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Category: Panorama

  • Electromobility in Belgium: a fast-growing market

    Electromobility in Belgium: a fast-growing market

    Marceau Nio

    On the roads and in public policy, the electric transition is no longer a promise but a reality. With electric vehicles increasingly visible in city centres, recharging stations being rolled out at a steady pace, and businesses and public authorities aligned on the same trajectory, the UK is now one of Europe’s most dynamic markets for electromobility.

    A fast-growing market

    The year 2024 will be remembered as a turning point for electric cars in Belgium. 127,750 100% electric vehicles (BEVs) were registered, an increase of 37% compared with 2023. This performance places Belgium among the most dynamic markets in Western Europe. BEVs now account for 28.5% of the new car market, and when rechargeable hybrids are added, more than half of all new cars have a plug.

    But behind this rapid growth lies a structural reality that is different from what you might think: corporate fleets are playing a driving role. In fact, almost 87% of new electric vehicles are now registered by companies. Tax breaks and policies to make fleets greener are driving companies to rapidly electrify their fleets.

    Individuals, on the other hand, are taking a more cautious approach. Purchase costs, perceived range and access to recharging remain obstacles. But the momentum is gradually building: by the first quarter of 2025, one in three new cars registered in Belgium will be electric, a sign that the switchover is surely taking place.

    According to market data for 2024, the Tesla Model Y is the best-selling BEV in Belgium, with more than 13,200 registrations, far ahead of its rivals. It is followed by the Audi Q4 e-tron (≈ 8,600 units) and the Tesla Model 3 (≈ 8,000), which confirm buyers’ appetite for well-established electric SUVs and saloons. The BMW iX1 and the Volvo EX30 complete the top 5, illustrating the strong demand for compact and premium SUVs on the Belgian market.

    source : Tesla

    A dense but uneven recharging network

    To support this growth, Belgium can draw on an already solid recharging ecosystem. The country now has more than 100,000 recharging points, including public, semi-public and private terminals, making it one of Europe’s best-equipped countries in terms of population.

    source : Agoria

    In detail, however, the strictly public network reveals major regional disparities. Flanders alone will have 43,655 public charging points by 2025 (FEBIAC/Traxio data), reflecting a proactive policy and sustained investment. By contrast, Wallonia has just 2,799 charging points, while Brussels has 1,903.

    The rest of the fleet consists mainly of charging points installed at company sites, private car parks open to the public, shopping centres and homes.

    And to respond to the explosion in the number of vehicles on the road, public authorities and private-sector players have set themselves a clear target: 200,000 public charging points by 2030, with particular emphasis on fast and ultra-fast charging points, which are essential for removing the disincentives associated with long journeys.

    Tax measures and incentives to speed up the transition

    The growth of electromobility in Belgium is also based on a particularly attractive tax framework. Electric vehicles are exempt from registration and road tax, while VAT on electricity is reduced to 6%, making everyday use more attractive.

    On the business side, the tax deductibility of electric vehicles, in force until 2026, remains one of the major levers for the electrification of fleets. In addition, there are various regional incentives for the purchase of vehicles and the installation of charging points.

    Historically, the Flemish subsidy for the purchase of new BEVs costing less than €40,000 was discontinued in November 2024. Although it is no longer in effect, it nevertheless illustrates the regional authorities’ desire in the past to speed up the adoption of electric vehicles.

    Finally, home recharging continues to be encouraged: up to 75% of installation costs can be tax deducted, within a well-defined regulatory framework.

    Industry and players: Belgium at the heart of innovation

    Beyond sales figures and infrastructure deployment, Belgium continues to play a strategic role in the European automotive industry, particularly in the development of electric vehicles. Thanks to its geographical position and industrial expertise, the country is a key link in the electromobile value chain.

    In Brussels, the Audi Brussels site has established itself as one of the first European plants dedicated to the production of top-of-the-range 100% electric vehicles, with the assembly of the Audi Q8 e-tron.

    source : Audi

    In Flanders, Volvo Cars Gent also plays a central role. The plant has embarked on an in-depth transformation to support the Swedish manufacturer’s electrification strategy, with the production of electrified models and the gradual adaptation of its lines to the assembly of electric vehicles for the European market.

    This dynamic is not limited to private vehicles. Belgium is also establishing itself as a key player in the electric bus and coach segment, a rapidly expanding market driven by policies to reduce the carbon footprint of public transport. Belgian manufacturers with Europe-wide recognition are designing and assembling electric vehicles for urban and interurban networks.

    Brussels Motor Show 2026: the key event

    It is against this backdrop that the Brussels Motor Show 2026 will take on its full dimension. From 9 January 2026, over 60,000 m² of exhibition space will be devoted to more than 60 brands showcasing their latest products, with a special focus on electric vehicles, recharging solutions and sustainable mobility technologies. More than just an exhibition, the event is intended to be a platform for exchange, combining innovation, industry and education.

    Initiatives such as Febelauto’s Eco-Parcours will raise public awareness of the challenges of battery recycling and the circular economy, reminding us that electromobility is not limited to vehicle use, but encompasses an entire value chain.

    source : newmobility.news

    Challenges and prospects

    Despite this positive momentum, a number of challenges remain:

    • Regional disparities in access to infrastructure remain marked.
    • Adoption by private individuals is growing, but remains held back by the purchase price and certain concerns about autonomy.
    • The rollout of fast charging stations needs to be stepped up to keep pace with the growth in the number of vehicles on the road.
    • Finally, regulatory coordination with European standards remains a key issue.

    By 2030, the ambitions are clear: 2 million electric vehicles on Belgian roads and a doubling in the number of public charging points. To achieve this, the country will have to increase its current fleet fivefold, while maintaining a high level of service quality.

    Conclusion: Belgium, Europe’s electromobility laboratory

    With sustained growth in registrations, an expanding recharging network, tax incentives and a solid industrial base, Belgium is moving methodically towards mass electric mobility. The Brussels Motor Show 2026 will be one of the highlights of this transformation, bringing together technological innovations, industry players and environmental challenges.

    By combining public policy and market dynamics, the UK is confirming its role as Europe’s electromobility laboratory, capable of inspiring its neighbours and capturing the attention of industry professionals.

  • Electromobility in the UK: a European leader still in transition

    Electromobility in the UK: a European leader still in transition

    Marceau Nio

    The UK is approaching the end of 2025 as one of Europe’s most advanced markets for electromobility, with a high share of the electric market, an ever-growing recharging infrastructure and a policy framework now structured around the ZEV mandate, but still with real obstacles in terms of purchase costs, future taxation and regional disparities.

    Market and sales volumes

    For once, the UK market accelerated in 2025. Between January and the end of November 2025, no fewer than 426,000 100% electric cars (BEVs) were registered in the UK. This significant figure represents an increase of 26% compared with 2024, giving EVs a 22.7% share of the new car market. Number of cars on the road: around 1.75 million 100% electric cars, or 5.2% of the 34 million cars on the road in the UK.

    In terms of hybrid technology, 208,000 PHEVs were sold over the same period last year, for a market share of just over 11%. As for HEVs, 260,000 new vehicles were registered, representing a market share of 14.0%.

