The year 2025 marks a major milestone for electric vehicles: almost a quarter of new cars sold worldwide are now electric. China is consolidating its dominance, while Europe is experiencing more measured growth and emerging markets such as Vietnam and Thailand are speeding up their transition. With record sales, technical innovations and a massive extension of recharging infrastructures, electromobility is emerging as a real driving force behind the global transformation of the automotive industry.
In 2025, worldwide sales of all types of electric vehicles – i.e. 100% electric and hybrid – are estimated at around 18.5 million units in the first 11 months of the year. This is a significant number: it represents growth of around 21% compared with 2024. According to industry experts, this suggests that the annual total for 2025 is likely to exceed 20 million electric cars sold.
Unsurprisingly, it is China that is massively dominating the market. Nearly 14 million electric cars were sold there this year. This represents 60% of domestic sales in the Middle Kingdom. In other words, two out of every three vehicles sold worldwide are now being driven under a Chinese banner.
The other key player in 2025 is South-East Asia. With sales of electric vehicles up by 79% in the first half of the year, according to Counterpoint Research, it is confirming its role as a driving force for soft mobility. The ASEAN region now accounts for around 5-6% of global EV sales, or more than 1 million units in the current year, compared with less than 600,000 in 2024.
Vietnam, which was already very aggressive in 2024, has seen the market share of zero-emission vehicles rise from 28% to almost 40% in just twelve months. Thailand is following the same trajectory: it now has a market share of over 20%, compared with around 12% at the end of 2024. This rapid growth can be explained by the determination of the region’s governments to structure a genuine local industrial ecosystem, combining manufacturing facilities, tax incentives and the electrification of the public fleet.
Sales, leading brands and models
In terms of volume, the BYD-Tesla duo continues to reign, but low-cost Chinese manufacturers are making their mark in almost every segment. In France, the Renault 5 E-Tech has established itself at the top of the sales charts, while the Renault brand has scored a media coup with its Filante Record prototype, capable of travelling 1,000 km on a single charge. At the top of the Asian rankings, Chery and MG are investing in solid-state batteries, promising to double their range by the end of the decade.
source : Renault
Infrastructure: the terminal challenge
In terms of infrastructure, growth remains spectacular. There will be more than 8 million public charging points worldwide by the end of 2025 (compared with 4.5 million in 2023, i.e. +78%), with China accounting for nearly 3.5 million, or 44% of the global total. Europe will have more than 1.2 million public charging points (up 40% on 2024), led by the Netherlands (183,000), France (170,000) and Germany (153,000).
According to a TrendForce projection, there will be more than 16 million public charging points on the planet by 2026.
Outlook: European realism, Asian ambition
On the legislative front, the end of the year was a turbulent one. After numerous complaints from European manufacturers, the European Union adjusted its timetable: total carbon neutrality by 2035 has been replaced by a more flexible target of -90% CO₂ emissions for new vehicles.
All over the world, electromobility is progressing, not at the same speed, but in the same direction.
In the space of just three years, however, the country has undergone a spectacular transformation. Buoyed by the emergence of its national manufacturer Togg, an extremely attractive tax system and the offensive by foreign brands, led by the US and China, Turkey is now one of the most dynamic markets on the continent.
Spectacular take-off in 2025
Turkey is experiencing impressive growth this year. In fact, while several European countries are seeing sales of electric vehicles stagnate or fall back, Turkey is breaking all the records.
Indeed, the figures speak for themselves: according to data from the Association of Automobile Distributors (ODMD), in the first eleven months of 2025, the country recorded 166,665 sales of 100% electric vehicles, more than double the figure for the same period in 2024. At this rate, Turkey is poised to end the year with an increase in sales of more than 100% in one year.
If we broaden the spectrum to electrified vehicles as a whole, the shift is even more striking. Plug-in hybrids rose by more than 658% to 42,857 units over eleven months, while conventional hybrids sold more than 252,000 units. As a result, by January-November 2025, electrified vehicles (BEV + PHEV + HEV) accounted for around 45% of total registrations, compared with less than 25% the previous year.
Togg, Tesla, BYD: a trio that dominates the market
Behind these figures, which symbolise effective progress, three brands share almost the entire 100% electric market, with radically different strategies and profiles.
The winner is Togg, Turkey’s national manufacturer. It topped the podium with 31,715 units sold over eleven months. This figure marks a symbolic turning point: for the first time, a Turkish car brand is the leader in a strategic segment. Launched in 2023 with the T10X SUV, Togg benefits from massive political support and ultra-favourable taxation reserved for locally produced models.
Credit: TOGG
Tesla came second with 29,955 sales. June was a historic month for the brand, with more than 7,200 units sold in a single month. The American brand benefited from the shortcomings of the Turkish tax system. If an EV has a power output of more than 160 kW, it is taxed heavily (40-60%). Tesla has therefore limited its vehicles to this limit to enable Turks to buy without breaking the bank.
BYD completes the podium with 17,639 units sold. A latecomer to the Turkish market at the end of 2023, the Chinese giant has methodically rolled out a range of nine models covering all segments. In 2025, BYD announced a billion-dollar investment to build a production plant in Manisa, capable of producing 150,000 vehicles a year by the end of 2026. This strategic move will enable the Chinese company to get round the 40% import tariff.
A fast-expanding recharging network
The explosion in sales is logically pushing the country to speed up the roll-out of its infrastructure. And the figures show an accelerated catch-up, even if the coverage remains very uneven.
