Segment: OEM

How could tax changes challenge the UK’s fragile new-car market?

The UK saw a small improvement in new-car registrations in October. How could potential government taxation changes challenge this growth? Autovista24 special content editor Phil Curry examines the market.

The UK’s new-car market remained stable in October, with a small 0.5% rise in deliveries. According to the latest data from the SMMT, 144,948 passenger cars were registered in the month. This was just 660 units more than in October 2024.

While the numbers are comparable, the powertrain split has changed dramatically in the last 12 months. Internal-combustion engine (ICE) models are no longer the dominant force in the monthly figures.

Electrified models, including full hybrids (HEVs), plug-in hybrids (PHEVs) and battery-electric vehicles (BEVs), led for the second month in succession.

Across the first 10 months of 2025, UK registrations were up 3.9% with 1,723,120 deliveries. This has been helped by the strong performances in the plate-change months of March and September. These months helped counter five months of declines across the year so far.

The SMMT’s quarterly industry outlook suggests new-car registrations will top two million units for the first time since the pre-COVID-19 pandemic period of 2019. This year is forecast to reach 2.01 million, while the country is expected to see 2.03 million deliveries next year.

Employee Car Ownership challenge

The UK’s new-car market looks set to beat figures from 2019 for the first time since the pandemic. However, there are looming threats that could scupper further recovery in the coming years.

The ending of Employee Car Ownership Schemes (ECOS) is one such challenge. Operated by manufacturers and dealers, these allow employees to buy new cars at reduced prices. This enabled lower monthly repayments and at a low rate of interest.

The Autumn Budget of 2024 laid out plans to end ECOS by April 2026. However, this date has now been pushed back to October 2026. These vehicles will now be categorised as company cars and taxable benefits.

According to the government, this will add £275 million (€312 million) to the exchequer between 2026 and 2027. It states that an estimated 76,000 individuals will become liable for the income tax associated with the benefit in kind (BIK).

‘These individuals may now need to pay the appropriate benefit-in-kind charge or seek an alternative arrangement with their employer. Impacted employees may choose to retain the current vehicle through a normal car scheme, choose a lower-emitting (lower tax) vehicle or choose to go without a company car altogether,’ the government stated.

Revenue lost

The SMMT argues that plans to end ECOS will impact the UK’s automotive market. It could prevent employees from accessing cars at a more affordable price point, while also challenging electric vehicle (EV) adoption. As these cars are expensive, ECOS puts them within reach of many industry workers.

‘With around 100,000 cars supplied via ECOS a year – equivalent to around 5% of the annual new car market – such a step would depress growth and seriously impact the nearly new and used markets,’ the SMMT stated.

‘More than £1 billion in revenue would be lost to industry and 5,000 manufacturing jobs put at risk. Additionally, the Treasury would incur a £500 million hit from lost VAT and Vehicle Excise Duty receipts. The total cost would be more than double that allocated to the Electric Car Grant (ECG), effectively wiping out the growth it is intended to stimulate,’ the body added.

Pay per mile plans for BEVs

A further threat could be announced in the 2025 Autumn Budget. The Telegraph reported that Chancellor Rachel Reeves is expected to unveil plans for per-mile road charging, targeting BEV drivers. Drivers of hybrids also look to be affected by the additional cost, but to a lesser extent.

The plans would see all-electric owners pay 3p per mile, with annual payments based on estimates. Should these prove inaccurate, top-up payments would be required, or any overspend would be rolled into the following year. The plans would help balance lost fuel duty revenue.

According to the publication, the average BEV driver would pay an extra £250 a year. The move looks to be framed as one of fairness, with owners of petrol and diesel cars paying £600 on average in fuel duty.

Yet the plans could distort the total cost of ownership on BEVs, especially for those without off-street parking. The government is reducing red tape, allowing councils to install gullies between properties and roads, enabling on-street parking and charging. However, this requires the ability for drivers to park outside their homes. It does not consider those living in flats, without access to dedicated parking spaces.

