Category: International

At a time when the electric mobility revolution is gathering pace in Europe, the micro-States of Andorra, Liechtenstein, Monaco, San Marino and the Vatican have their own unique dynamics. Although their populations are small, these states face specific challenges in terms of electromobility. These include infrastructure, incentives, fleet changeover and geographical constraints.

A broader European dynamic

In Europe, the car market grew by 10% in September 2025, with 888,672 registrations. Electric vehicles accounted for 18.9% of sales over the month, or 167,586 units. Over nine months, their share reached 16.1%, up 24.1% on 2024. However, according toACEA, this pace is still insufficient for the energy transition. However, this indicator masks major disparities between countries and, above all, between the “size” of individual countries.

Micro-States often escape clear visibility in European statistics. Nevertheless, public recharging infrastructure has seen a significant acceleration since the roll-out of the AFIR regulation, which has been in force since April 2024. In May 2025, there were almost 970,000 public charging points in the European Union, an increase of almost 40% in one year. However, 40% of these charging points are still concentrated in the Netherlands, Germany and France, accentuating regional imbalances. The European objective remains ambitious: to have fast charging points of at least 400 kW every 60 km on major roads by 2026. As a result, even the smaller countries now have to make up for their structural shortcomings. They will have to be integrated into this continent-wide harmonised network.

Monaco: the urban pioneer

The case of the Principality of Monaco is particularly well documented. The “Monaco ON” network, launched in 2020, aims to deploy free and accessible charging stations throughout the Principality. By the end of 2023, “clean” vehicles (electric or hybrid) already accounted for almost 16% of the total fleet. Around 7.6% of vehicles were 100% electric.

By 2024, the figures show a total ‘green’ figure of 40.3% for the period. There are many incentives: purchase subsidies (up to 30% of the price, capped), free public recharging, free street parking for EVs, and free annual vignettes.

Despite this, Monaco still faces a number of challenges. These include the high cost of electric vehicles in a very high-end fleet. There is also the dependence on imported electricity and the need to optimise the use of charging points. However, the Monaco model proves that even a micro-State can make rapid progress when it combines incentives, infrastructure and a coherent policy.

Andorra: a discreet but tangible rise

In the Principality of Andorra, although precise data on the overall electric vehicle fleet is limited, several indicators point to real progress. At the end of 2024, Andorra had 87 public charging stations, covering an area of 468 km². The number of megawatt-hours consumed at public charging stations rose from 128 to 464 MWh between 2020 and 2024, an increase of 262% in four years. In addition, some public tariffs encouraged EVs via the first two hours free of charge in transit zones. However, there is little data on the market share of EVs in registrations or in the vehicle fleet. The twofold objective for Andorra is therefore to strengthen statistics, but also to stimulate uptake by providing new incentives and extending the infrastructure.

Liechtenstein: modest but on the move

Liechtenstein, a small Alpine state, also has a modest take-up rate. At the end of June 2023, 100% electric cars accounted for around 4% of the total vehicle fleet. In terms of new vehicle registrations, in March 2025, 23 out of 134 cars registered were fully electric. Incentives are limited: no national subsidy for EVs in 2025, but exemption from the annual EV tax and some municipalities offering free parking. There are currently around 56 public charging points across the country. The main challenge is to raise the profile of EVs and develop the supply of fast infrastructure to encourage potential buyers.

San Marino and the Vatican: data too limited

For the other two micro-States – the Republic of San Marino and the Vatican City State – public data on electric vehicles remains limited or partial. This scarcity can be explained by their very small size, the low number of registrations and the absence of any obligation to publish detailed statistics.

In San Marino, however, the E-Way project illustrates a clear political will to promote more sustainable mobility. The territory has 22 charging stations for electric cars, each equipped with two 11 kW and 22 kW sockets, as well as six dedicated stations for electric bicycles. These facilities, supplied by ABB, allow full recharging in less than an hour and are compatible with most models on the market, while meeting the strictest safety standards. Although still modest, this infrastructure marks an important step towards the adoption of low environmental impact mobility in the Republic.

For its part, the Vatican recently took a symbolic step in its transition to environmentally-friendly transport. In collaboration with Exelentia, the Vatican’s Governorate has launched a new fleet of electric vehicles for internal services and for use in the Papal Villas at Castel Gandolfo. These vehicles, which range from vans to shuttle buses for visitors, are now being used by the Gendarmerie, the Fire Brigade and maintenance teams. This initiative illustrates the Holy See’s growing commitment to reducing its carbon footprint and promoting zero-emission mobility in its symbolic spaces. In 2020, the Vatican announced a major plan to replace its vehicles.

Despite these advances, the uptake of electric vehicles in both San Marino and the Vatican is still limited, due to the lack of a significant civilian fleet and consolidated data that would make it possible to accurately measure their spread.

What are the challenges facing these micro-States?