In June 2025, Turkey had 31,433 public charging points, according to the Energy Market Regulatory Authority (EPDK), compared with just 6,500 in March 2023. This growth of more than 370% in two years reflects a real effort, albeit from a very low base. By autumn 2025, the network will have more than 37,000 outlets, concentrated in Istanbul (more than 3,000 stations), Ankara (1,322 stations) and Izmir.
Turkey’s infrastructure is structured around several major operators:
ZES dominates the market with a national network covering motorways and urban centres.
Trugo, Togg’s proprietary network, now has more than 1,000 ultra-fast DC chargers and 600 AC stations spread across the country’s 81 provinces.
Eşarj, operated by Enerjisa, offers a multi-brand network accessible via mobile application.
The problem in Turkey is that beyond the metropolises, things are more complicated. Indeed, rural areas remain largely under-equipped. Government targets are ambitious: 143,000 plugs by 2030 and 273,000 by 2035 to support an estimated 1.5 million electric vehicles. To achieve this, however, between €500 and €600 million will have to be invested.
ÖTV tax
This success does not come from nowhere. If Turkey is experiencing such an explosion in electric vehicle sales, it is above all thanks to an ultra-aggressive tax policy that makes electric vehicles the most economically rational option.
At the heart of the system is the special consumption tax (ÖTV), which applies to all new vehicles according to a scale based on power, price and origin of the vehicle. For internal combustion vehicles, this tax varies between 80% and 220% of the base price, making the purchase of a petrol or diesel car extremely expensive for the average consumer.
By contrast, electric vehicles benefit from spectacular tax reductions: 10% for models with less than 160 kW and a base price of less than 1.65 million Turkish lira (around €47,000), and up to 60% above these thresholds. Even in the most unfavourable case, an electric vehicle is still more attractive from a tax point of view than its internal combustion equivalent.
As a further government incentive, the system includes an incentive for local production: electric vehicles assembled in Turkey, such as Togg, benefit from additional tax advantages, including corporate tax deductions for the companies that buy them. This mechanism is clearly designed to favour Togg over imports.
The scheme had an immediate effect on purchasing behaviour. In June 2025, just before the tax thresholds were adjusted, sales of electric vehicles soared by 233.6% year-on-year, as buyers rushed to take advantage of the lowest rates before they were revised. Tesla, with its Model Y limited to 160 kW, made the most of this window of opportunity.
But this tax policy raises questions. By creating a massive tax advantage for Togg, the Turkish government is distorting competition and potentially discouraging other international manufacturers from investing in the country.
Ambitious targets for 2030
The Turkish government is making no secret of its ambitions. The national plan aims to have 2.5 million electric vehicles on the road by 2030, 35% of them locally produced. This target rises to 10 million vehicles by 2040, with a 100% electric fleet by 2053 to achieve carbon neutrality.
To achieve this, the government is mobilising several levers: subsidies for R&D, support for battery factories, development of the recharging network via public-private partnerships, and maintaining a tax system that favours locally produced electric vehicles.
But these objectives presuppose economic stability and a sustained growth trajectory, which the country is struggling to guarantee. High inflation, the volatility of the Turkish lira and regional geopolitical tensions are all uncertainties that could slow or compromise these ambitions.
A structuring local ecosystem
The country is gradually developing a local industrial ecosystem around electromobility.
SIRO produces batteries for Togg vehicles at its Gemlik plant. With a current capacity of 3 GWh per year, the plant aims to reach 20 GWh by 2031, enough to equip several hundred thousand vehicles.
Aspilsan produces around 22 million battery cells a year, mainly in nickel-metal-hydride and lithium-ion technologies. Historically focused on the defence and energy sectors, the company is now turning its attention to the automotive industry.
In 2025, three new battery plants came on stream: Ottomotive (5 GWh of battery packs), Reap Battery (5 GWh for energy storage) and Maxxen (10 GWh). These combined capacities of 20 GWh position Turkey as a potential regional hub for battery production.
Finally, the electric vehicle components and equipment industry is showing impressive growth: exports of spare parts for EVs reached more than €1 billion in June 2025, up 13% year-on-year.
Structural barriers to mass adoption
Despite the spectacular growth in sales, a number of obstacles remain that could slow the momentum in the medium term.
Customs tariffs, set at 40% on electric vehicles imported from China, heavily penalise buyers and limit access to the most affordable Chinese models. This protectionist measure aims to encourage local production, but it also reduces competition and keeps prices high for a large proportion of the population.
In Turkey, there are no CO₂ standards. This leaves the combustion market to flourish without regulatory pressure. Unlike the European Union, where emissions quotas force manufacturers to electrify their ranges, Turkey imposes no climate constraints on new vehicle sales.
The electricity grid is a growing concern. With a heavy reliance on imported natural gas and limited domestic renewable generation capacity, the country could face stresses on the grid if the electric vehicle fleet reaches its target of 2.5 million units by 2030.
Rural infrastructure remains largely inadequate. While the major cities account for the bulk of charging points, the rest of the country is struggling to keep up. The lack of a complete motorway network is holding back adoption for inter-city journeys.
As everywhere else, price is still an adoption issue. Even with tax benefits, an electric vehicle remains a considerable investment in a country where purchasing power is under pressure.
A European surprise, but still fragile
Turkey is emerging as one of the major surprises on the world electromobility scene. In the space of just three years, the country has gone from an anecdotal market to a player that rivals European nations.