    For electric light commercial vehicles (LCVs), although public data remains patchy for the year 2025 as a whole, monthly statistics from the SMMT (Society of Motor Manufacturers and Traders) show a sharp rise in sales of electric vans, with around 27,000 registrations to the end of November, representing an increase of almost 45% over one year.

    Number of charging points and recharging network

    Charging infrastructure has grown significantly since 2020, with a clear political target of 300,000 public charging points by 2030. It’s an ambitious target, but one that still seems a long way from being achieved. In fact, at the end of November 2025, the UK had more than 87,000 public charging points, with a dense but still very uneven network between regions. These solutions are spread over 44,326 separate sites and offer a total of 121,364 connectors. The average density is 127.3 chargepoints per 100,000 inhabitants, but there are wide variations, reflecting the fact that access is still very patchy. In London, for example, there are 300.8 terminals per 100,000 inhabitants, compared with 38.6 in Northern Ireland.

    source : circontrol

    In 2025, 13,469 chargepoints were added across the country, including 6,220 slow chargepoints and 3,358 fast or ultra-fast chargepoints. Although this figure is significant and represents an annual increase of around 18%, it is the smallest increase since 2022.

    The major private operators now dominate the fast-grid landscape: InstaVolt (2,169 fast/ultrarapid kiosks), Tesla (2,026) and Osprey (1,351) make up the top three by the end of 2025.

    source: Instavolt

    Public policy, aid and taxation

    With the aim of developing this market as effectively as possible and enabling EVs to become more widely available, legislation and incentives have been introduced. The UK framework is based on two pillars: a tight regulatory mandate for manufacturers (ZEV mandate) and targeted subsidies, notably relaunched in 2025 with a new “plug-in grant”.

    • ZEV mandate: the regulatory framework imposes on manufacturers a target of 28% sales of 100% electric vehicles by 2025, with a gradual trajectory leading to the end of sales of new combustion engine cars within the decade. By autumn 2025, the market share of BEVs was around 26%, slightly below this overall target, even though the scheme provides flexibility mechanisms for manufacturers.
    • Plug-in Grant 2025: a new purchase aid for electric cars was relaunched in the summer of 2025, with a twelve-month extension announced as part of the budget presented by Chancellor Rachel Reeves. The grant is deducted directly from the purchase price at the dealership.
    • Additional support: the scheme is complemented by OZEV grants for the installation of home and business charging points, as well as funding programmes dedicated to local authorities, in particular the LEVI fund for the local deployment of infrastructure.
    • Taxation: the planned end of the exemption from Vehicle Excise Duty (VED) for electric vehicles is fuelling questions about the economic attractiveness of electric vehicles in the medium term, particularly for households.

    source: Automobile propre

    Top-selling models and industry players

    In terms of sales and best-selling models, the market is still dominated by the major global generalists rather than by national manufacturers, but the UK ecosystem has specialised in recharging and services.

    Best-selling vehicles: in 2025, the UK electric car market continues to be dominated by the Tesla Model Y, which remains the most popular BEV model, closely followed by the MG4 EV and other electric SUVs and saloons such as the Tesla Model 3, Volkswagen ID.4 or Volvo EX30.

    source : MG

    Plug-in hybrids (PHEVs) are making rapid progress, with models such as the BYD Seal U DM-i among the most popular in this segment, which is particularly popular with fleets and commuters.

    Conventional hybrids (HEV) continue to have a strong presence in the general market, notably with the Toyota Corolla Hybrid and the Ford Puma Hybrid, which combine affordability with low fuel consumption.

    The range of electric and hybrid cars available in the UK now exceeds 150 models, with an average price of around £46,000, while the entry-level segment is expanding rapidly, with vehicles available for under £30,000, led by the Dacia Spring.

    The UK has a fast-growing ecosystem of companies involved in electric mobility.

    • Charging operators: InstaVolt, Osprey, BP Pulse (BP), Shell Recharge UK and others are developing networks of fast charging points and high-power hubs throughout the country, with a particularly dense network in the south and around London.
    • Services and leasing: many local players – rental companies, brokers and leasing platforms – specialise in electric fleet management and recharging solutions for individuals and businesses.
    • Production and R&D: the UK is home to several battery and electrified vehicle production sites operated by foreign groups, as well as gigafactory projects, although the sector remains less integrated than in Germany or China.

    Brakes and friction points

    Despite solid figures, the transition to electromobility in the UK remains gradual, with a number of structural obstacles:

    • Purchase cost: the average price of a new electric vehicle is around £46,000, driven in part by premium models such as Tesla and Audi. The entry-level range is growing, with models under £30,000 (MG4, BYD Dolphin, Citroën ë-C3), but is still a minority in terms of volume. Public subsidies, such as the Plug-in Grant and OZEV subsidies, partially reduce the additional cost compared with combustion vehicles.
    • Uneven infrastructure: the major conurbations in the south and London benefit from a well-developed network of charging stations, but there are still “white zones” in the north, in Northern Ireland and in certain rural areas, particularly for fast and ultra-fast charging stations.
    • Tax uncertainties: the gradual end of the exemption from VED (road tax) for EVs and the prospect of a kilometre tax by 2028 are fuelling a degree of caution among households.
    • Car culture and usage: many drivers remain attached to combustion-powered vehicles for long journeys. Concerns remain about the real range, residual value and long-term reliability of batteries, sometimes putting the brakes on the decision to buy.

    To sum up, the UK now ticks most of the boxes for a mature EV market: high market share, fleet in excess of 5%, dense recharging network and ambitious policy framework. But the next step, that of mass adoption beyond the ‘early adopters’, will depend on the ability to reduce the entry ticket, fill the infrastructure gaps and stabilise the fiscal framework.

  • Electromobility in Turkey: a market that has exploded in three years

    Electromobility in Turkey: a market that has exploded in three years

    Marceau Nio

    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.

  • Brazil: the electromobility giant in Latin America

    Brazil: the electromobility giant in Latin America

    Marceau Nio

    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.

  • Electric wins the futur

    Electric wins the futur

    Saba Jenn

    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
    • Operating cost savings offset higher upfront prices quickly

    Hybrid Pricing Reality

    Hybrids may appear cheaper initially, but they still require:

    • Gasoline
    • Oil changes
    • Exhaust systems
    • Emission-related maintenance

    When the full ownership cost is considered, hybrids lose much of their pricing advantage.

    Verdict: EVs are no longer expensive experiments they are competitively priced, financially rational purchases.

    Total cost of ownership: EVs dominate

    When Americans buy a car, the real question isn’t the sticker price it’s how much that vehicle costs over time.

    EV Ownership Advantages

    Electric vehicles shine in long-term ownership:

    • Electricity is significantly cheaper per mile than gasoline
    • Fewer moving parts mean fewer breakdowns
    • No oil changes, spark plugs, timing belts, or transmission servicing
    • Regenerative braking extends brake life dramatically

    Over a 5–8 year ownership period, EV owners routinely spend thousands of dollars less than hybrid owners.

    Hybrid Cost Burden

    Hybrids still rely on internal combustion engines. That means:

    • Ongoing fuel costs
    • Engine wear and tear
    • Dual powertrain complexity
    • Higher long-term maintenance risk

    Hybrids combine two systems electric and gasoline while EVs simplify ownership by eliminating one entirely.