On the one hand, the small size of these territories is a potential advantage: a standard, a network or a policy can be implemented more quickly than on a national scale. On the other hand, the obstacles are specific: dependence on imported energy or infrastructure, very small purchasing markets that limit economies of scale, and parking or housing issues (particularly for residents without garages). The development of fast or ultra-fast charging stations has yet to be fully documented in these countries. Furthermore, if it is projected that Europe as a whole will need to install up to 3.5 million charging points by 2030 to support electromobility, the micro-States are not exempt from the effort. Finally, statistical monitoring remains a gap that needs to be filled as a matter of urgency in order to accurately track changes in market share, particularly for San Marino and the Vatican City.

Under-exploited but growing potential

In short, Europe’s micro-States show a variety of trajectories. Monaco appears to be one of the most advanced models in this category. Andorra is making good progress with its infrastructure, while Liechtenstein is making progress, but remains at a modest stage of adoption. San Marino and the Vatican remain on the sidelines for lack of data.

The challenges are now clear for all concerned. Incentives need to be increased and the network of charging points strengthened. It is also essential to simplify the adoption of electric vehicles and improve the monitoring of indicators. In a rapidly accelerating European context, these small countries have a real opportunity. But they also have a responsibility not to be left behind.

Against a backdrop of urgent energy transition, Europe’s capital cities are stepping up their commitment to electromobility. They are focusing on electric cars, hybrids and recharging infrastructures. Berlin, Luxembourg City, Madrid and Lisbon illustrate four different but ambitious approaches. Each city has strong objectives and faces specific challenges. Urban planning, financing and infrastructure are their main short-term challenges.

Berlin: a German metropolis on the move

The German capital is stepping up initiatives to electrify its vehicles and develop a vast network of charging stations. By 1ᵉʳ January 2025, Berlin had around 80,000 registered electric cars and nearly 35,000 charging points installed in the city. Of these, more than 5,000 were accessible to the public, according to municipal data. This development is part of an overall strategy to meet the rising demand for electricity. The operator Stromnetz Berlin is forecasting a capacity of 4.5 GW in 2035, compared with just 2 GW in 2024. The federal government is supporting this effort with a €6.3 billion plan to strengthen infrastructures. The aim is ambitious: to have one million charging points in Germany by 2030. “Berlin is a pioneer in electromobility. Thanks to good networking between politics, science and business,” says Kai Wegner, Mayor of Berlin.

Despite this progress, the development of electromobility is still hampered by a number of constraints: most of Berlin’s charging points are located in private areas (homes, businesses) – around 80%, according to the authorities – and extending them to densely populated areas is still an obstacle.

In terms of atmosphere, this dynamic reflects a growing urban awareness: electric mobility is presented not only as a lever for quality of life (reduction in emissions and noise), but also as a growth potential for mobility players.

On the other hand, the interconnection of infrastructures, particularly in condominiums or shared buildings, remains a major project in Berlin.

Luxembourg City: a small country with big ambitions

The capital of the Grand Duchy and its conurbation have set themselves an ambitious target: to electrify 49% of the car fleet by 2030. This ambition is accompanied by concrete measures to support the deployment of charging stations. In June 2025, an invitation to tender awarded a seven-year concession to a private consortium to install the charging network. The country is also offering targeted grants to businesses, covering up to 50% of the cost of installing public or professional charging stations. These charging points can deliver at least 175 kW to meet users’ needs. The “Stroum beweegt” scheme brings together more than 40 public and private players around a shared commitment to electric mobility.

Despite this, the results show that petrol and diesel vehicles still account for almost 90% of the total fleet. The challenge is therefore considerable: to maintain the pace of vehicle replacement while intensifying the infrastructure network in a very dense area.

The atmosphere here is one of determination: the country sees itself as a compact laboratory for sustainable mobility. This gives it a relative advantage in terms of the density of terminals per inhabitant and strong incentive measures.

Madrid: Spain focuses on fast infrastructure

In the Spanish capital, deployment is focused on massive charging infrastructures. Public support for the purchase of electric vehicles complements these efforts. The MOVES III national subsidy programme has been extended to 2025. It has an additional budget of 400 million euros to encourage the purchase of electric vehicles and the installation of charging stations. In terms of equipment, the Madrid region and Iberdrola España inaugurated a fast-charging hub in June 2025. This hub has 47 charging points, 15 of which can recharge 80% of a battery in less than 15 minutes.

In addition, the urban transport company Empresa Municipal de Transportes (EMT) in Madrid has signed a €50 million loan with the European Investment Bank for the purchase of 250 electric buses and 10 hydrogen buses, as well as the corresponding infrastructure.

The atmosphere in Madrid favours the large rapid terminal model combined with national subsidies. The main challenge remains complete urban coverage. We also need to integrate charging stations into residential areas. Finally, developing the use of electric vehicles in dense and peripheral areas remains a major challenge.

Lisbon: a step towards intensive electrification

Lisbon and Portugal are showing strong signs of progress. In January 2025, battery electric vehicles accounted for 22.5% of new registrations in the country. In terms of infrastructure, Galp has inaugurated ultra-fast 300 kW charging points in the Lisbon region. As in Berlin, a pilot solution for recharging via street lamps has also been deployed. In addition, Lisbon’s public transport company, Carris, plans to have 90% of its fleet “clean energy” by 2028. This corresponds to around 300 electric buses in the entire fleet.