This acceleration is largely based on a tax policy that massively favours local production to the detriment of international competition. While this strategy has made it possible to structure a national industry, it has also made the market extremely dependent on the State’s tax choices. Any downward revision of ÖTV benefits could brutally break the momentum.
Turkey is developing its electromobility, and fast. As a bridge between Europe and Asia, Turkey is ambitious. Let’s see if this transition will last over time.
It’s Christmas, and XPeng hasn’t just released a snowy SUV advert to mark the occasion. This year, the Chinese manufacturer has chosen a setting worthy of a science fiction film: a parade in which Father Christmas swaps his traditional sleigh for an XPeng drone. The flying machine was set up on a platform and towed by an XPeng G9 electric SUV, creating a spectacular tableau calibrated for social networks and the festive imagination.
source : XPeng
XPeng X2: the eVTOL ‘sled’ of the future
The drone used is not just a Christmas decoration. XPeng is showcasing its X2, an eVTOL electric aerial vehicle developed by its aerial mobility division, the former XPeng AeroHT.
Of course, the aim of the parade was not simply to amaze passers-by; one of the objectives was to showcase the vehicles developed by the brand. Indeed, behind this festive display lurks a very serious demonstrator:
two-seater configuration designed for low-altitude urban mobility
100% electric propulsion
autonomous or piloted flight capability, depending on usage scenarios
architecture designed to be integrated over time into an intelligent urban mobility ecosystem.
As stated earlier, XPeng’s role in the parade was strictly event-based: the X2 did not fly, but served as a rolling showcase for these new forms of air mobility, under control and without regulatory risk-taking.
source : XPeng
Subtle promotion of the G9
XPeng also took advantage of this exhibition to showcase one of its flagship vehicles: the XPeng G9, its top-of-the-range electric SUV. Already on sale in several markets, it focuses the brand’s strategy on the premium technology segment.
Here, the G9 acts as a symbolic link between today’s terrestrial mobility and tomorrow’s aerial ambitions. In this case, it’s not just an SUV towing a trailer, but the electric car that is literally taking along the prototype of future aerial mobility for the general public.
source : XPeng
Technology still in the demonstration phase
Despite the spectacular images and the impression of an operational means of locomotion, XPeng is not yet promising an X2 drone in every garage. At this stage, the device remains an R&D demonstrator, intended to show what the brand is capable of, rather than a product ready for delivery.
At the same time, XPeng is pushing ahead with an even more ambitious project: the “Land Aircraft Carrier”, a concept combining a land-based electric vehicle and a removable eVTOL module, with a market launch date of around 2026. Eventually, this type of Christmas scene will become a preview of a real commercial offer, rather than a simple experiment.
Christmas storytelling to support XPeng’s vision
So this operation is more than just an end-of-year marketing stunt. By giving Father Christmas a parade on board a futuristic drone, towed by one of its electric SUVs, XPeng is telling a story: the story of integrated, electric, autonomous and, tomorrow perhaps, aerial mobility, at the heart of everyday life.
By capitalising on a universal imagination (the sleigh, the presents, the parade), the brand is seeking to make its innovations more familiar, less abstract, and to anchor its vision of multimodal mobility in the minds of the general public. It remains to be seen whether, in a few years’ time, this type of scene will be seen as a marketing wink… or as the first images of a new normality.
ECO MOTORS NEWS got behind the wheel of the XPeng G6 Performance, the Chinese manufacturer’s 100% electric SUV coupé, which is clearly targeting European benchmarks… and above all the Tesla Model Y. For two days, we put it through its paces in the Paris region: city, ring road, dual carriageway, motorway and country roads. It was an opportunity to see if this futuristic SUV lived up to its promises in terms of performance, range and on-board comfort.
First impressions: an assertively futuristic SUV
At first glance, the XPeng G6 Performance displays a strong styling bias, and it’s no coincidence that it catches the eye. The front end features a wide horizontal LED strip that stretches across the entire width of the vehicle, giving the whole vehicle a highly futuristic lighting signature.
With its generous dimensions (4,753 mm in length, 1,920 mm in width, 1,650 mm in height and a wheelbase of 2,890 mm), it has a dynamic presence, firmly planted on its wheels despite a kerb weight of around 2,120 kg. All in all, it’s a winner in terms of exterior design: XPeng offers something different from the classic European codes, while retaining a real coherence of style.
A sleek, high-tech interior… with almost no buttons
When you step inside, the futuristic look continues. The G6’s interior is refined and minimalist, with very few physical controls. Almost everything is displayed on two large screens: the 10.2-inch instrument panel behind the steering wheel and the 14.96-inch central screen, both of which are well integrated and easy to read, providing rapid access to all the vehicle’s functions.
When first used, the absence of buttons can be surprising and even frustrating, but once you’ve got to grips with the overall ergonomics of the interface, it more than makes up for this radical choice.
One of the strong points of the cabin is XPeng’s choice of a well thought-out interior lighting signature: the different lighting strips, which can be chosen and adapted to suit the music, contribute greatly to this high-tech, immersive ambience.
In terms of perceived quality, XPeng has clearly opted for the top end of the range, with meticulous materials, reliable assembly, heated, ventilated and massaging seats, and very good quality front and rear seats. You really get the feeling that you’re in a premium electric SUV, with a level of presentation that has nothing to be ashamed of when compared with the benchmarks in the segment.
Life on board: space for all the family
Let’s stay on board the G6, where there’s no shortage of space. Up front, driver and passenger enjoy a comfortable, well-supported seat, with a driving position that’s easy to find despite the cabin’s very digital philosophy.