    Verdict: EVs win decisively on lifetime cost.

    Performance: Electric is simply better.

    The driving experience is where EVs completely outclass hybrids.

    Instant Torque

    Electric motors deliver power instantly. There is no delay, no gear shifting, no hesitation. Acceleration is smooth, silent, and immediate.

    Many EVs outperform traditional sports cars in acceleration even in mainstream price brackets.

    Driving Comfort

    EVs offer:

    • Quiet cabins
    • Smooth power delivery
    • Lower vibration
    • Balanced weight distribution due to floor-mounted batteries

    Hybrids, by contrast, still rely on gasoline engines that turn on and off, often disrupting the driving experience.

    Verdict: EVs are not just cleaner they are more enjoyable to drive.

    Range anxiety is a thing of the past.

    One of the most persistent myths about EVs is range anxiety. In 2025, this concern is largely outdated.

    Modern EV Range

    Most electric vehicles today offer:

    • 250–400+ miles on a single charge
    • Real-world range suitable for daily commuting and long-distance travel
    • Predictive navigation that factors in charging stops automatically

    Charging Convenience

    • Home charging provides unmatched convenience plug in at night, wake up full
    • Public fast-charging networks are expanding rapidly
    • Charging times continue to decrease with improved battery and charger technology

    Hybrids avoid charging but at the cost of remaining dependent on gasoline.

    Verdict: EV range is no longer a limitation it’s a competitive strength.

    Infrastructure: Electric America is taking shape.

    Credit: pxhere.com

    America’s charging infrastructure in 2025 is stronger than ever.

    Charging Expansion

    Charging stations are now common at:

    • Highways
    • Shopping centers
    • Apartment complexes
    • Office buildings
    • Hotels and airports

    The national charging ecosystem continues to grow in reliability, speed, and accessibility.

    Home Charging Advantage

    EV owners enjoy the ultimate convenience:

    • No gas station stops
    • No fuel price volatility
    • No waiting in line

    Hybrid owners still rely on gas stations—an outdated inconvenience in a modern world.

    Verdict: Infrastructure growth overwhelmingly favors EVs, not hybrids.

    Environmental impact: EVs lead, hybrids lag.

    Hybrids reduce fuel use but they do not eliminate emissions.

    Electric vehicles:

    • Produce zero tailpipe emissions
    • Improve urban air quality
    • Reduce dependence on fossil fuels
    • Align with cleaner energy generation over time

    Hybrids still burn gasoline every day. They still emit pollutants. They still rely on oil.

    As America transitions to cleaner energy, EVs automatically become cleaner without changing the vehicle.

    Verdict: EVs are the only true solution for sustainable transportation

    Maintenance & reliability: Simplicity wins

    Credit: Envato by Pedrulito

    EV Simplicity

    Electric vehicles are mechanically simpler:

    • No engine
    • No transmission
    • No exhaust
    • No fuel system

    This simplicity translates to:

    • Fewer service visits
    • Lower repair bills
    • Higher reliability

    Hybrid Complexity

    Hybrids contain:

    • A full gasoline engine
    • An electric motor
    • A battery system
    • Complex software coordination

    More systems mean more potential failure points.

    Verdict: EVs are easier to own and maintain.

    Resale value: EV confidence is rising.

    Early concerns about EV resale have faded.

    Modern EVs:

    • Retain value well due to strong demand
    • Benefit from improved battery longevity
    • Are increasingly desirable in the used-car market

    Hybrids face growing competition from used EVs, which now offer better performance an lower running costs.

    Verdict: EV resale confidence continues to strengthen.

    Who should still buy a hybrid?

    Hybrids still make sense for a shrinking group of buyers:

    • Drivers without any access to charging
    • Extremely remote rural users
    • Buyers unwilling to change fueling habits

    However, these scenarios are becoming less common each year.

    For the vast majority of American drivers, EVs are now the smarter choice.

    The final verdict: Electric is the clear winner.

    In 2025, the comparison between EVs and hybrids is no longer close.

    CategoryWinner
    PerformanceEV
    Environmental Impact EV
    MaintenanceEV
    Driving ExperienceEV
    Future ReadinessEV

    Hybrids served their purpose but that era is ending.

    Electric vehicles are not a trend.

    They are not experimental.

    They are not niche.

    They are the new American standard.

    Looking ahead: The next decade belongs to EVs

    As battery costs continue to fall, charging infrastructure expands, and consumer confidence grows, the momentum behind EVs is irreversible.

    Hybrids will fade. Gasoline will decline. Electric vehicles will define mobility, innovation, and freedom on American roads.

  • Electromobility in Saudi Arabia: XXL ambitions, emerging reality

    Electromobility in Saudi Arabia: XXL ambitions, emerging reality

    Marceau Nio

    As the world’s leading oil exporter, Saudi Arabia is making a major strategic shift with Vision 2030. The kingdom is banking on electromobility to diversify its economy and reduce its dependence on hydrocarbons. Through massive investment, the construction of a national industrial ecosystem and ambitious targets, the country is building a market that is still in its infancy, but which is driven by an unwavering political will.

    Credit: Lucid

    Vision 2030: a clear course towards electrification

    To bring about this change, Saudi Arabia is not doing things by halves. The Vision 2030 programme, steered by Crown Prince Mohammed ben Salmane, has set a symbolic target: 30% of vehicles on the road in Riyadh must be electric by 2030. This may seem a modest figure by European standards, but it represents a revolution in a country where a litre of petrol costs €0.57.

    The kingdom is also aiming for carbon neutrality by 2060, a commitment that has aroused the scepticism of international observers, but which now structures its entire mobility policy. To achieve this, the government is relying on its sovereign wealth fund, the PIF (Public Investment Fund), which is deploying 150 billion Saudi rials (around €34.35 billion) over the decade to build the country’s electricity ecosystem.

    To encourage this change, the government has introduced clear incentives such as exemption from customs duties and registration fees for electric vehicles. The country also provides subsidies for company fleets. This strategy is typical of the Gulf monarchies, where the state pilots and provides massive funding before the market takes over.

    Beyond the 2030 targets, the creation of major urban projects such as NEOM, Qiddiya and The Line will highlight this different way of getting around. In these areas, entire fleets of electric vehicles will be deployed to arouse people’s curiosity.

    The Line is an innovative project that represents the city of the future. Discover the unique combination of advanced technology, environmental sustainability and comfort in this grand project. Explore innovative infrastructure, autonomous vehicles and smart management in an environment designed to live, work and play. Learn more about the significance of “The Line” in the development strategy of the future.

    A charging network in the making

    Infrastructure remains the Achilles heel of Saudi electromobility. To date, the kingdom has around 1,200 public charging points spread over 400 sites, still a modest figure for a territory four times the size of France. But the stated ambition is quite different: 5,000 charging points by the end of 2025 and 50,000 by 2030.

    EVIQ (Electric Vehicle Infrastructure Company), created by the PIF and the Saudi Electricity Company, plans to install around 60 multi-hub stations by the end of 2025-2026, concentrated on the main urban routes: Riyadh, Jeddah and Dammam.

    Credit: EVIQ

    Since January 2024, dedicated investment has reached 5.3 billion Saudi rials (around €1.21 billion), with the aim of covering not only urban areas but also the motorways linking Riyadh to Jeddah (950 km) or Dammam.

