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Category: Panorama

  • Electric mobility in Russia: a still-limited market, driven by the state and dominated by Chinese brands

    Electric mobility in Russia: a still-limited market, driven by the state and dominated by Chinese brands

    Marceau Nio

    In Russia, electromobility is not following the same trajectory as in many European or Asian markets. In May 2026, the country has set itself significant industrial targets, but sales of electric vehicles remain modest. Behind the government’s targets, the reality of the market remains characterised by a heavy reliance on Chinese manufacturers, a constrained economic environment and a local industry still in its infancy. This contrast sums up the situation in Russia today: an ambitious public strategy, but a market still finding its stride.

    An electricity market that is slowing down after several years of growth

    After several years of rapid growth, the Russian electric vehicle market has seen a sharp slowdown. In 2024, 18,217 new electric vehicles were sold, according to Autostat Info. In 2025, registrations fell to around 12,500 units, a year-on-year decline of approximately 30%.

    Although figures for 2026 are still scarce in public sources, a trend is already emerging: the Russian electric vehicle market remains below 2% of the total car market.

    However, this decline does not signify a withdrawal from the political arena. On the contrary, Moscow continues to step up its industrial programmes relating to batteries, charging infrastructure and domestic production.

    Chinese brands that have become household names

    The Russian market is now largely dominated by Chinese manufacturers or by vehicles assembled locally using foreign technology.

    In 2025, Zeekr retained the top spot with around 3,000 sales, despite an annual decline of nearly 61%.

    Behind them, several players stand out:

    • Evolute: 1,800 vehicles (+45%)
    • Amberavto: 1,126 vehicles
    • Avatr: 978 vehicles
    • Moskvich 3: 880 vehicles

    Another analysis of the market, which includes electric and plug-in hybrid models, also reveals a strong presence of other players such as LiXiang, Voyah, Tesla and others.

    This Chinese dominance has become one of the defining features of the current Russian market.

    source: Zeekr

    The most prominent electric models on the Russian market

    As for the models, a few vehicles account for the majority of registrations. The available statistics show a clear dominance of Chinese models and locally assembled vehicles.

    In the first half of 2025, the Zeekr 001 dominated the market with 775 registrations, confirming its leading position in the Russian electric vehicle segment. Behind it came the Evolute i-PRO with 454 units, followed by the Moskvich 3e (350 units), the Avatr 11 (298 units) and the ORA 03 (245 units). 

    The market also saw changes during the second half of the year. From September–October 2025, the Amberavto A5 briefly became the country’s best-selling electric model, with 358 units sold in October alone, ahead of the Zeekr 001 (148 vehicles) and the Evolute i-JOY (99 units). 

    Once a major player in the Russian market, the Nissan Leaf has seen its market share decline sharply following the mass influx of Chinese manufacturers.

    source: Amberavto

    A national industry still striving for independence

    Russia has several domestic players in the electric vehicle sector, but their level of technological independence remains mixed. A large proportion of current projects rely on foreign partnerships, mainly with China.

    The leading player remains AvtoVAZ, the country’s long-established manufacturer known for its Lada brand. The company has been working for several years on a new platform designed to accommodate a range of powertrains: internal combustion, hybrid, natural gas and electric. The stated aim is a gradual ramp-up by 2027–2028, even though the group is not yet a major player in the Russian electric vehicle market.

    Another major player is Evolute. The brand has become one of Russia’s leading electric vehicle manufacturers and regularly features among the country’s best-selling models. In 2025, it recorded around 1,800 registrations, representing a 45% year-on-year increase. However, its technology still relies heavily on foreign partnerships.

    Another notable player is Amberavto, developed by Avtotor, a company based in Kaliningrad. The brand has gained significant visibility thanks to the Amberavto A5, which sold over 1,100 units in 2025 and has become one of the most prominent electric models on the Russian market.

    Another historic name has returned to the limelight: Moskvich. The manufacturer, which was recently relaunched, markets the Moskvich 3e, an electric SUV that recorded nearly 880 registrations in 2025.

    Finally, the most symbolic project remains that of Kama, with its Atom vehicle. Billed as the first electric car developed entirely in Russia, the model is set to mark a significant milestone for the local industry. For the time being, however, the Atom remains primarily a strategic industrial project rather than a genuine commercial player in the market.

    source: Wikipedia

    A highly ambitious public policy on charging

    To develop electric mobility, countries and businesses often need the support of policymakers. In this regard, the Russian government continues to set particularly ambitious targets for infrastructure.

    An official plan for 2030 is in place, which includes the creation of 72,000 charging stations and 28,000 fast-charging points. Hydrogen is also part of the Eastern European country’s plans, with 1,000 hydrogen stations set to be built. 

    And because this sector needs people to grow, Russia plans to create 39,000 additional jobs in the battery, electronics and electrochemistry sectors

    The government has also announced an additional budget of 5.7 billion roubles for 2025 to support the installation of around 1,900 DC fast-charging stations with a capacity of at least 149 kW.

    By 2024, Russia already had around 2,000 fast-charging stations, a sign of real progress but still a long way from its stated targets.

    Financial support to stimulate demand

    Government support is not limited to infrastructure.

    Among the measures highlighted:

    • purchase subsidies of up to 25% of the vehicle’s price
    • up to 625,000 roubles
    • free use of toll roads for electric vehicles under certain schemes
    • support for locally-based manufacturers

    Moscow’s stated aim is clear: to ensure that one in ten cars produced in Russia is electric by 2030.

    Gradually, Russia’s strategy appears to be shifting from a focus on direct purchase support towards a broader approach that encompasses industry, batteries, infrastructure and employment.

    Structural constraints remain significant

    Despite these ambitions, a number of obstacles continue to hamper the sector’s development.

    The first relates to international sanctions linked to the conflict with Ukraine. These sanctions are making it more difficult to access components, software and certain battery-related technologies.

    The second is the heavy reliance on Chinese manufacturers, who, as you have read previously, now play a central role in sales and supply.

    The third obstacle is the size of the market itself. Volumes remain too low to generate economies of scale comparable to those of major global markets in the short term.

    Finally, the country’s geographical characteristics also complicate the development of electric mobility: long distances and extreme winter temperatures.

    Electric mobility is still largely driven by the state

    By May 2026, Russia will not yet have a mass-market electric vehicle sector. However, it already has a well-defined industrial strategy. Indeed, the Russian electric vehicle sector is currently built on three pillars: local production, infrastructure and battery technology.

    But for the time being, the real estate market remains heavily dependent on government decisions, financial support and Chinese partners.

    The challenge in the coming years will therefore likely not be merely to increase sales, but also to transform these policy ambitions into an industrial sector capable of becoming self-sufficient.

  • Electric mobility in Egypt: a recovering car market, but an electric vehicle sector still in its infancy

    Electric mobility in Egypt: a recovering car market, but an electric vehicle sector still in its infancy

    Marceau Nio

    In Egypt, in 2026, electromobility remains more of a project than a market. Despite a proliferation of announcements over the past few years, the country has not yet reached the point of significant adoption of electric vehicles. In contrast, the overall automotive market is clearly on the rise again. This contrast between the recovery in sales of combustion-engine vehicles and the stagnation of electric vehicles sums up the current situation in Egypt: an ecosystem undergoing reconstruction, but still a long way from an effective transition.

    A car market that is recovering strongly, but still largely dominated by petrol and diesel vehicles

    The Egyptian car market saw a sharp rebound in 2025, with 133,973 passenger cars sold, representing a 64% increase compared with 2024. This momentum continued into 2026, with a 38.7% year-on-year increase in January.