At the rear, the G6 offers three real seats that can be used on a daily basis: there’s plenty of legroom, the headroom remains decent despite the SUV coupé silhouette, and the bench seat makes it easy to envisage journeys with family or friends.
The boot, meanwhile, is fully in line with this electric family SUV positioning: 571 litres of volume (extendable to 1,374 litres with the seats folded down), more than enough for everyday use as well as for weekend getaways or holidays. Clearly, the XPeng G6 ticks all the essential boxes when it comes to versatility.
Behind the wheel: a truly powerful electric SUV coupé
It’s when you’re on the move that the G6 Performance fully justifies its name. In everyday driving, with Eco or Normal modes selected, acceleration is linear but already very much in evidence. Reacceleration is crisp and progressive, perfectly suited to relaxed driving in town or on the fast lane. You’ll enjoy the silence typical of an electric vehicle, with only the presence of a low-velocity external sound to warn pedestrians. A good idea on paper, but in use this ‘music’ becomes a little intrusive over time, even though several tones are available.
Switching to Sport mode, the G6 Performance clearly changes face: with its maximum power of 350 kW (476 bhp) in AWD mode, torque of 660 Nm and 0-100 km/h time of 4.1 s (top speed 200 km/h), you can feel the instant responsiveness that is typical of EVs. Acceleration becomes downright aggressive, in the good sense of the word: perfect for hard acceleration, high-speed overtaking and fast lane acceleration.
The steering, meanwhile, remains artificial in its feel, and is very fluid in use. In practice, it’s a pleasure to use on a daily basis, even if purists would no doubt have liked a little more feedback.
However, the suspension is not the G6’s strong point: on rough or ‘uneven’ roads, our driving experience revealed a certain firmness. On good road surfaces, however, the ride is taken up a notch, and the G6 offers real driving comfort, especially on long journeys. Finally, in town, the car’s size means you have to remain vigilant, but all the manoeuvring aids and numerous parking ‘gadgets’ mean you can park without any particular stress.
Battery, range and recharging: one of the best in its category
Let’s talk about one of the strong points of this Chinese SUV. It boasts a battery that clearly places it among the best in its segment in terms of efficiency and range. It is fitted with an 87.5 kWh NCM battery (800 V architecture), offering a range of up to 550 km WLTP for an average consumption in mixed use of 18 kWh/100 km, and over the two days of the test, the on-board estimates proved to be consistent with the official figures. On motorways and expressways, average fuel consumption was around 23 kWh/100 km.
Recharging is equally impressive on paper and in practice: up to 280 kW DC (10-80% in ~20 min), very competitive times for the category.
Conclusion: a highly accomplished electric SUV coupé, built for range
After two days behind the wheel of the XPeng G6 Performance, it’s hard not to recognise the seriousness of the proposition. As far as we’re concerned, it ticks almost all the boxes: a bold, futuristic exterior design, a refined, top-of-the-range interior, a generous, family-friendly interior, first-class performance and a range that’s among the best in its category.
It’s not perfect, however: the suspension is a little firm on poor surfaces, the steering has an artificial feel and the low-speed warning music gets tiresome, reminding you that this is a vehicle with a strong character. However, as long as you embrace its very digital world and its radical ergonomic choices, you’re in for a real treat.
On 22 December 2025, the Union Française de l’Électricité (UFE) officially published its “Plan d’électrification des usages”, a strategic roadmap containing more than 50 measures aimed at making electricity the linchpin of France’s energy transition. A significant number of these measures relate directly to electromobility, from driver training and the adoption of electric vehicles to recharging infrastructure and the second-hand market.
UFE credit
Who is UFE and why this plan?
UFE is the trade association that brings together the players in the electricity sector in France, including producers, grid operators, electricity suppliers and energy service providers. Its mission is clear: to promote electricity as the low-carbon power solution to meet the country’s energy, economic and climate challenges.
This plan is part of the very serious reflection on the Pluriannual Energy Programme (PPE3) and the National Low-Carbon Strategy (SNBC3), which are strategic documents designed to guide French energy policy up to 2030 and beyond. The PPE3 and SNBC3 were due to be adopted in 2025, but at this stage the strategic framework has not yet been finalised.
UFE would like to see the electrification of uses, including transport, placed at the heart of public decisions and national investments.
A turning point for electromobility?
Electromobility is a key vector in the energy transition, but it still faces structural obstacles in France: access costs for low-income families, fragmented support, lack of clarity when it comes to installing charging stations, and a second-hand market that is still unstructured. UFE intends to respond to these challenges with a proposal for measures that outline a coherent vision for accelerating the adoption of electric vehicles. Here are those that directly concern this subject.
1. Electric driving licence: a gateway to EV
UFE is proposing the widespread introduction of an “electric driving licence”, a concept that may seem harmless but has a well-thought-out logic behind it. The idea is to incorporate specific modules on electromobility (driving, recharging, efficiency) into the driving licence course, while reducing costs for the instructor thanks to the savings made by using an EV rather than a combustion vehicle, which is more expensive and polluting.
Specifically, the association recommends :
require driving schools to offer driving licences for electric vehicles;
to link this licence to subsidised vehicles (for example via a zero-interest loan);
extend support to include the leasing of a first EV, thereby reducing the outlay for low-income households.
This measure is intended to be both an incentive and an educational tool: it aims to standardise the use of electric vehicles from the moment drivers learn to drive, creating a generation of drivers who are more familiar with these technologies.