    But the challenge is huge: in a country where distances are immense and extreme temperatures put infrastructures to the test, the network must be both dense and reliable. According to a study by Roland Berger, Saudi users are already 94% satisfied with existing public charging points, a higher rate than in Germany or the United States.

    A massive car market, but still shy on electric vehicles

    Saudi Arabia is the leading automotive market in the MENA region (Middle East and North Africa), with around 837,000 new vehicles expected to be sold in 2024. But of this colossal volume, the share of electric vehicles remains marginal. Registrations have jumped from 375 EVs in 2021 to more than 12,000 by the end of 2023, with an estimated share of 15% of new sales in major cities by the end of 2025.

    The most visible electrified models on Saudi roads are mainly imports: Tesla dominates the premium segment, while BYD is aiming to sell 5,000 units by 2025. In the hybrid segment, Toyota and Hyundai/Kia continue to dominate, benefiting from customers who are used to traditional powertrains and reassured by the fact that they are not totally dependent on recharging stations. But local players are emerging who hope to shake up this hierarchy.

    Credit: Ceed

    Ceer, Lucid, EVIQ: the pillars of the national ecosystem

    Saudi Arabia wants to do more than just import electric vehicles. The kingdom is methodically building a national automotive industry, with three strategic pillars:

    • Ceer Motors, Saudi Arabia’s first 100% electric brand, produces saloons and SUVs in partnership with Foxconn and BMW, with a target capacity of 150,000-170,000 vehicles/year.
    • Lucid Motors, in which PIF holds a 61% stake, assembles the Lucid Air at KAEC and plans to produce up to 150,000 units a year, with an agreement to purchase 100,000 vehicles over the decade. The Saudi police have been using Lucid vehicles since the beginning of 2024.
    • EVIQ deploys infrastructure, develops smart-charging and integrated energy solutions for urban projects.

    Several local start-ups complete the ecosystem with fleet management and energy optimisation solutions. Hyundai and Human Horizons are also investing, confirming the country’s international appeal for EV manufacturers.

    Hyundai, Human Horizons and industrial ambitions

    The Saudi ecosystem is not limited to national players. In September 2023, Hyundai announced plans for a local plant to produce electric and gas-powered vehicles, confirming the Kingdom’s attractiveness to major international groups. In June 2023, a €4.8 billion agreement was signed with Human Horizons. This Chinese EV manufacturer develops, manufactures and hopes to sell its EVs on the Saudi market.

    Barriers: price, infrastructure and cultural habits

    Despite these ambitions, the adoption of electric vehicles remains limited by a number of structural obstacles. EVs are still expensive (Lucid Air > €80,000, Tesla > €50,000) compared with combustion vehicles. For such a large area, the infrastructure is inadequate (1,200 public points). Inter-city journeys remain problematic, with the range of the best batteries not exceeding 400 to 500 km. Cultural habits are also holding back adoption: a litre of petrol costs €0.57, thermal SUVs symbolise social status, and almost a third of drivers do not have access to home recharging.

    Outlook: expected to take off from 2025-2026

    The first Ceer deliveries are expected from the second half of the decade, Tesla has opened three dealerships (Riyadh, Jeddah, Dammam) with operational superchargers, and the EVIQ network is beginning to grow. Analysts expect sales to accelerate from 2026 onwards, driven by the arrival of more affordable models and the gradual improvement of infrastructure. The government is keeping up the pressure: the Vision 2030 targets are non-negotiable and investment in the ecosystem is continuing.

    Credit: FAYEZ NURELDINE

    A bet on the future

    Saudi electromobility embodies a fascinating paradox: a country built on oil that is investing massively in its alternative. This transition is not the result of a sudden ecological conviction, but of a strategic calculation to diversify the economy. Vision 2030 is not limited to EVs: it encompasses tourism, renewable energies, urban megaprojects and industrial transformation. Unlike other emerging markets, Saudi Arabia has a major advantage: virtually unlimited financial resources and a centralised political will. The next few years will tell whether this project turns into an industrial success story. In a country where petrol costs nothing and internal combustion SUVs reign supreme, getting electromobility off the ground is as much a technical feat as a cultural revolution.

  • Electromobility in Japan: A half-hearted transition

    Electromobility in Japan: A half-hearted transition

    Marceau Nio

    Japan began its energy transition in transport 20 years ago. And while the development of 100% electric cars is well advanced, it is more complicated. Domestic manufacturers are betting on a gradual transition: hybrids, PHEVs, hydrogen and, more timidly, BEVs. The result: a very solid industry, advanced battery R&D, but slower-than-expected adoption by the general public.

    Panoramic night view of Tokyo illuminated
    Panoramic night view of Tokyo illuminated

    A clear national strategy… but a multi-pronged one

    Japan has ambitious targets for electromobility. Carbon neutrality is to be achieved by 2050. With this in mind, the country has adopted a greenhouse gas reduction target of -60% by 2035 (compared with 2013) as an intermediate step.

    With the aim of boosting the uptake of electrified vehicles, the government is supporting the transition through a range of incentives. The State has introduced direct subsidies for buyers of electric vehicles. These subsidies can be as much as €5,200 per vehicle, to boost sales in relation to the American and European markets. These amounts are intended to stimulate sales in the face of slow adoption of EVs, despite targets of 100% electrified passenger cars by mid-2030 and carbon neutrality by 2050.

    In addition, the Japanese Ministry of the Environment is providing a 30% subsidy (up to 100 million yen, or around €552,000) for companies to install solar panels and batteries, indirectly boosting electromobility via green energy.
    In short, the Japanese government is encouraging its compatriots and businesses to change the mobility industry towards a cleaner source of energy, through a variety of support measures.

    Electromobility in Japan: BEVs stagnate, hybrids reign supreme

    The penetration of 100% electric cars (BEVs) remains low in Japan, at around 3-4% of new sales in 2024 according to several observers, with a marked drop in volumes: only 54,224 BEVs sold, compared with 86,762 in 2023. Nissan dominates this relatively unprofitable segment thanks to the Sakura kei car (22,926 units, despite a 38% drop), followed by Tesla (around 5,000 units) and BYD, which surprised by outselling Toyota (2,223 vs 2,038 units for the €35,000 bZ4X).

    Nissan Sakura electric pink. credit: nissan
    Nissan Sakura electric pink. credit: nissan

    Hybrids (HEV / PHEV): dominant segment

    Non-rechargeable hybrids (HEVs) and rechargeable hybrids (PHEVs) are the vehicles that dominate the market, thanks in particular to the help of its global manufacturer Toyota. The overall market for EVs (BEV+PHEV) has fallen by 33% to 60,000 units in 2024, with HEVs more than making up for this thanks to subsidies maintained at 850,000 yen (~€5,200).

    The land of the rising sun is aiming for 100% electrified new car sales (BEV, PHEV) by mid-2030 and carbon neutrality by 2050, but the conversion is not progressing as well as it should, due to a lack of competitive BEV offerings, affordable prices and, above all, infrastructure. Without acceleration, local manufacturers like Toyota risk losing ground to Chinese imports.