    This recovery confirms that the market is gradually regaining liquidity after several years of economic strain. However, this growth remains almost entirely driven by internal combustion engines and traditional imports.

    In the absence of up-to-date data on electric vehicles, the main players in the market remain those in the internal combustion engine sector. In 2024, Nissan led the way with a 15.9% market share, ahead of Chery (13.4%), Chevrolet (12.2%), Hyundai (11.4%) and Toyota (9.2%).

    Electric mobility will still be in its infancy in 2026

    In 2026, the situation remains unchanged: electric vehicles are still extremely rare in Egypt.

    Unlike the European or Asian markets, Egypt still does not have a structured ranking of the best-selling electric vehicles in 2026. The market remains too fragmented and too small to produce reliable statistics.

    The projections made between 2022 and 2023, which predicted a fleet of 40,000 to 50,000 electric vehicles by 2025, have not been borne out by the actual data.

    Similarly, Shift EV plans to convert 100,000 internal combustion vehicles (the same project as Phoenix Mobility in France), including 80,000 vans and 20,000 people carriers. There is no public record to demonstrate that these conversion targets have been met.

    source: Shift EV, X

    However, several key players are playing a prominent role in the sector’s gradual development:

    • El Nasr Automotive Manufacturing, with the Nasr E70 project developed in collaboration with Dongfeng
    • BAIC, through Alkan Auto, with a planned production capacity of 20,000 vehicles per year at the outset
    • XPENG, via Raya Auto, specialises in import and assembly
    • initiatives involving Geely and Foton, particularly in the field of electric buses and commercial vehicles

    In this context, Egypt does not yet have a structured consumer market, but rather an ecosystem that is still taking shape, centred on industrial projects and foreign partnerships.

    A charging infrastructure that remains very limited despite a detailed strategy

    The charging network remains one of the main structural barriers. According to Electromaps, there are around 53 charging stations across the country, which is a very low number for a country with a population of over 100 million.

    In response to this delay, the government has been working with the Egyptian electric vehicle charging station company responsible for the nationwide roll-out of the network. The stated aim is to install 3,000 charging points, spread across major cities and key transport routes.

    At the same time, the authorities are working on smart charging solutions, gradually integrating digital technologies and international safety standards. However, by 2026, the network remains heavily concentrated in major urban areas such as Cairo, and there is still a significant gap between the target and actual deployment.

    source: Evaisun

    Furthermore, the electrification of transport is taking place against a backdrop of energy constraints. In July 2025, Egypt’s electricity grid reached a peak of 37,600 MW, highlighting the significant strain on generation capacity during peak periods.

    This situation poses a major challenge: the rise of electric mobility will have to be integrated into an energy system that is already under significant strain, without causing any structural imbalance.

    An industrial strategy built around international partnerships

    Contrary to popular belief, Egypt does in fact have an industrial strategy, and it is based on concrete projects.

    The most significant development is the agreement between BAIC and Alkan Auto, which provides for the construction of an electric vehicle factory featuring:

    • a capacity of 20,000 vehicles in the first year
    • up to 50,000 vehicles over five years
    • a local integration rate of up to 58%

    Another key project: the relaunch of El Nasr Automotive Manufacturing in partnership with Dongfeng, centred on the Nasr E70 model, with the aim of establishing production of electric vehicles “made in Egypt”.

    At the same time, projects involving Stellantis have also been announced, representing an investment of around $35 million, confirming the commitment to attracting international manufacturers.

    source: BAIC

    A transition driven in part by the state as a direct participant

    Despite the challenges involved in developing electric mobility, since 2026 the government’s strategy has taken a further step forward: the integration of electric vehicles into public fleets.

    Prime Minister Mostafa Madbouly has ordered preparations to begin for the gradual replacement of government vehicles with electric models.

    This decision forms part of a wider strategy to modernise public transport, aimed at:

    • reduce fuel imports
    • improve the government’s energy efficiency
    • serve as an initial catalyst for the uptake of electric vehicles

    The government thus becomes not only a regulator, but also the electricity market’s leading potential customer. And in those countries where EVs are struggling to gain a foothold, the government is setting a good example.

    source: Egyptian Cabinet

    Real incentives

    From an economic perspective, Egypt has chosen to prioritise supporting the development of an industry rather than simply offering a purchase subsidy to private individuals. 

    The government has set a local content target of at least 45% for electric vehicles produced domestically and announced subsidies of around 50,000 Egyptian pounds for the first 100,000 locally manufactured electric cars. Added to this is a policy of opening up to imports, with customs exemptions for certain electric vehicles less than three years old, in order to lower the cost of entry into a market that is still in its infancy.

    Put simply, the Egyptian government is not merely trying to stimulate demand: it is simultaneously seeking to develop the supply, infrastructure and economic conditions of an electricity market that is still in its infancy.

    A transition that is still in its early stages

    Egypt is not yet a market for electric vehicles. It is an automotive market in recovery, which is seeking to gradually incorporate electric vehicles through industrial projects, international partnerships and increasing government intervention.

    But in 2026, the picture remains clear: the transition is well under way, but it is still in its early stages, with a significant gap between political ambitions and implementation on the ground.

  • The Netherlands: a European leader now facing the challenge of consolidation

    The Netherlands: a European leader now facing the challenge of consolidation

    Marceau Nio

    In the Netherlands, electric mobility is now firmly established in the automotive landscape. With nearly 40% of new car sales expected to be fully electric by 2025 and one of the densest charging networks in Europe, the country ranks among the continent’s most advanced markets. But after a decade driven by tax incentives, the Netherlands is now entering a more complex phase: that of consolidation.

    The electric vehicle market is now firmly established in the automotive sector

    The Dutch car market recorded a total of 409,201 new passenger car registrations in 2025, a relatively stable overall figure, although the mix of vehicles continues to change rapidly. Indeed, fully electric vehicles (BEVs) accounted for around 158,453 units, or 38.7% of the market, whilst plug-in vehicles as a whole accounted for 58.4% of sales. 

    Electric vehicles are therefore no longer a niche segment. They have established themselves as the norm in the market. Momentum remains strong: in October 2025, BEVs even exceeded a 40% monthly market share, with nearly 14,000 registrations in that month alone.

    source: clean cars

    A transition that now extends beyond corporate fleets alone

    For several years, growth in the Dutch market has been largely driven by commercial fleets and company cars. However, this trend is gradually changing. According to data from Statistics Netherlands (CBS), the number of plug-in vehicles on the road exceeded one million in the spring of 2025, reflecting much wider uptake among private individuals.

    The Dutch market is no longer limited to business use: electric vehicles have gradually become part of everyday life for the general public. Models such as the Tesla Model Y, the Volvo EX30, the Kia EV3 and the Skoda Enyaq are now among the most common electric vehicles in the country. Chinese manufacturers are also making rapid headway, particularly with models from BYD and MG.

    source: Tesla News

    One of the densest charging networks in Europe

    Infrastructure remains one of the country’s key strengths. The Netherlands now has over 60,000 public charging points, making it one of the densest networks in Europe relative to its population.

    The country also has more than 4,400 fast-charging points with a capacity of at least 100 kW, with a significant number of multi-operator hubs located throughout the country.

    This density reflects a situation specific to the country: in very densely populated urban areas, home charging is not always possible.

    source: Gireve

    A clear policy objective for over a decade

    The Netherlands’ lead is based on a long-standing and particularly clear political strategy. As early as 2017, the government had set an ambitious target: all new cars sold in the Netherlands must be zero-emission by 2030. This policy remains the benchmark for the country today.