2. Creating an accessible market for social leasing of electric vehicles
In the publication of its plan for the electrification of uses, UFE calls for the introduction of a multi-year trajectory for social leasing for EVs from 2026. In practical terms, this measure is proposed to give visibility to players in the sector and encourage the financing of electric mobility solutions accessible to the most modest households.
The aim is twofold:
Encourage access to zero-emission vehicles without relying on immediate purchase, which is often costly;
Create a socially inclusive operational leasing market, which could become a powerful lever for accelerating the penetration of EVs in both urban and rural areas.
3. Supporting the second-hand market
UFE points out that 85% of cars sold in France are sold on the second-hand market, a segment that is often neglected by public policy. As part of the drive for greater electrification, the association is proposing to launch working groups dedicated to structuring the second-hand market for EVs, with a particular focus on educating people about the condition of the battery.
This could reduce uncertainty for potential buyers and develop standardised valuation mechanisms, making the purchase of a second-hand electric car more attractive and less risky.
4. Extended sustainable mobility package
Yes, the sustainable mobility package, a tax scheme introduced by the French government to encourage less polluting modes of transport for home-to-work journeys, already exists to encourage cleaner behaviour (cycling, car-pooling, public transport).
But UFE wants to go further by extending the scheme to include journeys made in individual electric vehicles. With the democratisation of charging points in company car parks, this is an appropriate solution for democratising low-carbon vehicles.
5. Charging stations
Obviously, as we at ECO MOTORS NEWS reiterate, if an electromobility revolution is to succeed, it must be accompanied by an appropriate recharging network. On this point, UFE proposes several avenues:
Support the installation of home-controlled terminals;
Linking the purchase of an EV to information on the support available for the installation of a charging point;
Accelerate the deployment of charging points in condominiums, in particular by making a feasibility study mandatory for every general meeting of condominium owners;
Train co-ownership associations in the management of recharging infrastructure.
source : Qmerit
It’s a direct response to the administrative and technical obstacles that continue to slow down the uptake of home equipment, the main place where the French recharge their batteries.
A logical plan, but still consultative
UFE’s electrification plan is strategic and ambitious on paper, incorporating a global vision that goes beyond simple financial incentives to address education and market structuring.
However, the plan remains a contribution and a technical and political proposal that is simply subject to government arbitration and integration into the texts of the EPP3 and the SNBC3.
It remains to be seen whether the government will follow this roadmap, as its practical impact will depend on how these proposals are translated, or not, into operational public policies, particularly in the face of budgetary constraints and competing priorities (housing, industry, networks).
The Stellantis Group officially lifted the veil on the new Opel Astra and Astra Sports Tourer a few days ago, an announcement that comes a month before their world premiere scheduled for the 2026 Brussels Motor Show. For the German manufacturer, this is an opportunity to continue the evolution of its flagship compact model in a context of accelerated energy transition.
source: Opel
An announcement ahead of the 2026 Brussels Motor Show
The manufacturer has confirmed the arrival of these two new versions, designed to succeed the current generation, in a number of official announcements. The first public appearance will take place from 9 January 2026 at the Brussels Motor Show, where visitors will be able to see these models in their final configuration for the first time. With this early announcement, Opel intends to prepare the ground and highlight the main styling and technological developments of its new compact cars.
A modernised design and a new lighting signature
Aesthetically, the new Astra and Astra Sports Tourer evolve and adopt an all-new styling language for the brand, inspired by the design of the Opel Corsa GSE Vision Gran Turismo high-performance concept car. It features a reworked Vizor grille and, above all, the introduction of Intelli-Lux HD headlamps, an adaptive lighting technology that improves visibility and reduces glare for other road users.
source: Opel
Where these two vehicles differ is in terms of format and use. The Opel Astra remains the five-door compact we know, designed for urban and everyday use, while the Astra Sports Tourer is the estate version of the iconic German model, offering more cargo space and modularity, ideal for families or users with larger transport needs.
The compact five-door version offers up to 1,339 litres of boot capacity with the seats folded down. The Astra Sports Tourer offers 1,634 litres with the seats folded.
The press release makes a point of showing that the brand is moving towards ever more environmentally friendly practices: “Developers and designers have also remained true to Opel’s ‘Greenovation’ approach: the interior of the new Astra is made from 100 percent recycled materials.”
source: Opel
A 100% electric engine
The most interesting news is that the press release confirms that the new Astra and Astra Sports Tourer will be available in a 100% electric version. And on the performance front, the electric version of the Astra boasts a claimed range of up to 454 km WLTP and is equipped with V2L technology, which allows users to charge an electric device while driving, such as a bicycle.
The press release focuses exclusively on this electric powertrain, illustrating that Opel is highlighting its new energy transition technologies, which, it should be remembered, have officially announced a total switch to electric power in Europe by 2028.
source: Opel
Strategically positioned in the compact segment
With these new models, Opel is seeking to strengthen its presence in the C segment, which designates compact cars in the European car classification. This is a highly competitive sector, with rivals already well established in the electric segment. The aim is clear: to offer a versatile range, combining design, on-board technologies and sustainable mobility solutions.
A key step in Opel’s strategy
The announcement marks a new milestone for Opel, which aims to become a 100 percent electric brand in Europe by the end of the decade. The new Astra and Astra Sports Tourer embody this transition. See them at the Brussels Motor Show from January 9, 2026.