    Toyota C-HR grey
    Toyota C-HR grey

    Infrastructure: accelerating deployment, but uneven coverage

    We’ve been talking about it: the Japanese recharging network is developing well, but not fast enough to allow BEVs to make the most of their potential. However, motorway operators (NEXCO) and utilities (TEPCO, ENEOS), which are public service companies, as well as municipalities, are multiplying the number of fast and AC stations.

    In December 2025, according to the latest estimates, Japan will be stagnating at around 30,000-31,600 public EV charging points (including 8,200 fast ones), with an almost zero year-on-year growth rate of just over 0%, held back by the low take-up of BEVs and high costs. These figures are low, and a long way from the 300,000 connectors targeted by 2030.

    Of the rapid charging points installed, only 60% exceed 50 kW, and the ratio of 1.7 charging points/100 km (2021) remains meagre compared with China (35 charging points/100 km) or France (8.4 charging points/100 km).

    Coverage remains uneven, with rural areas, building car parks and some residential areas still lacking easily accessible solutions. Japan needs to go through a capillarity stage before BEVs become a mass-market option.

    Electric vehicle charging station with solar panels on the roof.
    Electric vehicle charging station with solar panels on the roof.

    Infrastructure: accelerating deployment, but uneven coverage

    Manufacturers: Toyota in the lead, Nissan a pioneer, the others on the move

    • Toyota: national and international hybrid champion. The brand is adopting a cautious BEV strategy, although 2026 seems to be a turning point, with major investment in solid electrolyte batteries (R&D, partnerships).
    • Nissan: with its Leaf model, Nissan has paved the way for the BEV made in Japan. Now the brand must step up a gear in the face of global competition.
    • The other manufacturers, influential both nationally and internationally (Honda, Mazda, Subaru, Mitsubishi, Suzuki), are opting for a variety of strategies. Some are opting for hybrids, while others are stepping up the pace on BEVs.

    Players in battery production :

    Panasonic, GS Yuasa and Toshiba dominate the history of lithium-ion cells and packs in Japan: Panasonic the world leader (Gunma 2028 gigafactory, target 150 GWh/year by 2030 with Toyota/Nissan for $6.97 billion invested), GS Yuasa (develops batteries for Mitsubishi, Boeing 787, 90% of the world’s motorbikes), Toshiba (SCiB™ sustainable fast charge). The trio benefits from subsidies ($2.4 billion in 2024) to boost national production in the face of China.

    Entrance to Panasonic Corporation headquarters. credit: Panasonic. Images
    Entrance to Panasonic Corporation headquarters. credit: Panasonic.
    Images

    Solid-state: a strategic challenge. Toyota and its partners (Idemitsu in particular) are launching pilot projects and investing in the industrialisation of solid-state electrolytes, which could provide a thermal and safety advantage for hot and demanding markets. But industrial mass production is still some way off.

    Infrastructure & energy :

    NEXCO, TEPCO, ENEOS and regional utilities are deploying fast charging points on motorways and at city stations. Local and foreign suppliers of chargepoints (ABB, Siemens) are working together to develop the largest possible number of chargepoints.

    Brakes: why Japan isn’t exploding with BEVs

    • A strong hybrid heritage: present on the market for over 20 years, consumers know and trust hybrids. In fact, these vehicles enable people to adopt reduced fuel consumption without relying heavily on infrastructure. And manufacturers have understood and capitalised on this preference.
    • Partial infrastructure: the network is making progress, but actual availability (charging points close to homes, building car parks, motorways) remains insufficient to reassure all BEV buyers to take the plunge.
    • Costs and supply chain: BEV + expensive cooling systems/batteries weigh on the price of vehicles, which are inevitably more expensive than hybrids.
    • Cautious industrial strategy: the major groups are favouring a multi-technology approach (hybrid + hydrogen + BEV) rather than switching straight to pure BEV. This cautious approach is holding back the growth in BEV volumes.

    Technologies to watch: solid-state and hydrogen

    Japan is banking heavily on solid-state battery technology, as it offers several key advantages: it is less sensitive to heat, making it more suitable for hot climates; it has a higher energy density and is potentially safer due to its more stable chemistry. Toyota is investing heavily in this technology with Idemitsu Kosan. If these efforts lead to industrial mass production by the end of the decade, Japan could regain a clear industrial advantage over global competition in the battery sector.

    At the same time, the country is maintaining a robust strategy in favour of hydrogen fuel cell vehicles (FCEV), positioning this technology as a credible solution, particularly for heavy vehicles and specific uses where range and recharging are essential.

    Conclusion – a Japanese balance, not a blind race

    The speed of transition is twofold for Japan, which is following a different logic. Here, electromobility is being built up in stages, hybrids first, then BEVs, with a technological race on batteries that can change everything. The end of the decade will tell whether the gamble on solid-state technology and the ramp-up of industrial production will have transformed this organised strategy and the power of mobility.

  • Electromobility in Dubai: an ecosystem taking off

    Electromobility in Dubai: an ecosystem taking off

    Marceau Nio
    Electric Porsche SUV in Dubai Credit: Porsche.

    The Emirate of Dubai is establishing itself as a major regional player in electromobility in the Middle East. Backed by a proactive political strategy and rapid infrastructure deployment, Dubai is attempting to chart its course toward carbon neutrality by 2050. However, this transition faces challenges posed by the desert climate and a market still dominated by combustion engine vehicles.

    A clear political ambition

    Dubai is part of the United Arab Emirates’ overall strategy, the “Clean Energy Strategy 2050,” which aims to achieve carbon neutrality by 2050. To this end, government authorities, primarily the Dubai Electricity and Water Authority (DEWA) and the Roads and Transport Authority (RTA), launched the “Green Mobility Strategy 2030” in 2015 with the “EV Green Charger” program.

    The stated objective is clear: to adopt cleaner mobility in private and public transportation. The RTA aims to completely eliminate emissions from its transport network by 2050, including the gradual conversion of buses, taxis, and public fleets to electric or hydrogen power. This strong political commitment places the city nicknamed the “Tiger of the Gulf” among the most influential territories in the Gulf in terms of electromobility.

    A rapidly growing fleet

    In Dubai, the number of electric vehicles continues to rise. At the end of 2022, Dubai had 15,100 electric vehicles. By the end of 2023, this number had climbed to 25,929 vehicles, representing a 72% increase in one year. By the end of the first half of 2025, Dubai is expected to have more than 40,600 EVs out of a total fleet of ~2.5 million vehicles. These figures are certainly on the rise, but they seem low when you consider that

    484,223 vehicles (all types combined) were registered in Dubai in 2024, according to figures from the UAE Ministry of Interior.

    This rapid growth reflects a market that is clearly moving towards electric vehicles, driven by public policy, infrastructure, and growing user interest. The United Arab Emirates as a whole is not limited to 100% electric vehicles: more than 147,000 electric vehicles were registered in 2023, a figure that is also on the rise.

    A study by PwC Middle East indicates that electric vehicles will account for 15% of new sales in the Emirates by 2030, and 25% by 2035. For Dubai, the goal is to reach 42,000 electric cars by 2030. This is certainly an ambitious goal, but the market is showing strong annual growth of +30% between 2022 and 2028.