In Lisbon, there has been a marked acceleration in the pace of development, but there are still some areas that need to be filled. The number of public car parks remains moderate, but is increasing rapidly. The main challenge is to transform historic residential areas without individual garages. We also need to improve coordination between public and private players.

In short, Lisbon combines promising indicators with the obstacles typical of older cities: parking, heritage, density.

What this comparison reveals

A comparison of these four capitals reveals several key points.

• Firstly,recharging infrastructure remains essential. Madrid is banking on ultra-fast hubs, Berlin and Luxembourg on a dense network, and Lisbon on innovative urban solutions. Easy access to recharging has a major influence on user choice.
• Secondly, financial support policies are essential. Purchase subsidies, support for the installation of charging points and public-private programmes facilitate the deployment of electric vehicles.
• Thirdly, the local context plays an important role. Urban density, housing type, heritage and available energy all influence the speed of deployment.
• Finally, communication and partnerships are essential. Cities, operators, energy suppliers and industry work together with varying degrees of effectiveness. Berlin and Luxembourg are good examples of such cooperation.

Despite these efforts, challenges remain. Buildings with communal car parks need to be managed, dense areas need to be connected, charging standards need to be harmonised, and hybrids and heavy vehicles need to be integrated. Cities will have to keep up the pace if they are not to slow down the transition.

Future prospects

Over the coming years, these four capitals are set to continue their efforts. They will be extending the network of charging points and encouraging the renewal of private and public fleets. Madrid is developing exchangeable batteries and Lisbon is experimenting with street lamps fitted with charging points. European synergies, via EU funds or transnational mechanisms, will play an important role. In conclusion, electromobility is more than just a change of engine. It is a central element in the urban, economic and energy transition.

Australia, the new player in the automotive transition…

Long perceived as a country where the electromobility market lags behind Europe, China and the United States, Australia has seen a real acceleration in the adoption of electric mobility over the past two years. According to the monthly VFACTS report published by the FCAI (Federal Chamber of Automotive Industries) and the Electric Vehicle Council, September is a perfect illustration: more than 30% of new vehicle sales are now electrified (hybrid, plug-in hybrid or 100% electric).

This figure, unthinkable just a few years ago, brings the country closer to the standards of pioneering markets such as Norway and the UK, even if the recharging infrastructure is still lagging behind outside the major cities.

Change is not just technological. It’s also cultural. In a country where the ute (utility vehicle) and the 4X4 are king, it’s true that seeing Tesla Model Ys, BYD Sealion 7s and even Chery Tiggo 4s in the top-selling vehicle rankings reflects a real shift in usage.

Record figures

In September 2025, 106,891 new vehicles were registered, up 7% on 2024. Since January, the market has sold a total of 938,959 vehicles, putting 2025 on track to surpass the previous all-time record (1,220,607 units).

In a national context of inflation that is still perceptible, this dynamic performance can be explained by the overhaul of corporate fleets (+11.5%), the strength of the private customer channel and a revival in leasing (+8.5%). Conversely, government purchases fell by 13%.

Geographically, Victoria and Western Australia are the main drivers of this growth.

Manufacturers: Japanese dominance, Chinese breakthrough

The car market is still dominated by Toyota, Ford, Kia, Mazda and Hyundai, but the real revolution is coming from China. In September, no fewer than four Chinese brands made it into the top 12 vehicle sellers: BYD, GWM, MG and Chery. And the least we can say is that their growth rates are staggering: +178% for BYD, +172% for Chery, +30.1% for GWM and +4.4% for MG.

This growth is reflected in the appearance of three Chinese models in the top 10 best-selling vehicles in Australia, namely the Chery Tiggo 4 (6ᵉ), the BYD Sealion 7 (8ᵉ) and the GWM Haval Jolion (10ᵉ). They are therefore competing with local icons (Toyota HiLux, Ford Ranger, Isuzu D-Max). The Tesla Model Y, the third best-selling vehicle and number one SUV on the market, is a good illustration of this shift towards new preferences.

This trend is not only reflected in sales figures, but also in import flows. Although Japan remains in first place as a country of origin of vehicles, with 26,590 units imported in September 2025, China, with 25,587 units, is now neck and neck. Thailand remains competitive with 20,996 vehicles imported in September 2025. China was ranked 3ᵉ in vehicle importing countries at mid-year with 102,938 deliveries, far behind Japan and its 187,078 deliveries. This evolving trend indicates that Beijing has a very strong chance of becoming Australia’s leading supplier of cars by the end of the year.

Electrification: accelerated change

The figures for the electrification of the Australian car fleet speak for themselves:

– 12,076 battery electric vehicles (BEVs) sold in September, up 88% on September 2024.

– 4,491 plug-in hybrids (PHEV), up 81% on September 2024.

– 14,811 hybrids (HEV), a figure that confirms the role of this type of vehicle in this transition.

In total, electrified vehicles will account for 30.5% of the market, while pure petrol will account for less than 40%. This is a rapid rise, given that by 2021, the share of BEVs will be no more than 2%.

This growth can be explained by the increasing number of vehicles on offer, the fall in average prices and the visibility given to electric models. But it is also due to the aggressive strategy of Chinese manufacturers, who are filling a gap left by European brands that are hesitant, too expensive or too upmarket.