    This strategy forms part of a broader climate framework, with a national target to reduce CO₂ emissions by 49% by 2030 compared with 1990 levels. The new policy framework introduced in 2026 by the coalition comprising, in particular, D66, VVD and CDA, as well as by Rob Jetten, Prime Minister of the Netherlands, confirms this direction. Electromobility is no longer treated as merely an automotive issue, but as a central element of the Dutch energy transition.

    source: Atlantic Council

    The gradual phasing out of tax breaks is changing the market dynamics

    The Netherlands’ success has long been underpinned by a tax system that is extremely favourable to electric vehicles. But this phase is gradually coming to an end.

    Since 2025, electric vehicles have also been subject to the BPM registration tax, with a base rate of around €667, which is set to rise gradually over the coming years.

    This development marks a significant turning point: the market must now continue to grow with less generous support than before. The challenge is therefore as much an economic one as it is an environmental one. The Netherlands must maintain a high rate of adoption whilst gradually reducing the budgetary cost of public support.

    A market now facing its first structural limitations

    However, the Netherlands is not without its vulnerabilities. The country’s main challenge is no longer implementation, but its ability to maintain momentum in a less favourable climate.

    The gradual phasing out of tax incentives, growing pressure on the electricity grid and reliance on public charging points in major cities are now making the transition more complex.

    The country must also continue to adapt its infrastructure to cope with ever-increasing demand, whilst ensuring that electric vehicles remain economically attractive despite less favourable tax arrangements.

    Conclusion

    The Netherlands is now one of Europe’s leading countries in the field of electric mobility. With a market share of nearly 40% for fully electric vehicles, more than 60,000 public charging points and a long-standing policy framework, the country has well and truly moved beyond the take-off phase.

    But this progress also marks the start of a new phase, likely the most challenging one: that of achieving economic and infrastructural balance. For in the Netherlands, the question is no longer whether electric vehicles can establish themselves.
    It is now a question of how to sustainably maintain a market that has already reached maturity.

  • Morocco: a market that is still limited, but with an industrial strategy already firmly in place

    Morocco: a market that is still limited, but with an industrial strategy already firmly in place

    Marceau Nio

    Although Morocco is still not very prominent in global electric vehicle rankings, it is nevertheless making steady progress. Whilst fully electric vehicles remain a niche market there, the trends observed in recent years point to a gradual transformation of the market. The kingdom is charting a unique course, halfway between an emerging market and a future strategic hub.

    A strong recovery in the car market, driven by hybrid engines

    The Moroccan car market saw a sharp upturn in 2025, with 235,372 new registrations, representing a year-on-year increase of 33%. This growth has been accompanied by a gradual shift towards electric vehicles.

    Today, around 12.5% of sales are for electrified vehicles, a figure that remains modest but is growing rapidly. Breaking it down, it is mainly hybrids that are driving the market, far ahead of fully electric vehicles.

    Models such as the Toyota Corolla Hybrid, the Hyundai Tucson Hybrid and the Kia Sportage are gradually gaining ground, particularly in major cities such as Casablanca and Rabat.

    However, the market remains largely dominated by internal combustion engines, which still account for over 70% of sales, whilst established manufacturers maintain a strong position, such as the Renault Group and Dacia (with a market share of around 35%), followed by Hyundai-Kia and Stellantis.

    Source: Toyota

    Electric vehicles remain a niche market, despite a growing range of models

    Against this backdrop, fully electric vehicles are still struggling to gain a foothold. They are expected to account for around 3% of sales in 2025, amounting to just a few thousand units.

    Nevertheless, the range is beginning to take shape. The Dacia Spring remains the most affordable model, whilst vehicles such as the MG4 and the BYD Atto 3 demonstrate the growing influence of Chinese manufacturers. The Renault Zoe, although an older model, is still available on the market.

    In reality, these models are still mainly purchased by an urban clientele – often professionals or those with high purchasing power – concentrated in major cities. Their use remains predominantly urban, which further limits the segment’s growth on a national scale.

    Source: Tesla

    A charging infrastructure that is still inadequate

    The development of electric vehicles currently faces a major obstacle: infrastructure.

    Morocco has around 1,500 charging points, the vast majority of which are AC. Fast-charging points are still few and far between, apart from certain strategic routes such as the Tangier–Casablanca corridor, where roll-outs have begun, notably by operators such as Afriquia.

    Under these circumstances, long-distance journeys remain a challenge, effectively hindering the uptake of electric vehicles outside urban centres.

    Source: Afriquia

    An automotive industry that is already a key driver of the continent’s economy

    Whilst the market is still developing, Morocco is establishing itself as a leading industrial player.

    The country is now Africa’s leading car manufacturer, with production capacity that is constantly increasing. The Renault Group’s plant in Tangier, which produces the Dacia Sandero among other models, has a capacity of around 350,000 vehicles per year and is a mainstay of exports to Europe.

    For its part, Stellantis has expanded its presence in Kenitra, where models such as the Peugeot 208 are assembled, as well as the Citroën Ami, an electric vehicle designed for urban mobility.

    In total, the automotive sector accounts for over 7% of the country’s industrial GDP, with a stated target of reaching an annual production of 1 million vehicles in the medium term.

    Batteries and resources: a strategic positioning

    Beyond vehicle assembly, Morocco is now seeking to establish itself in a key segment of the electric vehicle sector: batteries.

    The country has a major advantage thanks to its substantial phosphate reserves, which are used in particular in LFP batteries. Added to this is the development of industrial partnerships, such as the one between the Renault Group and the mining group Managem, which involves the supply of 5,000 tonnes of cobalt per year – equivalent to the amount required to produce around 300,000 electric vehicles.

    These initiatives reflect a clear commitment: to gradually integrate into the global value chain, moving beyond simple assembly.

    Source: Le Monde

    A two-stage process

    Electric mobility in Morocco now appears to be developing gradually.

    In the short term, the market is expected to continue to focus on hybrid powertrains, which are better suited to economic and infrastructure constraints.

    In the medium term, industrial growth, combined with improvements in infrastructure and a gradual fall in costs, could encourage wider adoption of electric vehicles.

    An industry player rather than a market

    Morocco is not following the traditional path taken by European countries. Whereas some countries first developed the market, the kingdom has chosen to build a solid industrial base.

    With the presence of groups such as the Renault Group and Stellantis, the arrival of Chinese manufacturers and the development of a battery industry, the country is gradually establishing itself as a key player in the global ecosystem.

    A position that could, in the long run, accelerate the development of its own domestic market.

    Source: Stellantis

    Conclusion

    Although adoption remains limited, the Moroccan electric vehicle market is nonetheless undergoing rapid development.

    Driven by sustained growth, gradual electrification and a well-structured industrial strategy, the country could soon take on a whole new dimension.

  • Taiwan: electric vehicle adoption is on the rise, but the car market is losing momentum

    Taiwan: electric vehicle adoption is on the rise, but the car market is losing momentum

    Marceau Nio

    Our global tour of electric mobility continues, and today we’re looking at Taiwan. In 2025, the Taiwanese car market contracted by 6.4% to 399,194 registrations, whilst sales of electric vehicles fell by 17.3%. At the same time, however, the island is pressing ahead with its transition through government subsidies, strong support for electric scooters and a long-term strategy.

    An automotive market under pressure

    The Taiwanese market is currently experiencing a slowdown. After several years of recovery, vehicle sales stalled in 2025, falling by 6.4% year-on-year. Among the most popular manufacturers, Toyota remains well ahead with a 31.6% market share, far ahead of Lexus at 7.2%. CMC nevertheless performed well, climbing to third place with a 20.4% increase, whilst Volkswagen grew by 12.9% to reach ninth place.