    Tesla dominates, the Chinese are coming

    As everywhere else in the world, the giant EV manufacturers are battling it out to sell the most cars. Tesla still reigns supreme in this game, with 43% of the electric vehicle market share in the Emirates at the beginning of 2025. The Model Y retains its top spot in Dubai.

    Tesla Model Y, the best-selling model in 2025.

    But as everywhere else, Chinese competition is gaining momentum. BYD, Geely, Chery, MG, Jetour, Nio, and Haval have established themselves in the Gulf country with the same ambition: to offer motorists affordable models. And it’s working: internet searches for Chinese electric vehicles have increased by 64%. For example, global leader BYD offers the Atto 3, a compact SUV starting at 149,900 dirhams (around €37,000), and the Seal. These models are adapted to the desert climate with better thermal management, the menus are adapted and delivered in Arabic, and, as always, they offer competitive range.

    A rapidly expanding charging network

    Of course, zero emissions and an increase in low-carbon vehicles mean charging infrastructure. With this in mind, the EV Green Charger program (Dubai’s first public charging infrastructure for electric vehicles) was launched in 2015. While it had only 14 users and a few charging stations when it started, by the end of 2025 there were 1,270 EV Green Charger stations available in Dubai. The goal for 2030 is 10,000 public charging stations.

    DEWA, the organization that manages and deploys the EV Green Charger program in Dubai, offers attractive rates to encourage the population to switch to electric vehicles. The government organization offers a charging rate of 29 fils per kilowatt-hour (€0.075), as well as free charging to encourage adoption.

    The American giant TESLA is also present with its Supercharger network, which has more than 20 stations in the Emirates.

    The conversion of public transport

    While private individuals are gradually adopting electric vehicles, the RTA is preparing to convert its public fleets, a major technical challenge in the desert. That is why, in June 2025, the RTA signed a 1.1 billion dirham ($270 million) agreement to purchase 637 new buses, including 40 fully electric buses, the largest order ever placed in the Emirates.

    These Chinese buses, manufactured by Zhongtong, are designed for Gulf conditions and will be delivered between late 2025 and early 2026. They are responsibly produced, as they comply with European “Euro 6” standards. This huge purchase is not a leap into the unknown, as in April 2025, the same organization (RTA) launched a test of a Volvo bus. With a 470 kWh battery offering a range of 370 kilometers, it convinced local authorities that electric mobility is suitable for all types of transportation.

    A major technical challenge: climate

    Gulf countries experience high temperatures in summer, with readings sometimes exceeding 95°F. As we know, these harsh conditions put lithium-ion batteries to the test. Thermal management is crucial to prevent premature degradation or reduced range, which could discourage drivers. Tests show that some vehicles lose 10% of their range in extreme heat. Even though concrete solutions are slow to emerge, manufacturers are committed to enabling drivers around the world to switch to cleaner four-wheeled transportation. This is the case, for example, with BYD, whose Blade battery limits this loss to 5%.

    View of Dubai at night.

    In the coming years, solid-state batteries are expected to become more widespread. They are resistant to high temperatures and more chemically stable, but their production is limited and they are likely to be used in high-end EVs over the next five years.

    For electric buses, continuous air conditioning consumes a lot of energy, so the RTA tests each model and favors the most resistant vehicles.

    Attractive incentives

    With the goal of achieving carbon neutrality by 2050, the Dubai government has introduced several incentives:

    • Free parking: Electric vehicle owners benefit from free parking spaces in many public areas.
    • Fee exemptions: Reduced registration fees and exemption from tolls on certain roads.
    • Subsidized charging: controlled charging rates and periods of free charging.
    • Priority lanes: access to reserved lanes to facilitate traffic flow.

    These measures, combined with a relatively clean electricity mix, largely supplied by imports from neighboring countries and a growing share of local renewable energy, enable electric vehicles to have a carbon footprint well below the regional average.

    A burgeoning local industry

    On the local industry side, M Glory Holding Group launched what is billed as the first electric vehicle production plant in the Emirates in 2022, located in Dubai Industrial City. The plant has an ambitious capacity of up to 55,000 electric vehicles per year. These are encouraging figures for Dubai, although in reality, the situation is less clear-cut, as since 2023, no public data on production, sales, etc. has been released by the company.

    In terms of charging infrastructure, local companies are developing. UAEV, an EV infrastructure company, obtained its license as an independent charging station operator in Dubai in October 2024, giving it the right to operate public charging stations autonomously. Since then, the company has been fully active and is collaborating with several companies and local authorities.

    UAEV charging station. Credit: UAEV.

    Major distributors such as Al-Futtaim play a key role in distributing brands such as BYD, Tesla, and other international manufacturers, contributing to the democratization of electric vehicles in the emirate.

    But while a few local players are developing to support this transition, the market remains largely dominated by international distributors and importers. The role of local companies remains limited, focusing more on assembly and infrastructure development than on the mass production of electric models.

    The challenges ahead

    Despite rapid progress in the electrified mobility ecosystem, several obstacles remain: The still small share of electric vehicles: despite strong growth, electric vehicles still represent a minority share of the total vehicle fleet in the emirate. The road to maturity for electromobility remains long.

    Purchase cost: even with incentives, electric vehicles remain more expensive than their combustion engine equivalents, limiting access to these vehicles, even the most affordable ones.

    Accelerated battery wear: the hot climate accelerates battery degradation, reducing their lifespan and increasing maintenance costs.

    Dependence on robust infrastructure: the continued expansion of the charging network remains essential to remove barriers to adoption, particularly for long journeys and interurban travel.

    A region taking flight

    Dubai is no longer in the experimental stage. The city is positioning itself as a spearhead for carbon-free mobility in the Gulf thanks to a proactive strategy, rapid infrastructure deployment, and growing adoption, although still too modest.

    However, the city is working on this transition: incentives, conversion of public fleets, and planning towards 2050 are essential levers for democratizing this means of transportation.

    However, the city is working on this transition: incentives, the conversion of public fleets, and planning for 2050 are essential levers for democratizing this means of transportation.

    Dubai is a fertile ground for electromobility: strong growth potential, political support, and a need for innovation to adapt electromobility to the local context. Despite the natural difficulties linked to climatic conditions in particular, the path forward has been laid out.

  • French Overseas Territories: electrical challenges at the ends of the earth

    French Overseas Territories: electrical challenges at the ends of the earth

    Marceau Nio

    At a time when countries are developing their energy transitions for transport, are France’s overseas territories, which are often overlooked in major national plans, being left behind when it comes to electromobility? Logistical challenges, a unique energy mix, ambitions that are sometimes thwarted: territory by territory, let’s find out where electromobility stands off the French mainland in 2025.

    Electric car on a mountain road surrounded by dense vegetation.
    An electric car drives along a mountain road in the middle of nature, illustrating sustainable mobility in green landscapes.

    La Réunion

    Réunion is the leader in electromobility in the French overseas territories, with the highest penetration rate. With a total of 6,005 new vehicles sold in the first quarter of 2025, the island is down 8.4% on last year. The same applies to electrified vehicles: 742 electric vehicles sold, a fall of 32.1%.

    In these figures, BEVs account for 631 units (10.5% market share), while PHEVs represent 111 units (1.8% market share). These declines are largely due to the abolition of the local tax exemption and higher prices.