A vigorous market, but under pressure

There is every reason to believe that 2025 will be a record year for the Australian automotive industry. Yet beneath the surface, the situation is more fragile. All volume manufacturers are now resorting to massive discounting to clear their stocks, which is squeezing margins. Volume may be growing, but profitability remains under threat.

This phenomenon is not unique to Australia: in Europe and the United States, the price war on electric cars – initiated by Tesla and followed by BYD – has forced most brands to reduce their margins in order to remain competitive.

A month of change

September 2025 marks a strategic turning point for the Australian car industry. SUVs and utes continue to dominate, but electrification is now establishing itself as a player in its own right and, above all, as the industry’s growth driver. The arrival in force of Chinese brands is accelerating this transformation and reshuffling the cards in a market historically dominated by Japan and Korea.

These figures and facts confirm that Australia is no longer a market on the fringes of the global transition: it is becoming a country where tradition and modernity coexist.

A Global Revolution at Different Speeds

The transition to electric cars knows no borders, but nations approach this shift with varying energy, strategies, and goals. In France, electrification of the vehicle fleet is progressing, driven by public incentives, growing demand, and gradual engagement from automakers. But in this global race, the question remains: can France keep pace with giants like China, the undisputed leader in electromobility, Germany, methodical and powerful, or the United States, recently energized by massive investment plans?

The global market is evolving rapidly. According to the International Energy Agency (IEA), electric vehicle (EV) sales grew by over 25% in 2024, reaching 17.1 million units—nearly one in four cars worldwide. British consultancy Rho Motion predicts sales could rise another 17% in 2025, surpassing 20 million units. China alone absorbs almost two-thirds of the market. Meanwhile, Europe struggles to keep pace amid industrial, social, and environmental challenges, while the U.S. has strategically turn toward industrial and energy sovereignty.

In this landscape, France brings its strengths and ambitions, but also its vulnerabilities. To understand its position, we must observe how other major players are progressing—in factories, on roads, in batteries, and in public policies.

France: Progress Underway but Still Fragile

In 2024, one in five new cars sold in France was electric. This steady rise is supported by incentives like the ecological bonus, low-emission zones (ZFE), and the 2035 ban on new combustion vehicle sales. Renault, Peugeot, and Citroën have multiplied their announcements, firmly setting the course.

Renault emerged as the hybrid leader in France in 2024, with 118,591 units sold and a 24.7% market share. On the fully electric front, Renault registered 55,309 units, a 37.5% increase, holding 17.4% of the market.

Yet, challenges remain. The range of 100% French electric models is limited, particularly for entry-level vehicles. Charging infrastructure, though strengthened with over 155,000 stations installed, remains unevenly distributed. The industrial apparatus is reorganizing around sites like Douvrin, Flins, and Douai, but must further accelerate.

On batteries, France is trying to catch up. Dependence on Asia remains high, though three gigafactories (ACC, Verkor, ProLogium) are under construction. However, ProLogium has delayed its launch to 2028. France is progressing but is not yet a leader, seeking its model between ecological ambition, industrial competitiveness, and social acceptance.

China: The Electric Giant

China is the undisputed champion. Early political will, massive subsidies, and an unparalleled industrial network have propelled it forward. In 2024, nearly two-thirds of global EV sales were in China, with a 40% year-on-year growth. According to the China Passenger Car Association (CPCA), China sold 10.9 million hybrid or electric models—a record representing almost half of all vehicles sold nationally.

Local manufacturers like BYD, NIO, Xpeng, and Li Auto dominate. BYD even surpassed Tesla in both sales and revenue ($107.2 billion vs. $97.7 billion). Chinese brands master the full value chain—from battery to embedded software—while CATL supplies much of the world’s batteries.

Charging infrastructure is booming, with 12.82 million charging points by end-2024. According to the China Electric Vehicle Charging Infrastructure Promotion Alliance (EVCIPA), public chargers rose 49% year-on-year, with one charging point for every 2.7 EVs. China plans to add 73,000 new stations and over 1 million public chargers in 2025.

This expansion supports rapid market growth: in 2024, new energy vehicles (NEVs) made up 40.9% of new car sales. At this pace, 50% could be reached by 2025. Yet, this dominance stirs tensions: the U.S. and EU accuse China of unfair practices and are imposing trade barriers that may intensify.

Germany: The Industrial Method

Germany was not the fastest to embrace EVs, but advanced rigorously. Major automakers (Volkswagen, Mercedes-Benz, BMW) reoriented post-Dieselgate, investing heavily in electrification. Volkswagen alone invested over €100 billion in EV production.

Germany also focuses on industrial sovereignty, with several battery factories underway and partnerships with France (ACC) and Sweden (Northvolt, which recently filed for bankruptcy).

Its charging network expands rapidly thanks to initiatives like Ionity. However, the German EV market shows signs of slowdown. The end of public subsidies led to an 18% drop in new EV registrations in 2024. Exports to China and the U.S. struggle.