In this instance, drivers using only rapid or ultra-rapid chargers would pay around 24p per mile for the energy they use, according to the RAC. Using a home charger, the RAC indicates a charging cost of 8p a mile. With the government plans, 3p would be added on top of every mile. Meanwhile, with fuel duty included, drivers of petrol cars pay around 15p a mile.

Increased ownership challenge

‘We recognise the need for a new approach to motoring taxes, but at such a pivotal moment in the UK’s EV transition, this would be entirely the wrong measure at the wrong time,’ commented the SMMT.

‘Introducing such a complex, costly regime that targets the very vehicles manufacturers are challenged to sell would be a strategic mistake. It would deter consumers and further undermine industry’s ability to meet zero-emission vehicle (ZEV) mandate targets, with significant ramifications for perceptions of the UK as a place to invest. A smarter, fair and future-ready taxation system requires a fundamental rethink, one that must be done in full partnership with the industry and other stakeholders,’ the body added.

The automotive market is already tackling the introduction of vehicle excise duty (VED) for electric cars this year. Additionally, many models are now eligible for the Expensive Car Supplement (ECS), increasing their annual tax cost.

The ECG, introduced earlier this year, has also had a small impact on BEV registrations. Only two cars, the Ford Puma Gen-E and Ford E-Tourneo Courier, are eligible for the full £3,750 subsidy. 38 other models qualify for the lower £1,500 offer.

For the third time this year, BEVs made up more than a quarter of registrations in the UK during October. However, the 25.4% share is still below the ZEV mandate target of 28% for 2025. This will rise to 33% in 2026.

But any change in taxation around BEVs, either with the removal of ECOS or the introduction of per-mile charging, could influence buyer decisions around the technology. Once seen as an affordable way of motoring, these changes could push some models out of reach for many drivers.

Have BEVs benefited from incentives?

Registrations of BEVs increased by 23.6% in October, with 36,830 new units taking to UK roads. This was the second full month of the ECG. It was announced in July, and the first models were revealed in early August.

The volume growth, while encouraging, is the fourth-lowest total of 2025 so far. The share of 25.4%, up 4.7 percentage points (pp), is encouraging. However, it may have more to do with the collapse in the petrol market. While the fuel still dominates figures, it has seen volumes plunge each month.

BEV market growth is also being outpaced by PHEVs. Damaging the benefits of all-electric ownership could tip the balance for a powertrain which is already walking a tightrope.

In the first 10 months of 2025, BEV registrations improved by 28.9%. In total, 386,244 all-electric models left showrooms, an increase of 86,511 units. However, this was down from a peak of 34.6% in June. The year-to-date improvement has slipped steadily downwards since the ECG was announced.

Across this period, BEVs took a 22.4% market share. This is up from 18.1% at the same point last year, but the 4.3pp difference is lower than the 5pp increase recorded in June.

PHEVs’ impressive growth

While the BEV market performs well, its pace of growth is being outpaced by PHEVs. In October, registrations for the powertrain increased by 27.2% year on year, as 17,601 new cars were delivered. However, this only equates to a difference of 3,796 units.

The result gave PHEVs a 12.1% market share in the month, up 2.5pp compared to October 2024. Once again, the technology ended the period close to HEVs in terms of volume and share.

Between January and October, PHEV deliveries increased by 37.1%, with 190,240 registrations. The powertrain gained 2.6pp on its 2024 market share, ending the period accounting for 11% of all registrations.

Combining BEV and PHEV figures, the electric vehicle (EV) market saw volumes improve by 24.7% in October with 54,431 registrations. This allowed for a 7.4pp jump in market share to 37.6%.

Across the first 10 months of the year, EVs were up by 31.5% with 576,484 deliveries. Having taken a third of the market for the first time in September, the technology maintained this trend with a 33.5% share, up 7.1pp.

Electrified models lead UK figures again

The UK counts hybrid registrations differently from other major European markets. Rather than merging mild hybrids with HEVs, it splits them into their respective petrol and diesel categories.