    As explained earlier, following several years of growth, the market contracted by 17.3% in 2025. Taiwan is therefore not experiencing pure acceleration, but rather a more mixed phase, in which the structural gains of electromobility coexist with a generally hesitant market.

    The electric scooter: a real local workhorse

    In Taiwan, electromobility cannot be understood without two-wheelers. In fact, this is where the country has built its most compelling model. Scooters are part of everyday life, urban traffic and the social fabric of the island. This is also why the transition to electric vehicles is taking a very distinctive form there, focusing on mass transport rather than just private cars.

    The electric scooter support scheme is a good illustration of this approach. Over five years, the government has allocated TWD 7.2 billion to this policy (approximately €205–215 million), increasing the fleet from 110,000 to 610,000 electric scooters. Purchase subsidies range from 5,100 to 7,000 TWD, with an additional 1,000 TWD for trading in an old petrol-powered scooter. The message is clear: it is not just about making the fleet greener, but about making the transition economically viable for as many people as possible.

    A highly structured public policy

    Taiwan has chosen to support the transition through very concrete measures. Since 2022, the scheme to replace older vehicles has resulted in 124,798 replacements, with a cumulative reduction of 529,212 metric tonnes of CO2 equivalent by the end of 2025. This approach to replacement is particularly noteworthy, as it directly tackles the fleet of the most polluting vehicles rather than relying solely on new car sales.

    The government is also supporting this strategy through tax measures. The exemption from purchase tax for electric vehicles has been extended until 31 December 2030. This sends an important signal: Taiwan’s transition is not intended to be a passing fad, but a lasting transformation. The government has also set long-term targets, including the gradual electrification of public buses by 2030 and the planned end to sales of petrol-powered motorcycles in 2035, followed by petrol-powered cars in 2040.

    These facts clearly show that this country possesses a level of consistency that many markets have yet to achieve. The subsidies are not isolated measures; they form part of a broader strategy to modernise practices and reduce emissions.

    source: Wikipedia – Presidential Office Building, Taiwan

    An infrastructure that is already well established

    So, naturally, electric vehicles go hand in hand with charging infrastructure. In this regard, the country is not starting from scratch when it comes to charging. By 2022, Taiwan already had 1,399 charging stations and 4,380 charging points. Whilst these figures are a few years old, they show that the island already had a solid foundation in place to support the rise of electric vehicles.

    This is a key point, as charging remains one of the main barriers to adoption. In Taiwan, the situation is favourable because the high population density makes the installation and use of charging infrastructure more feasible. The country has therefore been able to achieve a more tangible transition, driven by both the public authorities and industry players.

    source: eTreego

    Tangible results, but still limited

    Progress is being made, and it is measurable. By the end of February 2025, the number of electric cars in Taiwan had reached 99,980, representing a 65% increase year-on-year. This accounts for 1.3% of the total vehicle fleet. The figure is far from insignificant, but it also shows that electric cars are still in the minority in the overall picture.

    In other words, Taiwan is making progress, but the transition remains incomplete. The country has laid solid foundations, introduced effective incentives and found a particularly effective model for scooters. Electric cars, however, have not yet entered a phase of dominance or even widespread adoption.

    This is where the contrast becomes interesting. Taiwan is neither a ‘lagging’ market nor a ‘booming’ market. It is a market undergoing a structured transition, where progress is real but where momentum still depends heavily on the broader economic climate.

    Energy: the real fundamental constraint

    The main obstacle remains energy-related. Taiwan remains heavily reliant on fossil fuels for its electricity generation. In 2024, 83.16% of electricity generation came from fossil fuels, compared with 11.55% from renewables and 4.22% from nuclear power. This fact completely changes the picture regarding electric mobility: an electric car only makes full environmental sense if the electricity powering it is also decarbonised.

    This is undoubtedly the most significant challenge facing Taiwan. The island wants to electrify its energy use, but remains trapped in an energy mix that is still heavily reliant on carbon. The transition to electric vehicles cannot therefore be separated from the national electrification strategy. 

    source: Chongkian

    Structural barriers that remain very much in place

    In Taiwan, the transition to electric vehicles is progressing, but it remains hampered by a number of very real constraints. The first obstacle is economic: the car market contracted in 2025, and the electric vehicle segment also declined, demonstrating that electromobility still relies heavily on public support to remain attractive. The second is energy-related: as long as electricity continues to be generated predominantly from fossil fuels, the electric car cannot be presented as a fully carbon-free solution.

    Added to this is the very layout of the territory. Taiwan is densely populated and urbanised, with little space available in cities to easily install charging points, particularly in apartment blocks and residential car parks. Roads, heavy traffic and the already dominant role of scooters also limit the growth of electric cars, which must carve out a place for themselves in an environment that is already very constrained.

    The climate adds a further layer of difficulty. Heat, humidity, heavy rain and typhoons necessitate robust infrastructure and resilient transport systems, which in turn reinforces the need for a reliable and well-distributed charging network. In other words, Taiwan’s transition is well underway, but it is progressing within a framework where cost, energy, geography and everyday habits continue to slow its pace.

    Local players who are already well established

    Electric mobility in Taiwan is underpinned by a well-established industrial ecosystem, with a number of key players covering the entire value chain.

    The most iconic example remains Gogoro. Founded in 2011, the company has revolutionised urban mobility with its electric scooters, but above all with its system of interchangeable batteries. In practical terms, users do not need to recharge: they swap their battery in a matter of seconds at one of the numerous stations in the extensive network. This model has removed one of the main barriers to electric vehicles and largely explains the success of electric two-wheelers on the island.

    In the automotive sector, Taiwan is seeking to establish an industry cluster with Foxtron, a joint venture between Foxconn, a global electronics giant, and Yulon Motor, a long-standing player in the local automotive industry. The aim is to design electric vehicle platforms and manufacture them for other brands, with a strong focus on exports.

    In the two-wheeler sector, Kymco remains a major player. Historically specialising in petrol-powered scooters, the manufacturer is now developing its own electric solutions, adopting a different approach to Gogoro’s, particularly when it comes to charging. Furthermore, brands such as Yamaha and Aeon rely directly on Gogoro’s technology, which reinforces its status as an industry standard.

    Finally, a whole network of local companies is involved in the core technological components: batteries, power electronics and semiconductors. Taiwan benefits here from its long-standing expertise in electronics, which enables it to play a key role at the upstream end of the value chain, even though these players are less visible to the general public.

    source: Gogoro

    Conclusion

    Ultimately, Taiwan illustrates a genuine yet still constrained transition. In 2025, the car market contracted by 6.4%, and sales of electric vehicles fell by 17.3%, demonstrating that electromobility remains closely linked to overall market trends.

    At the same time, the growth of the electric vehicle fleet and, above all, the massive success of electric scooters show that the transition is well underway, albeit in a way that is tailored to local conditions and focuses more on two-wheelers than on private cars.

    Nevertheless, several limitations remain: an energy mix that is still heavily reliant on fossil fuels, a fragile automotive market, and significant urban constraints. In other words, Taiwan is making progress, but without any major breakthroughs. The transition is structured and coherent, but still dependent on economic and energy factors that are holding back its acceleration.

  • The European Union and electric mobility: what Brussels has actually been doing over the past 15 years

    The European Union and electric mobility: what Brussels has actually been doing over the past 15 years

    Marceau Nio

    Electric mobility in Europe did not take hold overnight. Behind the current boom in electric vehicles lies a comprehensive regulatory framework that has been gradually put in place over the last fifteen years. From the initial CO₂ standards to the planned phase-out of internal combustion engines by 2035, the European Union has, step by step, shaped the transition of the automotive sector.