Overproduction now exceeds demand, creating wage pressures, job cuts, and factory closure fears. German unions push for a “fair” transition to avoid massive layoffs. Industry morale is low, similar to pandemic levels. Still, some observers remain optimistic. According to them, the temporary slump could lower EV prices, which might boost demand and benefit consumers.

United States: Biden’s Electric Shock

Long behind, the U.S. is back in the game thanks to the 2022 Inflation Reduction Act (IRA), a $369 billion investment plan favouring domestically made EVs and batteries.

Tesla remains the U.S. flagship, far ahead of Ford, GM, and Rivian, though they are catching up. In 2024, 1.2 million EVs were sold—a 49% increase from 2023—with EVs now making up 7.6% of new car sales.

Tesla’s Supercharger network continues to expand, now open to other brands. The main challenge remains infrastructure, particularly in rural areas, and adoption varies greatly between states. California leads with more electric chargers than gas stations. According to Governor Gavin Newsom, California had 178,549 charging units by 2024—almost 50% more than gas stations.

However, political shifts could threaten momentum: a new Trump administration could slow EV adoption. In many regions, like the Midwest and South, combustion engines still dominate.

Culturally, large electric SUVs top sales, while compact models lag. In 2024, according to Kelley Blue Book, the average EV price was $50,789, though prices are gradually falling thanks to Tesla’s cuts and government incentives.

China, the undisputed leader in battery manufacturing, has produced more than two-thirds of the lithium-ion batteries currently in circulation. This dominance can be attributed to an immensely powerful industrial network that allows for full internalization of the supply chain. It is also due to competitive manufacturing costs and easy access to raw materials thanks to China’s strong economic ties with key supplier countries.

However, with the recent and spectacular rise of electric vehicles (EVs), Europe and the United States, among others, are investing heavily in developing their own production capacities to secure energy independence.

At the same time, promising technological innovations are emerging, aiming to revolutionize battery performance and sustainability—particularly in terms of size (and therefore weight).

They also focus on the use of minerals whose extraction often sparks controversy.

“Made in Europe” Batteries: Between Strategic Independence and Chinese Investments

It’s clear—based on both government announcements and the inauguration of new factories in recent years—that Europe is aiming to become a major player in electric vehicle battery production. By 2033, it’s estimated that nearly 250 factories will be established across the continent.

This surge is driven by key projects in France, Germany, Italy, Spain, and Norway, among others. If some of them are failing, because of a still fragile market, companies such as Verkor and ACC (initially founded by Stellantis and Total, now with Mercedes-Benz among its shareholders) in France, and Italvolt in Italy are taking the lead.

This vibrant European ecosystem has quickly attracted the attention of… the Chinese! Envision, based in Shanghai, has built gigafactories in Douai, France, and Sunderland, UK, in partnership with Renault and Nissan, respectively.

Similarly, CATL, the undisputed global leader in EV battery manufacturing, has teamed up with Stellantis—the two companies that plan to invest over €4 billion—to build a factory in Zaragoza, Spain. This will be CATL’s third factory in Europe after Germany and Hungary, with a fourth already in the pipeline. Its location has yet to be announced.

Finally, BYD, the new global leader in EV sales, has already opened two factories in Europe and is considering a third. These partnerships and installations highlight the complex challenge facing European governments: developing a domestic industry to achieve energy independence, while also relying on the very players they hope to free themselves from. This allows them to benefit from their funding and technical expertise.

The American Industrial Boom

In the United States, the 2022 Inflation Reduction Act (IRA) has sparked a true boom in the construction of EV battery factories. An unprecedented surge has brought dozens of gigafactories, most still under construction, within the “Battery Belt” spanning ten states from Georgia to Michigan.

In addition to Tesla, which is already well-established, Ford, General Motors, Hyundai, Toyota, and others are investing heavily, supported by federal tax credits provided by the IRA. From just two such factories in 2019, the U.S. now has around thirty that are either operational or nearing completion. There are over 200 battery-related projects.

There’s also a wave of startups creating battery recycling solutions that ensure batteries remain within the country for their entire lifecycle. The question remains: what will the Trump administration do about this electrification movement? The 47th President of the United States is a strong supporter of the oil industry.

Yet he also launched a trade war with China and promised to massively reduce unemployment. Domestic battery manufacturing helps reduce reliance on Chinese imports and, according to several estimates, could create over 100,000 jobs.

So, between protectionism—fueled by industrialization and electrification—and conservatism—rooted in continued oil reliance—two core features of Trump’s platform, the administration will have to make a choice. But which one?

New Batteries: Lighter and More Durable

Far from these geopolitical concerns, technological innovation is steadily progressing and lies at the heart of the battery sector’s transformation.

Recently, U.S.-based Paraclete Energy developed SILO Silicon, a silicon anode material that reduces battery weight by 50% while doubling range. An 80 kWh pack could drop from 565 kg to just 150 kg. It could also offer a range of over 930 km. A promising outlook!

Stellantis is also exploring promising alternatives. In partnership with Zeta Energy, the group is developing lithium-sulfur batteries, which are lighter, cheaper, and contain no cobalt or nickel. This dramatically reduces the need for controversial raw materials. These batteries could hit the market by 2030 and be compatible with existing infrastructure.