On Saturday 20 December 2025, a major blackout plunged San Francisco into darkness, the fault of a fire that broke out in a Pacific Gas and Electric (PG&E) electrical substation. The incident left around 130,000 homes and businesses without power, bringing parts of the city to a standstill, including autonomous cars.
Autonomous taxis have turned into immobile obstacles. At intersections with no traffic lights, these normally fluid vehicles came to a screeching halt with their blinkers on, forcing other motorists to manoeuvre around them as best they could. This rare and comical situation highlights the city’s dependence on ageing infrastructure, even as it adopts cutting-edge technologies.
According to a PG&E press release, the fire damaged essential substation equipment, causing massive power outages in the city centre, South of Market and surrounding areas. To isolate the incident and begin repairs, emergency crews were dispatched to the site and worked throughout the night, in coordination with the municipal emergency services. The authorities have confirmed that there were no casualties and that the cause of the incident is still under investigation.
Intersections without traffic lights, traffic rapidly coming to a standstill
The breakdown had an immediate and visible impact on the streets of San Francisco. More than a dozen intersections were left without traffic lights and quickly became gridlocked, making traffic dangerous for motorists and pedestrians alike. To deal with this unusual situation, the police were mobilised to regulate traffic in the most critical areas, and residents were asked to avoid all non-essential travel until the network was fully restored. The fire that broke out in a PG&E electricity substation also had an impact on the entire public transport network, which suffered significant delays.
Sources: @AnnTrades
Waymo forced to temporarily suspend its robot taxis
As briefly mentioned above, one of the most striking effects of the blackout was the immobilisation of Waymo’s autonomous vehicles. Waymo is an American brand that has been operating in San Francisco since August 2021 with the launch of its robotaxi service for “trusted testers”. Since June 2024, the autonomous robotaxi service has been available to everyone in San Francisco.
As a result of the power cut, many autonomous and therefore driverless taxis became stuck at intersections due to a lack of traffic lights, leading the company to temporarily suspend its operations in San Francisco as a safety precaution. This interruption exacerbated the traffic disruption in the city.
The dependence of autonomous vehicles on urban infrastructure
The local authorities stressed that this incident highlighted the fragility of certain infrastructures in a city that claims to be a world showcase for technological innovation. For the time being, the majority of users had their electricity back after several hours, although thousands of customers remained without power until the following day. Many shops were forced to close early, restaurants struggled to save perishable foodstuffs, and residents dependent on medical equipment required assistance from the emergency services.
When power was restored, attention turned to issues of preparedness and coordination between energy operators, municipal services and technology companies. Officials announced an audit to assess response protocols and consider measures to reduce the risk of similar outages in the future. For many residents, the blackout was a reminder that at the heart of even the most advanced cities, a reliable power supply remains the foundation of public safety, transport and daily life.
In just a few years, Brazil has gone from being a niche market to the driving force behind electromobility in Latin America. Buoyed by an explosion in sales of electrified vehicles, an aggressive industrial policy and the massive arrival of Chinese players, the country is speeding up its transition, even though combustion engines remain ultra-dominant and a number of structural obstacles persist.
A fleet that is electrifying at high speed
The Brazilian dynamic can only really be seen if you look at the figures for the last few years. In 2020, electric vehicles were still anecdotal in a market dominated by internal combustion engines. Four years on, the landscape has changed radically.
According to ABVE and various market analyses, sales of plug-in vehicles (100% electric and plug-in hybrids) will rise from around 19,300 units in 2023 to 61,600 in 2024, an increase of more than 200% in one year.
If we extend this to all electrified vehicles, market studies estimate that the total exceeds 150,000 units over the year, and this trend is set to continue in 2025. The market share of electrified vehicles reached around 4% of new registrations in the January-November total, in a global market of around 2.5 to 2.7 million vehicles.
Some months in 2025 broke records, with more than 24,000 electrified vehicles (BEV + PHEV + HEV) sold in a single month. This is a clear sign that electric vehicles are becoming more widespread in Brazil, even if combustion engines remain the dominant mode.
BYD, GWM and the others: a market dominated by the Chinese
If there is one striking feature of Brazilian electromobility, it is the central role played by Chinese brands, far ahead of the traditional manufacturers.
The figures speak for themselves:
In 2024, BYD and GWM (Great Wall Motor) will together account for 81.6% of plug-in electric vehicle sales (BEV + PHEV) in Brazil.
BYD alone has around 70% of the BEV market and more than 50% of the PHEV market, confirming its almost hegemonic domination of trendy models.
In May 2025, BEV sales reached a monthly record: BYD accounted for more than 80% of all 100% electric registrations, well ahead of Volvo and GWM.
As this table shows, Chinese manufacturers dominate the ranking of the best-selling 100% electric vehicles in Brazil, although Volvo does manage to stand out:
A recharging network that’s catching up fast
To continue the development and democratisation of EVs, the development of recharging infrastructure is vital. Although it has a long way to go, the charging system for electrified vehicles in Brazil is keeping pace with the adoption of these vehicles.
In 2019, Brazil had just a few hundred public chargepoints; today, the country has a network that, while not yet homogeneous, is beginning to cover its main axes. In fact, an analysis of the growth of the infrastructure shows that by summer 2025, there will be almost 17,000 charge points with general or restricted access, covering more than 1,500 municipalities, demonstrating the gradual extension of the infrastructure beyond just the state capitals.