    From the first CO₂ standards to the rise of electric vehicles

    It all began in 2009, with the first binding legislation adopted by the European Union. The CO₂ emissions regulation set a target of an average of 130 g/km by 2015, rising to 95 g/km by 2020 for new cars, with penalties of up to €95 per gramme over the limit per vehicle.

    At this stage, electric vehicles are not yet a priority, but they are gradually becoming a viable option for manufacturers looking to meet these targets.

    At the same time, the European Union is beginning to shape its long-term vision. The White Paper on Transport published in 2011 sets a clear target: to reduce emissions from the sector by 60% by 2050. For the first time, the transition to low-emission vehicles is officially mentioned.$

    2014–2019: Europe lays the groundwork

    A new milestone was reached in 2014 with the first directive specifically dedicated to infrastructure. The EU requires Member States to plan the roll-out of charging points, with one key requirement: transparent, accessible and non-discriminatory pricing.

    But it was in 2019, above all, that the current framework took shape. With the European regulation on light-duty vehicle emissions, Brussels has set much more ambitious targets:

    • -15% reduction in emissions from 2025
    • -37.5% by 2030 for cars
    • -31% for commercial vehicles

    This text also introduces the first measures to promote electric vehicles, with tax credits specifically for zero-emission models.

    For the first time, heavy goods vehicles are also being included in the equation, with a target of a 30% reduction in emissions by 2030.

    2021–2023: a major turning point with the end of the combustion engine era

    The real turning point came in 2021 with the European Commission’s “Fit for 55” climate package. The aim is clear: to align all European policies with a 55% reduction in CO₂ emissions by 2030.

    In this context, a landmark decision was taken in 2023: to end the sale of new petrol and diesel cars by 2035.

    A conscious choice, as MEP Pascal Canfin explains:
    “If we want to be carbon neutral by 2050, we must ensure that no new cars put on the road from 2035 onwards emit CO₂.”

    In practical terms, this means that all new vehicles sold in the EU must be 100% zero-emission by that deadline.

    source: Bloom

    Infrastructure is finally becoming a necessity

    At the same time, the European Union is no longer focusing solely on vehicles. It is now turning its attention to a key issue: charging.

    Since 2024, the AFIR regulations have imposed very specific obligations:

    • A fast-charging station every 60 km along major European routes
    • A minimum power output of 150 kW for cars
    • Up to 350 kW for heavy goods vehicles
    • Payment by credit card is required; no subscription is needed
    • Price displayed in €/kWh before charging

    Added to this is another key element: open data (location, availability, price), to enhance the user experience and promote interoperability.

    The aim is clear: to make electric charging as simple and widespread a service as petrol is today.

    source: Ionity

    2024–2026: a more pragmatic adjustment phase

    Following the major announcements, the European Union is now entering a more operational phase.

    As evidence of this more realistic approach, a flexibility mechanism has been introduced for manufacturers between 2025 and 2027, to avoid immediate penalties whilst maintaining the overall targets.

    At the same time, ambitions in the heavyweight division have been stepped up:

    • -45% emissions by 2030
    • -65% by 2035
    • -90% by 2040

    Another key milestone: by the end of 2026, the European Union plans to carry out an initial comprehensive review of its strategy, with the possibility of adjusting its objectives in line with industrial and technological realities.

    source: Geneviève Colonna d’Istria

    A transformation that is already visible, but still under strain

    Today, the effects of this strategy are beginning to bear fruit:

    • There are now over 10 million fully electric cars on the roads across Europe.
    • Over 175,000 public charging points installed
    • Massive industrial investment estimated at over €500 billion in Europe

    Nevertheless, a number of challenges remain: price pressure, competition from China, dependence on raw materials and social acceptance.

    A path that is now irreversible

    In just over fifteen years, the European Union has moved from a policy of incentives to a structural transformation of the car market.

    CO₂ standards, the phase-out of fossil fuels, and the roll-out of infrastructure: all the levers are now in motion. The question now is whether this strategy will be able to deliver on its promises against an increasingly tense industrial and geopolitical backdrop.

  • Electric 2026: Who sold the most EVs in America, and what does the next phase of the electric revolution look like?

    Electric 2026: Who sold the most EVs in America, and what does the next phase of the electric revolution look like?

    Rebeca Perez

    Whilst 2023 and 2024 were defined by the boom in electric vehicles, and 2025 has become the year when EVs became a reality, 2026 looks set to be the year of genuine competition in the electric vehicle market in the United States.

    The US EV market did not collapse once the initial euphoria had subsided. On the contrary, it has matured. Buyers have become more selective, focusing on affordability, access to charging, reliability and long-term running costs. Brands that offered real value, rather than just ambitious promises, have continued to dominate sales.

    Industry data from Cox Automotive and Kelley Blue Book show that the strong momentum seen in the EV market in 2025 continued into 2026, confirming that electric vehicles are no longer a niche segment of the US car market.

    The uptake of EVs has settled into a phase of steady growth rather than the explosive surge seen in the early years. The market is no longer driven by speculation; it is driven by competition.

    Here is the story of who led EV sales during the most recent cycle, what these figures reveal about the industry, and what they suggest for the future of electric mobility in America.

    The big picture: EV sales in the US on the cusp of 2026

    By the end of 2025, the US EV market had reached one of its strongest periods on record. Several major trends were shaping the industry as 2026 began:

    • Sales of electric vehicles reached record quarterly levels in 2025.
    • Electric vehicles have captured a double-digit market share nationwide.
    • SUVs and crossovers have dominated EV sales.
    • Competition between manufacturers has intensified dramatically.

    Tesla remained the number one EV brand in the United States, but its market share declined as traditional manufacturers and international brands launched competitive models.

    Tesla’s share of the US EV market has fallen to around 38%, a significant shift from its previous dominance of over 70% at the start of the decade.

    This decline did not mean that Tesla was selling fewer cars. It meant that the rest of the industry had finally caught up.

    EV sales by brand: who led the market 

    One of the clearest snapshots of competition in the EV market emerged in late 2025, when sales soared ahead of changes to federal incentive schemes.

    Representative monthly sales figures showed the following performance by brand:

    These figures reveal a major structural shift in the industry: Tesla remains in the lead, but the established manufacturers are now collectively rivalling Tesla’s scale.

    TESLA: still the king, but no longer alone 

    Tesla began 2025 as the undisputed leader in the EV market and has maintained that position as we enter 2026.

    The company’s dominance rests largely on two factors:

    • Tesla Model Y
    • Tesla Model 3

    The Model Y remained the best-selling electric vehicle in the United States and one of the best-selling vehicles overall.

    Preliminary sales figures for the third quarter of 2025 showed:

    • Model Y: approximately 114,897 units
    • Model 3: approximately 53,857 units

    But Tesla’s leadership is no longer unchallenged.

    The company has faced increasing pressure from:

    • Aggressive price competition.
    • Traditional car manufacturers are expanding their ranges of electric vehicles.
    • Changes to eligibility for the federal tax credit.
    • A slowdown in demand growth compared with previous boom years.

    Tesla responded with price cuts designed to maintain sales volumes, a strategy reflecting a more competitive market environment.

    GENERAL MOTORS: the surprising return of EVs

    If any traditional car manufacturer has emerged as a major success story in the EV sector, it is General Motors.

    Chevrolet has become Tesla’s closest direct competitor, largely thanks to one vehicle: the Chevrolet Equinox EV.

    Sales of the Equinox EV reached around 25,085 units in the third quarter of 2025, making it one of the best-selling non-Tesla EVs in the United States.

    Chevrolet has been successful in targeting mainstream buyers with:

    • A recognisable brand.
    • Competitive prices.
    • A practical battery life.
    • Strong support from the dealer network.