Finally, semi-solid battery technology is advancing. Stellantis plans to test Dodge Chargers equipped with these batteries starting in 2026. They offer higher energy density and compatibility with current production lines.

Whether powered by sand, seawater, air, or carbon—whether they charge as quickly as a gas tank fills, or even offer virtually unlimited lifespans—the batteries of the future are already on their way!

The year 2024 marked a major milestone in electric vehicles (EVs) expansion worldwide. 17.1 million EVs were sold globally, representing an impressive +27% increase compared to 2023. Development is mainly driven by three key markets: The United States, Europe, and China, which together represent over 90% of all EV sales globally. This rapid growth is backed by a thriving business ecosystem, with nearly 14,000 start-ups exclusively focused on electric vehicles and electric mobility worldwide. In Europe alone, the EV market is expected to generate $224.9 billion in revenue by the end of 2025.

Europe: The North is spearheading

Several European countries are showing particularly high EV adoption rates. Norway, of course, continues to lead the continent (and the world), with 88.9% of new car sales in 2024 being electrified. Denmark follows with 51% and Sweden with 35%.

Infrastructure is also expanding rapidly. As of spring 2025, the Netherlands leads with 183,000 public charging stations, followed by France (160,000) and Germany (153,000). On a per-capita basis, the Netherlands stays at the top with 10.04 chargers per 1,000 inhabitants, followed by Belgium (6.54) and Iceland (6.48).

The electric mobility startup scene is vibrant, particularly in the United Kingdom, home to 1,100 startups in the sector. Germany follows with 700, and France with 400. 

Public incentives also play a crucial role in the EVs market growth. Norway, for instance, offers VAT exemptions for EVs priced below €44,000. In France, buyers can receive up to €4,000 for an EV priced under €47,000. The Netherlands, on the other hand, provides multiple tax breaks for both buyers and companies, including deductions for businesses that install charging stations.

Rest of the world: China and its underdogs 

The EV shift is also accelerating in other parts of the world. In China, 25% of vehicles sold in 2024 were 100% electric (almost 50% electrified), making it the world’s largest EV market in terms of volume. Canada followed with 11,4% and the USA with 8%.

In terms of charging infrastructure, China still dominates with 3.2 million public charging stations, well ahead of South Korea (405,000) and the United States (200,000). South Korea has the best EV-to-charger ratio in the world, with just 1.7 vehicles per public charger, followed by China (2.5) and Mexico (20).

When it comes to innovation, the United States leads with 2,500 startups dedicated to electric mobility, followed closely by India (1,800) and China (1,700).

Last year saw some interesting growth in emerging markets, with Vietnam posting a +197% increase in EV sales between 2023 and 2024, Indonesia +104%, and Brazil +90%.

Some countries are also setting bold ambitions for the future. India aims for 80% of two-wheelers to be electric by 2030. Ethiopia has banned the import of combustion vehicles and is now importing 100,000 electric vehicles every month. Meanwhile, Singapore has set its sights on a 100% electric vehicle fleet by 2040.

While we’re becoming increasingly familiar with the electric vehicle (EV) policies of major European countries, China, and North America, they’re far from the only players showing ambition and determination in transitioning from combustion engines to electric mobility.

Costa Rica, renowned as one of Central America’s most environmentally conscious nations—hardly surprising given its motto “Pura Vida”—was quick to jump on the electric mobility bandwagon. Among the wealthiest countries in the region, Costa Rica aims to achieve carbon neutrality by 2050. To that end, it has incentivized electric vehicle adoption by eliminating import taxes on cars under $33,000 and expanding its public charging infrastructure.

Ethiopia, on the other side of the Atlantic, has also taken bold steps to electrify its vehicle fleet. First, in 2022, it slashed or eliminated import taxes on EVs depending on their country of manufacture (including exemptions from VAT and excise duty). Then, in an even bolder move in 2024, it outright banned the import of combustion-engine vehicles. Now that’s taking initiative…

Australia hasn’t gone as far as banning combustion vehicles, but the “Land Down Under” is not passive when it comes to EV development. It began by focusing on its bus fleet and government vehicles, followed by a strategic plan to boost domestic mineral extraction and battery manufacturing. The latest announcement: the introduction of new standards for vehicle distributors, requiring a 60% reduction in CO₂ emissions by 2029. A strong incentive to sell more EVs!

India, meanwhile, is betting big on electrifying two-wheelers—understandably so, since 80% of Indians use them as their primary mode of transport. The government is investing heavily in stabilizing the power grid, building dedicated charging infrastructure, and boosting local manufacturing of both vehicles and batteries—reducing costs in the process. The goal? 80% of two-wheelers on Indian roads will be electric by 2030. The government also promises that, within five years, 30% of passenger cars and 70% of commercial vehicles will be electric too. Will it be enough to give New Delhi some breathable air again?