The figures reveal a clear trend: the Brazilian network is expanding rapidly, particularly on the major motorways linking São Paulo, Rio de Janeiro, Belo Horizonte, Curitiba and the south of the country. But also in dense urban areas where the first adopters and professional fleets (VTC, delivery, services) are concentrated.
Industry projections estimate that at least 150,000 charging points will be needed by 2035 to support a fleet of around 3 million electric vehicles, which means a sustained rate of investment over the coming decade.
A proactive industrial policy: MOVER and taxation
Obviously, as in every country with a clear desire to make progress in terms of electromobility, the government has put in place measures and aid to support and help this change.
One of the major turning points in Brazilian electromobility is the entry into force of the MOVER programme (National Programme for Green Mobility and Innovation). Launched in 2024 as part of the Lula government’s industrial policy, this programme aims to modernise the automotive sector around climate and innovation criteria.
MOVER introduces a bonus-malus system on the IPI (tax on industrialised products), which favours low-emission vehicles and penalises the most polluting models.
It provides direct financial incentives to reduce the purchase price of electrified vehicles.
It provides for around 19.3 billion reals (nearly 4 billion euros) in incentives for innovation between 2024 and 2028, focusing on R&D, electrification, energy efficiency and the use of recycled materials.
The programme also imposes improved carbon accounting throughout the vehicle life cycle, with increasing requirements in terms of recyclability and recycled content.
As a result, manufacturers from around the world have announced investments of more than €23 billion in Brazil over the next few years, including several projects directly linked to electromobility.
On the trade front, customs policy has been tightened to regulate imports and encourage domestic production:
After a period of reduced import duties to launch the market, the government has decided to gradually raise tariffs on imported electric vehicles (BEVs, PHEVs, HEVs) to converge towards the 35% ceiling, which is the maximum rate authorised by the rules of MERCOSUR (the South American Common Market).
This trajectory is clearly intended to encourage manufacturers, particularly BYD and GWM, to locate part of their production in Brazil in order to maintain their price competitiveness.
Source: BYD
And the result of all these efforts to promote Made in Brazil is hard-hitting and effective. BYD plans to transform the former Ford plant at Camaçari (Bahia) into a production hub for electric vehicles and batteries, while GWM is investing in the local assembly of hybrid and electric models in the state of São Paulo. Volkswagen and Stellantis have also announced packages dedicated to the gradual electrification of their locally produced ranges.
WEG, Tupi Mob and a structuring local ecosystem
While the majority of electric vehicles sold in Brazil still come from China, national players are emerging in the field of recharging infrastructure and services.
The most emblematic case is that of WEG, an industrial giant from the state of Santa Catarina. Historically renowned for its electric motors and industrial automation systems, WEG has gradually extended its expertise to electromobility, developing a comprehensive range of recharging solutions: home chargers, public DC charging points and energy management tools.
In October 2025, WEG announced the acquisition of 54% of Tupinambá Energia (Tupi Mob), which operates one of the country’s leading recharging platforms. The Brazilian group is now not only an equipment supplier, but also and above all a player in the recharging ecosystem.
Thanks to this acquisition, WEG now combines hardware, software and network or fleet management services, a positioning that is still rare in Brazil. The group intends to play a leading role in the energy transition in the transport sector.
Source : WEG
Other players are developing around this hub:
Energy companies such as Raízen are committed to the deployment of electric fleets, with a partnership aimed at integrating 20,000 electric vehicles into the fleet of VTC 99 by the end of 2025.
Private operators, property developers and infrastructure managers are developing networks of charging points in car parks, shopping centres and service stations, capitalising on the massive arrival of Chinese models and the growing interest of business fleets.
Persistent obstacles to mass adoption
Despite this momentum, Brazil is still a long way from achieving majority electromobility. And for good reason: there are a number of obstacles to scale-up.
Still high purchase price: even if Chinese models are driving prices down, the gap with a combustion vehicle remains significant for a large proportion of the population, especially in a very sensitive market.
Interest rates and purchasing power: car financing relies heavily on credit. High interest rates and under-pressure purchasing power make it more difficult to buy recent vehicles, especially electric ones.
Uneven infrastructure: the major cities are benefiting from a growing density of charging points, but a large part of the country remains poorly equipped, fuelling “autonomy anxiety” for inter-city journeys and business use outside the main roads.
Electricity grid and reliability: even though Brazil’s electricity mix is largely decarbonised thanks to hydroelectricity, some regions suffer from grid capacity and reliability constraints, making it difficult to roll out fast charging on a large scale.
A large region in transition, but still breaking in
Brazil is proving to be one of the most interesting laboratories for electromobility in the world, with an assertive industrial policy, a mass market, the importance of flex-fuel (ethanol), a Chinese offensive and the emergence of local players in recharging. The figures show a real and palpable take-off, but the market share is still modest in terms of the national fleet.
Brazil has laid the foundations to become a regional pillar of electric mobility. All that remains now is to build on this success: accelerate the reduction in costs, increase the density of the network of charging points outside the major cities and remove the cultural and financial obstacles that still stand in the way of truly mass-market electromobility.
Why EVs outperform hybrids in America’s auto revolution
The year 2025 marks a defining moment in the American automotive journey. For decades, the internal combustion engine dominated U.S. roads, shaping cities, economies, and lifestyles. Then came hybrids an important transitional technology designed to soften fuel consumption without fully abandoning gasoline. Now, electric vehicles (EVs) stand firmly at the center of the future.