    The result marked a turning point for the established manufacturers, who had previously been left far behind by Tesla.

    source: Chevrolet

    FORD: pick-up trucks, performance and power from the brand 

    Ford has maintained a strong presence in the EV market at the start of 2026, underpinned by two flagship models:

    • Mustang Mach-E
    • F-150 Lightning

    Sales of the Mach-E reached approximately 20,177 units in the third quarter of 2025, reflecting strong brand loyalty and the strength of Ford’s nationwide dealer network.

    Rather than competing directly in the smaller EV segments, Ford has focused on high-performance SUVs and electric pick-up trucks, closely aligning itself with traditional American vehicle preferences.

    source: Ford 

    HYUNDAI AND KIA: the leaders in value 

    Hyundai and Kia have quietly continued to gain market share.

    Hyundai’s range of electric vehicles – particularly the Ioniq 5 – has received high praise from consumers for its value, range and reliability.

    Sales of the Ioniq 5 reached around 21,999 units in the third quarter of 2025, making it one of the most successful non-Tesla EVs.

    Analysts have frequently cited Hyundai and Kia as leaders in the design and engineering of affordable EVs, helping to broaden the uptake of EVs beyond luxury car buyers.

    source: Hyundai

    Emerging players: the new competition

    In addition to the traditional brands, several new players have helped to diversify the EV market.

    Notable models included:

    • Honda Prologue — approximately 20,236 units sold in the third quarter of 2025.
    • Rivian R1S — nearly 19,687 units in 2025.
    • Volkswagen ID.4 — steady sales as a European alternative.

    These vehicles demonstrate that the EV market is no longer dominated by a single company or strategy.

    Instead, it becomes a fully-fledged ecosystem of competing brands and technologies.

    source: Honda

    The best-selling EV models 

    The best EV models on the US market included:

    1. Tesla Model Y
    2. Tesla Model 3
    3. Chevrolet Equinox EV
    4. Hyundai Ioniq 5
    5. Honda Prologue
    6. Ford Mustang Mach-E
    7. Kia EV6 / Chevrolet Blazer EV
    8. Rivian R1S
    9. Volkswagen ID.4
    10. Ford F-150 Lightning

    SUVs and crossovers topped the rankings, reflecting the preferences of American consumers.

    source: Rivian

    Incentives and economic reality 

    Government policy has remained a major factor influencing demand for EVs.

    Changes to the $7,500 federal tax credit for EVs sparked a surge in consumer purchases throughout 2025, as buyers rushed to secure the incentives before eligibility rules were tightened.

    At the same time, higher interest rates have made affordability a key factor.

    Brands that offered competitive prices or aggressive financing gained an advantage.

    Charging infrastructure: still the big question 

    Access to charging remains one of the biggest barriers to the wider adoption of EVs.

    States that have invested heavily in infrastructure, particularly California, have continued to lead the country in terms of EV adoption rates.

    Tesla’s charging network remains a major strategic advantage, although partnerships between manufacturers are expanding access to charging facilities nationwide.

    source: Tesla

    What 2026 means for the future of EVs 

    The outlook for EVs at the start of 2026 is clear.

    Electric vehicles are no longer an experimental technology or the subject of over-the-top speculation. They are now a permanent fixture on the American automotive scene.

    But the industry is entering a new phase in which success will depend on:

    • Affordability.
    • The expansion of infrastructure.
    • Trust in brands.
    • Usability in the real world.

    Tesla remains the market leader, but the era of unchallenged dominance is over. The EV revolution did not stall after the initial wave of enthusiasm; it has simply matured, and the real competition is only just beginning.

  • The day the market crashed

    The day the market crashed

    Felipe MUNOZ

    How did the MMTLP scandal expose Wall Street, the regulators and a rigged system working against ordinary Americans? There are moments in history when Americans suddenly see what lies behind the curtain, when the comforting illusion of fairness crumbles and the machinery of power is laid bare. For millions of retail investors, that moment came in December 2022. The stock symbol was MMTLP. What followed was not merely a suspension of trading. It was a breach of trust so severe that, three years on, the US financial system is still struggling to explain it. 

    MMTLP was supposed to be a routine transaction. A preference share linked to oil and gas assets, resulting from a spin-off from Meta Materials, it was marketed as a temporary bridge, soon to be converted into private shares in a new company, Next Bridge Hydrocarbons. Investors believed they would either be able to exit their positions by selling or receive fair value through the spin-off. Instead, they were trapped. Without warning, resolution or accountability, the market was frozen. And it never really reopened.

    An unprecedented ruling

    On 9 December 2022, trading in MMTLP was suspended just a few days before the final settlement period. Retail investors, many of whom were veterans, pensioners and middle-class Americans, were denied the fundamental right to participate in the market: the ability to sell.

    • No emergency announcements.
    • No penalties for fraud.
    • No clear explanation.

    The decision came from FINRA (Financial Industry Regulatory Authority), the self-regulatory body responsible for maintaining ‘fair and orderly markets’. But the markets were neither fair nor orderly that day. They were selectively closed.

    source: FINRA

    What made this ruling extraordinary was not only its timing, but its permanence. MMTLP never resumed negotiations. Investors were forced into a private company structure with no liquidity, no way out and no timeline for resolution.

    To many Americans, it felt less like regulation and more like confiscation.

    The shadow of naked short selling

    Almost immediately, investors began asking a question that was taboo on Wall Street: What if there were more shares in circulation than were legally authorised?

    Suspicion centred on naked short selling, a practice long denied by institutions but widely practised by retail traders. The theory was simple and explosive: if huge short positions existed and could not be closed out once trading had ceased, the suspension of trading prevented the revelation of a catastrophic imbalance.

    Instead of ensuring accountability, the system has frozen the evidence.

    Documents obtained under the Freedom of Information Act (FOIA) subsequently suggested that there was an internal realisation within the regulatory agencies that something was seriously amiss. Emails, timelines and internal alerts revealed that senior officials had been brought up to speed very quickly. Yet nothing was done to protect investors. Nothing was disclosed publicly. Silence became policy.

    source: FOIA

    Regulators are closing ranks

    As pressure mounted, investors turned to the courts. Lawsuits were filed in several federal courts, including those in Texas, Nevada, Connecticut and Vermont. The defendants were not only hedge funds, but also the very regulators responsible for oversight.

    The SEC (Securities and Exchange Commission) and FINRA responded with a joint defence: procedural immunity.

    The judges were asked not to assess the evidence, but to dismiss the cases on technical grounds. Time and again, the judges ruled that retail investors had no right to bring a private action. Requests for discovery were blocked. FOIA requests were refused. The evidence was sealed.

    Not because the allegations had been refuted, but because there was never any opportunity to examine them. Justice was not blind. It was simply unavailable.

    The human cost

    Behind every stock market symbol are real people. The MMTLP community comprises:

    • Military veterans who had faith in the market they had served to defend.
    • Pensioners who had invested their retirement savings.
    • Families who believed in American fairness and free enterprise.

    For them, it wasn’t just a loss on paper; it was a life-changing event.

    Some had to put off medical procedures. Others had to delay paying their university tuition fees. Many simply wanted answers. What they received instead was gaslighting: assurances that the split had been ‘successful’, that the markets were functioning as intended, and that nothing untoward had taken place.

    Yet, three years on, the shares remain illiquid, the questions unanswered and the regulators unmoved.

    Next Bridge: a locked door

    Next Bridge Hydrocarbons, the private company into which investors were forced to invest, filed repeated disclosures revealing severe financial distress. Losses were mounting. ‘Going concern’ warnings emerged. Assets remained unexploited. There was no initial public offering (IPO). No buyback. No repayment mechanism.