Japan isn’t planning to be left behind. A longtime leader in tech and industrial innovation, the country surprisingly lags in full-electric development. Its major automakers—pioneers in hybrid technology—seem hesitant to let go of their market dominance in that sector. The government, for its part, is focusing on hydrogen, a technology that has yet to deliver on its promise. As a result, Japanese automakers have few EV models in their catalogue and the archipelago has scarce charging infrastructures, resulting in dismal local sales (only 1.4% of new car sales in 2024 were fully electric). But there’s a glimmer of hope: the government has finally taken action and announced the rollout of 300,000 charging stations by 2030. If Japanese manufacturers ramp up their EV development as planned—bringing their knack for innovation that made their hybrids so successful—Japan could catch up faster than anyone expects.

Germany, following a court ruling in late 2023, had no choice but to end public subsidies aimed at promoting EV purchases. The fallout? 140,000 fewer EVs sold in 2024 compared to 2023. Proof, if needed, that public policy—especially financial incentives—plays a crucial role in EV adoption, even in an automotive powerhouse with high purchasing power (overall new car sales in Germany stayed about the same year over year). In response, Germany recently introduced new incentives targeted at businesses, offering tax breaks for switching to electric. With a bold target of 15 million EVs on the road by 2030, Germany will have to keep supporting the transition—one way or another.

Saudi Arabia, long associated with oil, is nonetheless making massive investments to develop the electric vehicle market within the Kingdom. First, $1.5 billion was poured into building a factory capable of producing 155,000 “Made in Saudi Arabia” cars per year. This was followed by the large-scale development of solar panels and, eventually, charging stations, along with energy giant Aramco’s ambitions in lithium extraction. While the electric vehicle market is still far from dominant in Saudi Arabia, new car sales have seen double-digit growth every year for over two decades—and there’s a place for electric vehicles to take hold!

China and the European Union, particularly represented by Germany, entered into negotiations this spring over the import of Chinese electric vehicles. Europe currently imposes tariffs of up to 45% on Chinese EVs, limiting their market penetration. In retaliation, China threatened to impose tariffs on European goods heading in the opposite direction—potentially hitting French spirits producers hard. To ease tensions—especially after the U.S. also flexed its muscles—talks resumed between Brussels and Beijing to consider setting minimum prices for Chinese vehicles instead of applying new tariffs. To be continued…

While there are local specificities from one country to another, the major trends in the global second-hand electric vehicle (EV) market are emerging with striking similarities. Whether in the UK, France, the United States or China, a common dynamic is observable: a surge in supply, growing buyer interest, and a significant price drop. These combined factors are naturally boosting the volume of transactions. While range anxiety remains the main barrier to buying a new EV, the second biggest obstacle is undoubtedly the purchase price. The second-hand market now offers a tangible solution to this issue.

A More Mature Market, a Broader Supply

In just a few years, the second-hand EV market has matured significantly. The steady rise in new electric vehicle sales year after year is now being reflected in the used car market. Over 17 million electric vehicles were sold worldwide in 2024—an impressive increase of nearly 3 million units compared to 2023—which is mechanically feeding the second-hand market. As a result, the stock of used EVs is rapidly growing, especially in Europe and the United States. For instance, the Society of Motor Manufacturers and Traders (SMMT) recently reported a record rise in used EV sales in the UK in early 2025, with a year-on-year growth of 57% in the fully electric vehicle segment. Across the Channel, in France, second-hand EV transactions have risen by 54%, driven by the growth of social leasing schemes and fleet renewals. In the U.S., the figure reaches as high as 60%. This increase in supply is accompanied by a natural consequence: falling prices.

The Good News: Falling Prices

Another key driver of this new market momentum is the rapid depreciation of electric vehicles. Their value drops faster than that of combustion engine models in the first few years. In 2024, some of the most popular electric models lost up to 30% of their value in just one year! While this may be concerning for first owners, it is excellent news for potential buyers, making it possible to purchase a used EV at very competitive prices—sometimes for under €15,000 on the French market, for example. In the UK, the average price of a second-hand EV dropped by nearly 20% in a year, and by 15% over the same period in the U.S. This price drop is finally opening up the electric vehicle market to a broader customer base, often excluded from buying new, leading to a kind of “democratization” of the electric vehicle. This is even more evident in the world’s largest EV market: China. There, the average price of a second-hand electric vehicle is around €10,200—still higher than the average price of a used combustion vehicle (€6,500). But it’s worth noting that more than half of second-hand EV transactions take place below the €6,000 mark, meaning they’re in fact cheaper than the average combustion vehicle. Add to that the fact that used EVs for sale in China are on average less than four years old, and it becomes clear that one can now afford a cheaper and more recent electric vehicle than a comparable combustion model. The second-hand market is now playing a crucial role in the transition toward more sustainable mobility. More accessible and more diverse, it’s becoming a strategic gateway for many households looking to drive clean without breaking the bank. As prices continue to drop and supply expands, 2025 could well be the tipping point for the second-hand EV boom—a turning point that may accelerate the global adoption of electric mobility, far beyond the early adopters.

The Middle Kingdom and the Cradle of Humankind have forged increasingly strong economic ties over the past several years. Electric mobility is no exception and plays an ever-growing role in these relations. Let’s focus on the latest Chinese establishments across the African continent, from Morocco to South Africa, including Nigeria, Ivory Coast, Rwanda, Egypt, and Kenya.