As American consumers weigh their choices between electric vehicles (EVs) and hybrid vehicles in 2025, the answer is becoming increasingly clear: fully electric vehicles are the superior choice for performance, cost efficiency, environmental responsibility, and long-term value.
Hybrids once represented progress. Today, they represent compromise.
This comprehensive comparison explores why EVs are no longer just an alternative but the dominant automotive solution for America.
The shift is no longer coming — it’s here
Five years ago, EVs were often discussed as “the future.” In 2025, they are the present.
Electric vehicles are now widely available across nearly every segment sedans, SUVs, trucks, crossovers, and even performance cars. American roads are increasingly populated by vehicles that are quieter, faster, cleaner, and cheaper to operate than their gasoline-based predecessors.
Hybrids still exist, but their role has changed. What was once a stepping stone has become a technological halfway house neither fully efficient nor fully future-ready.
Purchase price: The gap is closing fast
One of the longest-standing arguments in favor of hybrids has been their lower upfront cost. In 2025, that argument is rapidly losing strength.
EV Affordability
Electric vehicles now span a wide price range, from affordable entry-level models to premium luxury offerings. Increased domestic manufacturing, improved battery technology, and economies of scale have pushed EV prices down year after year.
Additionally:
Many EV buyers qualify for financial incentives at the point of sale
EV leasing options are often more favorable than hybrid leases
This is a major turning point in European climate policy. Yesterday in Brussels, the European Commission put an end to one of the symbols of the Green Deal: the total ban on the sale of combustion engine vehicles from 2035. The principle of “zero grams of CO₂ from the tailpipe” will disappear in favour of a target deemed more realistic: a 90% reduction in average emissions from new cars compared with 2021.
In other words, Brussels is maintaining the trajectory towards carbon neutrality in 2050, but introducing a limited margin of flexibility after 2035. Internal combustion and hybrid vehicles will still be allowed to be sold, provided they offset their emissions using synthetic fuels, sustainable biofuels or low-carbon industrial processes. This is not a renunciation, but an adjustment between climate ambitions and economic reality.
Why Brussels is changing its strategy
Fortunately for the climate objectives, this apparent retreat is not ideological. In fact, it’s in line with industrial realism. In 2025, even if sales of 100% electric vehicles increase in France, they will stagnate in several markets, notably Germany, Italy and certain Central European countries. The high price of models, the fact that we are still too dependent on China for batteries and the delay in infrastructure are undermining the initial plan.
European Commissioner Stéphane Séjourné refers to a “pragmatic approach”: the forced all-electricity, imagined in 2023, comes up against the economic realities of 2025.
The initial framework of the Green Deal
Let’s go back to the text that governed this vision of the future car industry: the “European Green Deal”. It stipulated that from 2035, all new cars would have zero direct emissions. In short, petrol, diesel and plug-in hybrid cars could not be sold new. Logically, that left 100% electric or hydrogen.
It’s an ambitious target, but one that will be difficult to meet without breaking up the industry. And indeed, faced with the cost of batteries and pressure from Asia, Brussels admits that the pace needs to change. The new -90% target maintains the direction, but gives a little breathing space to an industry under stress.
-90% reduction in emissions: what’s the difference?
With this new target, the vast majority of sales will remain electric or zero-emission direct. However, a small margin of flexibility could be granted: manufacturers would be able to include a limited share of combustion or hybrid models, provided that the average CO₂ emissions of their fleet complied with the 90% reduction compared with 2021.
These few models, tolerated at the margin, would have to rely on synthetic fuels, biofuels or low-carbon production processes to offset their impact. For carmakers, this scenario would provide a transitional lever, giving them time to make their hybrid platforms profitable and support the rise of all-electricity.
Berlin and Rome on the front line
Germany and Italy pulled out all the stops behind this compromise. German decision-makers had been arguing for months for recognition of e-fuels. Rome, for its part, wanted to preserve its thermal production sites, which are essential to its industrial fabric.
On the French side, reticence prevailed at first, but France finally agreed, on condition that European investment in the electric sector was protected. Emmanuel Macron stressed the need to strengthen the European industry rather than weaken it.
Electrics remain at the heart
However, despite a decision that could dampen the enthusiasm of electric car manufacturers, Brussels is not turning its back on zero-emission mobility. On the contrary, the Commission intends to maintain electric vehicles as a central pillar of the decarbonisation of road transport, while adjusting its industrial strategy.
The new framework is accompanied by increased support for small electric cars made in Europe, to counter low-cost Chinese models.
The Commission is also promising to simplify industrial procedures, such as approval procedures, to make State aid more flexible in order to encourage investment in battery factories, and to speed up gigafactory projects. In addition, the idea is to encourage innovation in solid batteries, two-way recharging and recycling.
source : netcarshow
Angry NGOs, relieved industry
But this more realistic reorientation, largely geared towards European competitiveness, has not met with unanimous approval. NGOs are denouncing it as a step backwards for the climate and a blurred signal to industry. Greenpeace calls it a “historic step backwards”.
Conversely, carmakers are welcoming the compromise as a breath of fresh air: it gives them extra time to finance the ramp-up to all-electricity without jeopardising their financial equilibrium.
What’s next?
The proposal will have to be approved by the European Parliament and the Member States during 2026. If it is adopted, the transition will remain largely electric, but will be more sustainable for industry.
For manufacturers, the challenge is clear: to offer electric cars that are competitive, desirable and affordable, while continuing to innovate.
This European decision marks the end of a transition designed without shock absorbers, and the beginning of a more pragmatic era.