    Retail investors have been told to wait. To wait for value, to wait for transparency, to wait for justice. But in this system, waiting seems to be the very point.

    source: Next Bridge Hydrocarbons

    A pattern, not a coincidence

    What makes MMTLP so dangerous in this situation is that it is not an isolated case. The same themes are evident in other small-cap stocks driven by retail investors:

    • Trading halts at critical moments.
    • Transparency rules delayed.
    • Endless extensions granted to powerful market players.
    • Courts are reluctant to override regulatory immunity.

    In December 2025, the SEC quietly delayed the transparency rules on short selling once again, pushing back the disclosure requirements until 2028. The message was clear: Wall Street would be protected. Retail investors would have to wait.

    For many Americans, MMTLP has become the Rosetta Stone of stock market corruption – the case that explained all the others.

    Why the media turned a blind eye

    Perhaps the most damning aspect of the MMTLP scandal is not what happened, but the fact that the mainstream financial media – ever quick to report on celebrities’ stock picks and the craze for cryptocurrencies – have largely ignored the story.

    Why? Because MMTLP challenges the narrative that US markets are the fairest in the world. It exposes uncomfortable truths about regulatory capture, institutional favouritism and the erosion of equal protection under the law. It reveals that in modern America, some investors are more equal than others.

    A constitutional issue

    Ultimately, the MMTLP scandal is no longer about a single action. It is about rights.

    • The right to property.
    • The right to due process.
    • The right to transparent governance.

    When regulators can drain liquidity without explanation, refuse to disclose evidence, suppress evidence and evade judicial scrutiny, the question inevitably arises: who is the market really for?

    The Silent Revolt

    Despite everything, the MMTLP community has not disappeared. It has organised itself. Thousands of letters have been sent to Congress. Dozens of lawmakers have signed petitions. Independent journalists have investigated the matter. FOIA battles have continued. Discussion forums, calls, dashboards and evidence submissions have multiplied.

    That wasn’t mob behaviour. It was civic engagement. The sort that our system claims to encourage—until it threatens those in power.

    The day the market crashed

    History will remember December 2022 not merely as a trading halt, but as a turning point. The day when ordinary Americans realised that the promise of free markets no longer applied across the board.

    MMTLP has shown that when losses are small, individuals are allowed to gamble. When losses threaten institutions, the game stops. And when the game stops, the referees close ranks.

    The shadow cast over electric mobility

    This same two-tier system, which sacrificed MMTLP retail investors to protect Wall Street, now looms over the US energy transition. Whilst the Trump administration has been advocating a ‘free market’ approach to electric vehicles since its 2025 reset, one crucial question remains: who will protect the small players when the shift to electric vehicles threatens the established giants?

    The parallel is disturbing. The same regulators (SEC, EPA) that turned a blind eye to MMTLP are now overseeing massive subsidies (IRA, tax credits) and the supply chains for lithium, a critical mineral dominated by China. If MMTLP revealed that ‘some investors are more equal than others’, the battle for electromobility risks demonstrating that some transitions are freer than others.

    What comes next

    The story of MMTLP is still unfolding. Appeals are still ongoing. FOIA disclosures continue. Public pressure is mounting. And trust, once lost, is hard to restore.

    But one thing is already certain: the myth of a fair market has not survived MMTLP.

    The only question now is whether America will face up to what this has revealed, or whether it will sweep it under the carpet like so many truths before it.

  • War, oil and petrol: Americans grappling with soaring prices and Trump’s decisions

    War, oil and petrol: Americans grappling with soaring prices and Trump’s decisions

    Marceau Nio

    The war in the Middle East is reigniting a concern all too familiar to Americans: the price at the pump. Since the strikes carried out by the United States and Israel against Iran in late February 2026, followed by Iranian retaliation and the blockade of the Strait of Hormuz, energy markets have been under strain. The immediate result: a surge in oil and petrol prices, which is unpopular with the public and has reignited the debate over switching to clean-energy vehicles. 

    A geopolitical shock that is driving prices back up

    In reality, the impact of the conflict was almost immediate. The Strait of Hormuz, through which around 20% of the world’s oil passes, was partially blocked. As a direct consequence, the price of a barrel of Brent crude broke the $100 mark, even reaching $120 at times – a level not seen since 2022, according to several analyses published in early March. Indeed, the price per barrel fluctuated between $55,000 and $64,000 between 2020 and 2023.

    In the United States, this tension was quickly reflected at the pump. According to data reported by Reuters and several international media outlets, the average price of petrol rose from around $2.85 per gallon in February to between $3.63 and $4 in early March, with peaks of up to $4.40 in some states. This represents an increase of between 21% and 24% in just a few weeks.

    A sudden spike, less severe than that of 2022, when prices had risen above $5 a gallon, but significant enough to reignite concerns about purchasing power.

    source: Zonebourse

    A very real concern in the daily lives of Americans

    On the ground, the impact is immediate. Accounts gathered by AFP and reported by USA Today in early March 2026 point to growing discontent at petrol stations, particularly in California and several southern states. Some motorists speak of a direct impact on their household budgets: “Prices are rising really fast”, “I’m unemployed, it’s getting difficult”, or “This war is making life more expensive”. 

    Polls confirm this trend. A Reuters/Ipsos survey indicates that 67% of Americans expect petrol prices to continue rising over the course of the year. At the same time, 49% believe the war is already having a negative impact on their personal finances.

    Household confidence has been directly affected. The University of Michigan’s consumer confidence index fell to 55.5 in March 2026, one of its lowest levels in several months.

    Growing political pressure on Donald Trump

    Against this backdrop, the energy issue has become a key political concern. According to several surveys reported by Reuters and Le Monde, only 27% of Americans approve of Donald Trump’s handling of petrol prices, whilst 66% disapprove.

    source: JULIA DEMAREE 

    More broadly, managing the cost of living has become a major point of vulnerability for the government. Nearly two-thirds of those surveyed say they are critical on this issue, even as the mid-term elections approach in autumn 2026.

    This situation is reminiscent of the crisis in 2022, when soaring prices following the invasion of Ukraine had taken their toll on the popularity of the US administration at the time.

    Trump’s energy policy put to the test

    Since returning to the White House, Donald Trump has radically changed US energy policy. Several measures supporting electric vehicles have been scrapped, starting with the $7,500 tax credit, which is set to end in late September 2025. Funding for the NEVI programme, intended for the roll-out of charging points, has also been frozen, whilst certain emissions standards have been relaxed.

    At the same time, the government has stepped up its support for fossil fuels, with a strategy focused on increasing domestic production and exports of liquefied natural gas, which are expected to rise by 50% by 2027.

    In practice, this decision indirectly favours combustion-engine vehicles. This approach automatically increases households’ dependence on fluctuations in oil prices.

    An ironic twist in the energy sector that is reigniting interest in electric vehicles

    The irony is that, whilst public policy is holding back the development of electric vehicles, rising petrol prices are making them more attractive in the short term.

    According to several sector-specific analyses, searches for electric vehicles now account for between 22% and 24% of all automotive searches, a figure that represents an increase of several percentage points since the start of the conflict. This trend was already observed in 2022, when sales of electric vehicles rose sharply, with their market share increasing from 2.7% to 5.6% amid soaring oil prices.

    But unlike back then, the current political climate is now holding back this momentum. Indeed, the withdrawal of subsidies and the rise in the price of new vehicles – which now average over $50,000 – are limiting access to electric vehicles for some consumers.

    source: Tesla

    A strategy that could backfire on its initiator

    The question now clearly arises: has Donald Trump fallen into his own trap?