The ideal partner

Before diving into specifics, it’s essential to understand why Africa is an ideal partner for Chinese electric vehicle (EV) companies.

First, Africa presents an effective solution to the financial barriers imposed by Europe and the United States, particularly regarding tariffs and penalties. Africa is not engaged in a trade war with China; on the contrary, it offers a more open market.

Moreover, Africa is rich in essential resources. Of particular interest to Chinese investors in electric mobility are minerals like cobalt, with the Democratic Republic of the Congo being the world’s leading producer.

Additionally, low manufacturing costs, affordable labour, tax incentives, and a vast, relatively young population—the demographic most inclined to adopt electric vehicles—make Africa a highly attractive market for EV and battery manufacturers.

Establishing operations in Africa offers numerous advantages to Chinese companies, further bolstered by the continent’s industrial powers, emerging markets, and countries with strategic locations.

Industrial Powers

When setting up factories, companies naturally gravitate towards countries with proven industrial capabilities, and Africa has several.

Anyone who has visited Tangier can attest to the scale and modernity of its infrastructure. “The Pearl of the North” exemplifies the broader Moroccan landscape, which already hosts production facilities for companies like Stellantis and Renault, collectively producing approximately 700,000 vehicles annually.

For Chinese investors, this ensures access to a skilled workforce and substantial industrial expertise. It’s no coincidence that companies such as Hailiang, Shinzoom, Gotion High Tech, BTR, and CGNR—spanning copper processing to battery manufacturing—have invested nearly a billion dollars in various manufacturing sites within the newly established Tangier Tech industrial hub.

Furthermore, Morocco’s favourable relations with the European Union and the United States (for now) provide additional reassurance to Chinese investors.

In North Africa, Egypt is also attracting Chinese companies. For instance, BAIC Group plans to inaugurate a 120,000-square-meter assembly plant by late 2025, initially producing 20,000 vehicles annually, with plans to scale up to 50,000 by 2030. This facility aims to first saturate the Egyptian market, then leverage Egypt’s strategic location to penetrate other African and Middle Eastern markets.

On the other hand, Nigeria appears to be retreating from Chinese investments. In late 2023, the government announced that several Chinese companies intended to invest $2 billion in various factories across the country. Since then, there have been no updates.

Instead, Nigeria seems to be turning to Spiro, a Kenyan manufacturer of electric two-wheelers, to advance its transition to cleaner mobility, exemplified by the opening of a factory in Ogun State.

Promising Markets

This shift doesn’t imply that China has lost interest in Nigeria. On the contrary, Nigeria remains one of the continent’s most promising markets, driven by a young, urban population with a higher purchasing power than many other African nations.

Notably, Nigeria was among the first African countries to receive Chinese Yutong electric buses through a partnership with Lagos-based Oando Clean Energy.

South Africa, the largest automotive market in sub-Saharan Africa, is another attractive destination for Chinese investors. BYD, for instance, is aggressively launching new models in the region. South African distributor Enviro Automotive has begun selling Chinese models, quickly followed by competitors, all vying for a significant share of a market that, while still modest, is steadily growing.

Rwanda has distinguished itself as one of the first African nations to embrace electric mobility, supported by a government that early on invested in public subsidies, facilitated charging station rentals, and electrified public transport. These initiatives have attracted Chinese manufacturers and groups, leading to collaborations with Kabisa, a pioneer in Rwanda’s electric vehicle distribution, and contributions to Kigali’s public transport networks.

Ivory Coast is also increasingly attracting Chinese investors. Without necessarily relying on bonuses or incentives, the Ivorian government regularly holds discussions with the Chinese government as well as with the country’s largest companies to facilitate the introduction of electric vehicles in the Ivory Coast.

Recently, ride-hailing drivers in Abidjan have started equipping themselves with vehicles from the Chinese manufacturer Neta, while fellow Chinese automaker BYD has begun marketing its models in the country. Chinese investors are also contributing through the development of a charging station network and have even provided electric buses to help organize the Africa Cup of Nations in early 2024.

Raw Materials and Strategic Hubs

Beyond Morocco’s industrial expertise and South Africa’s promising market, other countries are drawing Chinese investors due to their strategic geographic positions.

As previously mentioned, Egypt serves as a gateway to both African and Middle Eastern markets. Similarly, Kenya has become an inspiration for neighbouring countries, sourcing vehicles from Chinese manufacturer Neta Auto to green its taxi fleet. This positions Chinese companies advantageously to persuade other major cities to trust their offerings.

On the raw materials front, the Democratic Republic of the Congo stands out as the world’s leading supplier of cobalt—a crucial component in battery manufacturing—and a significant source of copper. China has strategically positioned itself as the primary client of Congolese mines, purchasing over three-quarters of the nation’s production. While many of these mines are still owned by Western groups, Chinese shareholders are increasingly prominent.

The substantial influx of Chinese electric vehicle companies into Africa follows an unrelenting business logic, suggesting a central role for the continent in this market, especially given its youthful population.

However, a critical question persists whenever foreign funds flow into Africa: Will African nations retain sovereignty over their resource management and labour conditions?