    It also has the highest density of charging points (462 public points), supported by local operators such as EZDrive. The region has a high overall electrification rate (49.9%), but remains highly sensitive to economic and political uncertainties.

    Martinique

    By 2025, the region will have 211 public charging points, a figure that is rising but still insufficient to support motorists. They are deployed by various operators: EZDrive, VoltDom and TotalEnergies, who offer competitive average tariffs.

    The market for electric vehicles remains modest (4.9% market share in 2024).

    There are several reasons for this low penetration:

    • A road network that consumes a lot of energy (steep gradients, almost constant air conditioning);
    • a limited range of models that are not always adapted to local constraints ;
    • a tense economic and social context.

    Guadeloupe

    Guadeloupe has more than 184 public charging points, a number that is still low but growing steadily, supported by players such as gmob, EZDrive and TotalEnergies.

    Renault Zoe plugged into an electric charging point.
    A Renault Zoe recharges at a charging point, illustrating the boom in electric vehicles in the French overseas territories.

    In terms of sales, the results are encouraging: despite an overall decline in the passenger car market (-6.1% in 2024), the share of electric vehicles is between 5 and 6%, representing an increase of around 20%.

    As well as cars, electromobility is also making headway on two-wheeled vehicles: in recent years, the majority of mopeds sold have been electric.

    EDF Guadeloupe has also launched the D.R.I.V.E. project, an experiment designed to measure the benefits of photovoltaic shading dedicated to recharging, with intelligent control to favour hours of sunshine.

    French Guiana

    Despite having the largest territory in French overseas territories, electromobility in French Guiana is struggling to take off. The public network has just 30 charging points, making it the least equipped territory. This shortfall is a major obstacle, and the market share of BEVs remains below 3%.

    Paradoxically, French Guiana is one of the most advanced regions in terms of carbon-free electricity production, thanks to the Petit-Saut dam and its hydroelectric potential, which covers almost 70% of electricity needs.

    Mayotte

    Probably the most troubled territory, Mayotte suffers from a very fragile economy. The car market is in crisis, with a 12.6% fall in second-hand cars by 2024, and a low penetration of pure electric cars (just over 3%).

    Despite this, the rate of hybrid electrification is high (30.2% by 2022). The transition is underway, but is severely hampered by local economic constraints.

    Data on infrastructure is non-existent: this lack of public information means that the region is significantly behind the times.

    New Caledonia

    In 2022, New Caledonia adopted an Energy Transition Plan (STENC 2) with a clear objective: 18,500 electric vehicles by 2030. The territory has already made progress: around 1,000 EVs are on the road, there are some forty charging points (Hivy network), and the first 150 kW hypercharging point was inaugurated in 2025.

    Local aid also supports the transition:

    • bonus of 600,000 CFP francs (around €5,030) for the purchase of an EV;
    • preferential electricity tariff for charging points: 8 francs/kWh during the day and 20 francs/kWh at night (compared with 34.96 francs for the standard tariff).

    However, the transition is still being held back by cultural (strong attachment to 4×4 vehicles), economic and political factors.

    BYD Seal U on a coastal road by the sea.
    The BYD Seal U drives along a coastal road in the sunshine, a typical landscape found in many overseas territories. (Credit: BYD Guyane)

    French Polynesia

    The market is still in its infancy, with only 2 to 3% electric cars and around 150 sold each year.
    Unlike New Caledonia, Polynesia offers no significant subsidies, which is holding back adoption.

    Scaling up is limited by the almost non-existent infrastructure, particularly in view of the very recent authorisation (2024) to install chargeable charging stations of more than 3 kW.

    Saint-Barthélemy & Saint-Martin

    In these areas, electromobility is still a niche mode of transport, at the top end of the market: the transition is mainly being made by importing luxury models, often hybrids. Public charging points are rare, and local support is virtually non-existent.

    Other overseas territories

    In Saint-Pierre-et-Miquelon and Wallis and Futuna, markets are marginal or non-existent. With no recorded infrastructure and a low population density, the entire market depends on imports, with demand remaining very low.

    Integration into national policies

    France has been encouraging electromobility for years, particularly through public subsidies. But while national schemes (ecological bonuses, social leasing) are theoretically open to the French overseas departments and territories, their application is proving complex.

    The government has increased the bonus for the DROMs by €1,000, up to a maximum of €8,000 depending on resources. However, the conversion bonus has been abolished for private individuals since December 2024.

    A €500 tax credit for the installation of a home charging point has been extended until 2027. The ADVENIR ZNI programme, set up by ADEME, finances up to €2,160 per charging point in non-interconnected zones. In particular, it encourages solar charging to avoid peaks in consumption.

    However, these aids are not always as successful as expected: high logistical costs, import prices, lack of take-back structures, low terminal density and local tax policies limit their impact.

    Solar charging stations for electric cars in a car park in Martinique.
    Solar recharging stations in Martinique, an example of innovative solutions adapted to the energy realities of overseas France. (Credit: Terre Solaire)

    Cross-cutting challenges and strengths

    The overseas territories present an energy paradox: heavy dependence on fossil fuels, but considerable renewable potential (sun, wind, hydroelectricity).

    Their status as non-interconnected zones means that the cost of electricity production can be up to ten times higher than in mainland France.
    This context complicates the emergence of sustainable electromobility, where optimising recharging and coordination with local energies are essential.

    There are also socio-economic constraints (poverty, high prices, unsuitable models) and the intensive use of air conditioning, which consumes a lot of battery power. However, the short distances between islands are an advantage: they make them natural laboratories for the energy transition, particularly through mini-grids, solar shading and intelligent management of recharging.

    Conclusion

    While La Réunion is leading the way, with a penetration rate in excess of 10%, the transition remains very uneven across France’s overseas territories. Martinique, Guadeloupe, French Guiana and Mayotte are lagging behind, while New Caledonia and Polynesia have ambitions despite a still limited market.

    There is real integration with the aid available in mainland France, but their effectiveness requires differentiated support and wider access to recharging. The decade 2025-2035 will be decisive: the challenge is clear – to make the overseas territories major levers for sustainable mobility.

  • Electromobility in Canada: a thwarted transition

    Electromobility in Canada: a thwarted transition

    Marceau Nio

    Canada’s ambitions are among the highest in the world, with a target of 100% zero-emission vehicle sales by 2035. But by 2025, the reality on the ground is quite different: sales of electric vehicles are plummeting, the infrastructure is struggling to keep up and the government incentives that boosted the market have abruptly disappeared.

    Electric vehicle on a mountain road in Canada
    An electric vehicle drives along a Canadian mountain road, illustrating the challenges of autonomy in cold, isolated terrain.

    Stable car market, but electric cars in freefall

    The Canadian car market is relatively stable, with around 159,000 vehicles sold in October 2025, down 1.8% on October 2024. A slight drop, but over the first nine months of the year, Canada sold almost 1.45 million units, up 5.9% on the same period last year. So the overall market is in good shape, but unfortunately these figures mask a much bleaker reality for the electric mobility sector.