    By favouring fossil fuels and holding back the transition to electric vehicles, the administration has increased Americans’ vulnerability to oil price shocks. In the short term, rising petrol prices are fuelling discontent and eroding purchasing power.

    In a rapidly changing automotive market, the war in the Middle East serves as a wake-up call. It serves as a reminder that, despite record domestic production estimated at over 13 million barrels a day, the United States remains vulnerable to international tensions.

    And in this context, clean energy for our transport is proving to be the best option for keeping costs down.

  • Trump’s electric vehicle reset continues in 2026: how the US President is prioritising consumers, workers and common sense

    Trump’s electric vehicle reset continues in 2026: how the US President is prioritising consumers, workers and common sense

    Felipe MUNOZ

    In 2025, President Donald J. Trump launched what many now describe as the most significant shift in modern US automotive policy. By 2026, the results of this reset were becoming clear. Whilst the Biden administration had spent years attempting to impose electric vehicle mandates on Americans, regardless of cost, infrastructure or practicality, President Trump had chosen a different path: one rooted in freedom, economic realism and consumer choice.

    source: Le rouleur électrique

    Contrary to the narrative pushed by the media, President Trump did not ‘kill’ electric vehicles. On the contrary, he saved the EV sector from government overreach, restoring balance, innovation and consumer confidence to an industry that had been stifled by mandates, subsidies and ideological pressure.

    Trump’s reset of EV policy, launched in 2025 and continued in 2026, represents a strategic realignment that prioritises American consumers, American workers and American manufacturers.

    The problem Trump has inherited: forced electrification

    Even before President Trump returned to the White House, the electric vehicle market was already facing serious challenges. Despite massive federal subsidies, EV adoption had stalled. Prices were rising, dealerships’ stockyards were filling up with unsold electric cars, and the charging infrastructure was lagging far behind the promises made by policymakers in Washington.

    Middle-class families felt increasingly pressured to buy cars they neither wanted nor could afford.

    The Biden administration’s EV strategy was based on coercion rather than consumer choice. Through aggressive Corporate Average Fuel Economy standards, EPA regulations and global climate commitments, Americans were essentially being told: buy electric or pay the price.

    This price included:

    • Higher vehicle costs
    • A reduction in consumer choice
    • Production inconsistencies
    • Concerns about the electricity grid
    • Growing public scepticism towards EV policy

    President Trump has changed his stance: technological transitions cannot be imposed by government decree.

    Trump’s core philosophy: let the market decide

    From the start of his second term in 2025, Trump made his position clear. Electric vehicles must succeed, but only if they succeed in the market.

    His EV framework was based on several key principles:

    • No compulsory mandate
    • No artificial demand created by regulation
    • No penalties for petrol or hybrid vehicles
    • No bureaucratic micromanagement of consumers

    Instead, the Trump administration has focused on restoring competition, affordability and technological innovation.

    By 2026, this approach had begun to stabilise the EV industry. Car manufacturers can plan effectively, consumers can choose freely, and the development of EVs continues without the distortions caused by government mandates.

    source: AFP

    The “Freedom Means Affordable Cars” initiative

    One of the most significant policies introduced in 2025, and which is now shaping the market in 2026, is the Trump administration’s ‘Freedom Means Affordable Cars’ initiative.

    The programme has revised the fuel economy and emissions standards that had previously been used to indirectly encourage the adoption of electric vehicles.

    By resetting the CAFE standards to realistic and technology-neutral levels, the administration:

    • Has reduced regulatory costs for car manufacturers
    • Has helped to bring down vehicle prices
    • Has enabled EVs, hybrids and petrol-powered vehicles to compete on a level playing field
    • Has eliminated disguised EV mandates
    source: US Department of Transportation

    Federal transport estimates predicted that the reform would save US consumers more than $100 billion over five years.

    Equally important, the lifting of government pressure has helped to reduce the political stigma attached to EVs.

    Why might lower costs speed up the uptake of EVs?

    Many climate activists argued that the adoption of EVs needed to be enforced. Trump’s approach proved the opposite.

    By reducing regulatory costs across the automotive sector, manufacturers have gained greater flexibility to:

    • Improving battery technology
    • Increase autonomy
    • Reduce purchase prices
    • Focus on designs that consumers actually want

    As EV technology improves and costs naturally fall, consumer adoption becomes sustainable. Throughout 2026, innovation in EVs and hybrid vehicles continues within the industry without the instability caused by rigid government mandates.

    “America First” manufacturing

    A key pillar of Trump’s economic strategy is the revitalisation of domestic manufacturing.

    The government has introduced policies designed to encourage Americans to buy vehicles manufactured in the United States. A key measure allows buyers to deduct up to $10,000 a year in car loan interest for domestically assembled vehicles.

    Politics:

    • Encourages the purchase of vehicles manufactured in America
    • Strengthens domestic supply chains
    • Reward manufacturers who invest in American workers

    Unlike previous subsidy schemes, which often benefited foreign supply chains, Trump’s policies aim to keep the economic value of EV production within the United States.

    source: Ford

    Ending dependence on foreign countries

    The production of electric vehicles relies heavily on critical minerals such as lithium, cobalt, nickel and rare earth elements, many of which are currently dominated by China.

    In response to this vulnerability, the Trump administration has stepped up policies focused on energy and mining independence, including:

    • Streamlining domestic mining permits
    • Expansion of strategic minerals development
    • Investment in battery research in the United States
    • Reducing reliance on Chinese supply chains

    This strategy ensures that America’s electric vehicle future does not become a national security vulnerability.

    source: China Stringer Network

    Infrastructural realism 

    The Biden administration had promised millions of charging points across the country but has delivered far fewer.

    Trump has taken a different approach, focusing on practical infrastructure development rather than ambitious federal promises.

    How to take it:

    • Encouraged private-sector investment in charging networks
    • Has reduced approval delays
    • Has concentrated infrastructure along the main travel corridors
    • Has given Member States greater flexibility in planning

    This market-driven model has begun to expand access to charging more effectively, particularly in suburban and rural areas that had previously been neglected.

    source: Tesla

    Protecting working-class Americans

    Perhaps the most politically significant aspect of Trump’s EV policy is his rejection of what critics describe as EV elitism.

    Previous mandates disproportionately affected:

    • Rural families
    • Farmers
    • The craftspeople
    • Van owners
    • Pensioners on a fixed income

    By safeguarding consumer choice – including petrol, diesel, hybrid and electric vehicles – the Trump administration has ensured that Americans are not penalised for their transport needs.

    This fairness has helped to restore public confidence in the automotive market as a whole.

    source: entraid

    A stronger automotive industry by 2026 

    Car manufacturers had repeatedly warned that aggressive EV mandates could destabilise the industry.

    On the contrary, the Trump administration has worked closely with:

    • American car manufacturers
    • Dealer associations
    • Trade unions
    • Independent suppliers

    The result is an automotive industry with greater flexibility to:

    • Balancing the production of EVs and conventional vehicles
    • Protecting American jobs
    • Adapting to actual consumer demand
    • Competing on a global scale

    The EV reset continues

    As 2026 unfolds, the effects of President Trump’s electric vehicle reset are becoming increasingly apparent.

    The development of electric vehicles continues. Innovation remains strong. But the market is now driven by consumer choice rather than government mandates.

    President Trump hasn’t given up on electric vehicles – he’s repositioned them.

    By rejecting coercion, restoring affordability, defending consumer freedom and prioritising American workers, Trump has laid the foundations for an EV future built on economic strength and national sovereignty.

    And under this model, innovation – rather than government pressure – will determine which technologies ultimately prevail.