers. What sets EVs apart is the value of the battery and electronics and the extra covers for them. Allianz's EV kasko, for example, lists accident damage to the battery, damage to or theft of the charging cable and adapter, faults in a wall charger, cyber attacks on the car, and roadside help when the battery runs flat.

How much the car is driven matters, but it does not explain everything. In a December 2020 bulletin, the US Highway Loss Data Institute (HLDI) found that EVs with a petrol twin were driven 39% fewer miles per day, and that their claim frequency stayed significantly lower even after controlling for mileage: lower losses came only partly from fewer miles. The same bulletin notes that earlier HLDI analyses found Tesla losses higher than those of large luxury petrol cars, with the gap growing once adjusted for miles.

Driver assistance cuts both ways. HLDI's August 2026 analysis found that for vehicles with crash avoidance features, collision claims (damage to your own car) were about 10% less frequent, about 10% more expensive on average, and about 5% lower in overall losses. These are US figures; we found no comparable public study for Turkey. In short:

• Vehicle value and technology, battery capacity, charging equipment: the main price factors (Allianz Türkiye)
• Driver profile, no-claims step, plate province, İMM limit, service and package: general kasko factors (Allianz Türkiye)
• Mileage: fewer miles, fewer claims, but not the whole difference (HLDI, 2020, US)
• Driver assistance: rarer but costlier claims (HLDI, 2026, US)
• Driving behaviour: not found as a price factor in any public Turkish kasko product

How does driving data enter pricing elsewhere?

The US National Association of Insurance Commissioners (NAIC) describes usage-based insurance as car insurance that tracks mileage and driving behaviour. The data can come from plug-in boxes, OBD dongles, connected cars or mobile apps, and signals include miles driven, time of day, location, rapid acceleration, hard braking, hard cornering and airbag deployment.

In Italy, the insurance supervisor IVASS publishes the take-up every quarter. Its September 2026 report says 16.0% of cars with compulsory motor liability cover had a black box in Q2 2026, down from 17.2% a year earlier. It varies a lot by region: 53.9% in Caserta, 43.1% in Naples.

Carmakers are in it too. According to Teslarati, Tesla's own insurance in the US sets premiums using a driving score from the car, except in California, where privacy law prohibits using real-time driving data for premiums.

How could behaviour data enter kasko?

A connected EV needs no extra device. According to Tesla's developer documentation, Fleet Telemetry can stream longitudinal and lateral acceleration, speed and gear directly to a server as often as every 500 milliseconds, with the driver's permission. Factors such as hard braking, aggressive turning or late-night driving can be computed from that stream.

An insurer does not need a map of every trip; aggregated factors per period, event counts and data quality are enough. The Driving Index we are piloting produces exactly that, and its method is published in our Tesla driving score guide. The index is an input, not a price: the insurer decides whether to use the data, how to weigh it and whether it affects the premium. In Turkey, insurers are regulated and supervised by SEDDK, the Insurance and Private Pension Regulation and Supervision Agency.

One distinction matters: Turkey's trafik sigortası is formally the compulsory motor third-party liability insurance, while kasko is separate cover for damage to your own car, with its own general conditions (SEDDK). The driving-based pricing debate concerns kasko.

Consent and KVKK: who sees what?

Under Article 5 of Turkey's Personal Data Protection Law (KVKK, No. 6698), personal data may not be processed without the person's explicit consent, apart from the exceptions the law lists; Article 8 sets the same rule for transferring it to others. The law defines explicit consent as consent on a specific subject, based on information and given freely. Article 11 gives the right to learn whether data is processed, to know who it was transferred to and, under the law's conditions, to ask for deletion.

When a driver withdraws, streaming should stop at the car. Tesla's documentation says that if a required authorisation scope is revoked, the telemetry configuration is removed from the vehicle. At EVVisor, an insurer receives the score, its factors, event counts and data quality; raw location never goes to an insurer. One driver's index is shared with an insurer only with that driver's explicit consent for that specific sharing.

Questions to ask before you share driving data

Before you join any usage-based programme, get clear answers to these.

• Which signals are collected, and is location among them?
• Who can see the raw data, and for how long is it kept?
• Can the data only lower the price, or can it also raise it?
• Can I see my own factors, and dispute an event I think is wrong?
• How do I withdraw consent, and what happens to data already shared?

Frequently asked questions

Is EV kasko in Turkey priced on driving behaviour?

We found no public example. The pages we checked tie the price to vehicle value, technology, battery and charging equipment, driver profile and province; the known usage-based example is based on distance. Last checked: 29 Sep 2026.

Why can EV kasko be priced differently from a petrol car's?

The battery and electronics are worth a lot and have their own covers. HLDI's US data shows driver assistance can make claims rarer but repairs costlier.

Does a good driving score guarantee cheaper kasko?

No. The score is one input. Whether and how it affects the premium is the insurer's decision, together with everything else in the policy.

Do I need a device in the car?

Not with a connected car. Tesla's Fleet Telemetry can stream acceleration, speed and gear directly with the driver's permission, so no separate box is needed.

Is my location shared with the insurer?

It depends on the programme. The NAIC lists location among signals some programmes collect. Pricing on behaviour does not need raw trip maps; EVVisor sends no location to insurers.