    Zero emission vehicles (ZEVs) are having a catastrophic year in 2025. In the second quarter, their market share fell to 9.2%, compared with 9.7% in the first quarter. What is even more striking is that in June 2025, 14,090 zero-emission vehicles were sold, representing a significant fall of 35.2% compared with June 2024. Over the first six months of 2025, the figure was the same: 79,476 electric vehicles were sold, a fall of 29.8% compared with the same period in 2024. This spectacular fall is mainly due to the end of subsidies.

    The end of incentives: a major blow

    As explained above, the country’s objective for the energy transition in transport is ambitious. To achieve a drastic increase in the uptake of EVs, the government has had to introduce budgetary incentives. The federal iZEV (Incentives for Zero-Emission Vehicles) programme, launched in May 2019, offered up to CAD 5,000 in rebates for the purchase of a new electric vehicle. This scheme enabled more than 185,000 Canadians to switch to electric vehicles.

    But in January 2025, the government announced the suspension of the programme, having exhausted its budget. This decision had an immediate effect: sales of BEVs fell by 57% between the fourth quarter of 2024 and the first quarter of 2025. Plug-in hybrids are not to be outdone either, with sales down 44% over the same period.

    Quebec, the historic powerhouse of electromobility in Canada (strong financial incentives, high EV adoption rates and a well-developed recharging network), also suspended its provincial incentives in February and March 2025. In that province, Tesla registrations fell from 5,097 vehicles in the fourth quarter of 2024 to just 524 in the first quarter of 2025, a staggering 90% drop. Despite this, Canadian provinces have autonomy over certain policies, and Quebec was able to relaunch the “Roulez Vert” incentive programme on 1 April 2025, giving Quebecers up to $4,000 CAD in assistance towards the purchase of an electrified vehicle.

    These figures reflect our dependence on public subsidies and reveal the fragility of the Canadian market: when subsidies stop, sales immediately plummet.

    Hybrids: the big winners in 2025

    This drastic fall in sales has benefited conventional hybrid vehicles, which have managed to hold their own. For the first time in 2025, they have overtaken zero-emission vehicles in terms of market share. In the second quarter, conventional hybrids accounted for 12.9% of sales, compared with 9.2% for all ZEVs.

    This shift is due to a number of factors common to other countries: electric vehicles are considered too expensive by motorists, and there are still too few recharging facilities in Canada. Hybrids appear to be a compromise.

    Map of Canada showing electric vehicle charging stations
    Map showing the location of public charging stations and the uneven distribution of the network across Canada (Credit: electricautonomy.ca).

    An inadequate recharging network

    Canada had around 33,767 public charging points spread across 12,955 stations in March 2025, an increase of 24.2% on the previous year. This is encouraging progress, but it falls far short of what is needed, because with its 39 million inhabitants and vast territory of almost 10 million km², Canada suffers from a dispersed geographical coverage, making long-distance journeys more difficult for electric vehicle users.

    By way of comparison, France has over 163,000 points for 67 million inhabitants, spread over “only” 551,000 km².

    According to a study by Dunsky Energy and Climate, Canada would need 100,520 charging points to achieve its targets. In 2021, the same firm estimated that the country would need 52,000 charging points by 2025. So the development gap is definitely there.

    Regional disparities are marked. Most of the infrastructure is concentrated in British Columbia and Quebec. The Atlantic provinces, the Prairies and Northern Canada remain largely under-equipped.

    Tesla’s Supercharger network remains the largest in the country. In 2025, Tesla opened up its charging stations to vehicles from other brands. Promising initiatives are emerging: in February 2025, the Australian company Jolt received 194 million dollars to install up to 1,500 chargers in urban centres.

    General Motors dethrones Tesla

    This year has also seen a major change in terms of manufacturer supremacy: General Motors has become the leading seller of electric vehicles in Canada, dethroning Tesla. GM has an expanded portfolio of 13 electric models, divided between Chevrolet, Cadillac and GMC.

    Tesla, which held almost 50% of the electric vehicle market share at the start of 2022, accounted for just 10% in April 2025. This fall can be explained by the arrival of new competitors on the market.

    Tesla car parked in a Vancouver street
    A Tesla photographed in Vancouver, a symbol of the recent decline in sales despite the manufacturer’s strong presence in Canada.

    Key Canadian players

    Canada is gradually developing its EV industrial chain:

    • Lion Électrique, a Quebec manufacturer of electric buses and trucks, plans to have more than 1,400 vehicles on the road by 2025.
    • DANA TM4, also based in Quebec, designs and produces electric motors for buses, trucks and industrial vehicles in Canada and abroad.
    • Electrify Canada, a network of ultra-fast charging stations, is rolling out its infrastructure in several provinces, but is still limited in relation to needs.

    These players exist and are growing, but their market share remains modest, and no local player dominates the national EV market.

    The 2035 mandate: an unrealistic objective

    With a view to validating its transport energy transition targets, the Canadian government had previously imposed progressive sales targets on manufacturers: 20% VZE by 2026, 60% by 2030 and 100% by 2035. But in September 2025, the government suspended the targets for the 2026 model year. Prime Minister Mark Carney justified this pause by the need to give manufacturers “flexibility”.

    Quebec, for its part, has adjusted its targets: in September 2025, the government replaced the objective of 100% zero-emission vehicle sales by 2035 with a target of 90%, now including plug-in hybrids, a decision it justifies as a pragmatic compromise in view of the “North American realities” of the market.

    The question now is: how can Canada hope to achieve 100% electric sales in 2035 when it is struggling to exceed 10% in 2025?

    Snow-covered charging point for electric vehicles
    A charging point covered in snow, illustrating the impact of harsh winters on the use of electric vehicles in Canada.

    Structural challenges persist

    Canada faces a number of major obstacles:

    • Purchase price: without subsidies, electric vehicles remain out of reach for many Canadians. While in Europe several entry-level models are available for less than €25,000, and China has some of the most affordable electric vehicles in the world, Canada has a much more limited range. The cheapest models start at around $30,000 CAD (around €19,000). Despite this equivalent price level, the choice of genuinely accessible vehicles remains limited, reinforcing the idea that, without government support, electric vehicles will remain difficult to access for a large proportion of Canadian households.
    • Climatic conditions: harsh winters reduce battery life by 20-40%, a challenge for manufacturers and motorists alike, who have to adapt to these demanding and restrictive regional conditions. With such a well-developed recharging network, the adoption of EVs is complicated.
    • Regional disparities: this vast territory is not developed on the same scale. While British Columbia and Quebec have electric vehicle market shares of 11.8% or more, Ontario, Alberta and the Atlantic provinces are lagging far behind, particularly in terms of recharging infrastructure.
    • Attachment to pick-ups: Canada is one of the countries with the highest proportion of vans and pick-ups in the world. But electric pick-ups are expensive, and their range drops sharply in winter or when towing. For many Canadians, the current electric range does not meet their real needs (towing, long distances, outdoor work).

    Canada, an ambitious but limited country

    In 2025, Canada will embody the contradictions of the electricity transition. With some of the most ambitious regulations in the world, the country is lagging behind Europe and China.

    Yet Canada has considerable assets: huge reserves of critical minerals, an established automotive industry and a relatively clean electricity mix. But these assets will not be enough. Without a clear strategy, massive investment in infrastructure and stable incentives, Canada runs the risk of seeing its 2035 ambitions unfulfilled. Canada’s electric transition is currently on hold.