With this in mind, HEV deliveries grew by 2.1% in October, with 19,250 units delivered to customers. This equated to a rise of just 388 cars, compared to the same period last year. The small volume improvement meant the HEV market share remained stable at 13.3%, representing a 0.2pp rise year on year.

From January to October, HEVs saw 8% growth, with 241,919 units taking to the country’s roads. This represented a 14% market share, up 0.5pp compared to the same period in 2024.

Combining HEVs with EVs reveals that for the second time, electrified models led the monthly registration figures over ICE. In total, 73,681 models were delivered, a 17.9% rise, equating to 11,185 more units. This gave the technology a 50.8% market share, up 7.5pp.

However, this slim lead was not enough to change the status quo in the year-to-date figures. With 818,403 registrations, electrified volumes were up 23.5%. They held a 47.5% market share, up from 39.9% at the same point in 2024.

With two reporting periods of 2025 left, a large effort is needed for electrified models to lead the market. Between September and October, the year-to-date share only increased by 0.3pp. However, it does suggest that 2026 could be the first year to see ICE succumb to the electrified sector.

ICE holding on in year to date

The petrol market has been in freefall for some time. Despite a rare instance of growth in September, normal service resumed in October, with an 11.6% decline in volumes. In total, 64,360 petrol cars were delivered, down by 8,471 units. The powertrain still led the overall UK market with a 44.4% share, but this was down by 6.1pp year on year.

This performance added to the year-to-date drop the fuel type is experiencing. Between January and October, petrol deliveries were down 8.5% with 814,154 registrations. The market share of 47.2% is still dominant, but down by 6.4pp.

Diesel’s decline also continued in October. With 6,907 units, volumes were down 22.9% year on year. The 4.8% hold of total registrations was the second-lowest of 2025, and 1.4pp down on last year.

Over the first 10 months of 2025, diesel has seen its volumes decrease by 15.1%, with 90,563 units delivered. This left it with a 5.3% market share, down 1.1pp.

Combining the two powertrains, the ICE market fell 12.9% in October as just 71,267 units made it to UK roads. This was a drop of 10,525 units, leaving electrified models to help the new-car market to its slight growth. The performance left the sector with a 49.2% market share.

However, ICE still led across the first 10 months of 2025. With 904,717 registrations, volumes were down 9.2%. But the technology still held 52.5% of the total market, suggesting it will end the year as the leading powertrain group.

EVs continue to energise Spain’s surging new-car market

Of Europe’s major new-car markets, Spain’s is shining the brightest. But with electric vehicles (EVs) once again powering growth, could incentive uncertainty dim this success? Tom Hooker, Autovista24 journalist, evaluates the figures.

At first glance, Spain’s 15.9% year-on-year new-car market growth recorded in October seems undeniably positive. It marks the country’s sixth consecutive month of double-digit growth and the eighth overall in 2025. So far this year, the country has not registered any decreases in overall monthly volume.

Compared with October 2024, an additional 13,313 units were delivered according to Autovista 24 calculations of ANFAC data. This brought the month’s total to 96,785 registrations.

Important takeaways

Of all the powertrains, EVs and hybrids, including both full and mild-hybrids, were at the centre of this growth. This highlights Spain’s increasing interest in electrification.

‘October’s new-car registration figures provided three important takeaways. Firstly, this was the first month in which deliveries surpassed pre-pandemic levels,’ noted Ana Azofra, Autovista Group’s head of valuations and insights, Spain.

‘Secondly, we are seeing the clear dominance of hybrid vehicles, which accounted for 43.2% of all registrations. Thirdly, Spain continues to make steady progress toward electrification. Plug-in hybrids (PHEVs) and battery-electric vehicles (BEVs) reached a 22.4% market share in October, to the detriment of internal-combustion engines. For example, diesel vehicles accounted for only 5.6% of sales.’

‘Overall, the month highlights Spain’s ongoing move toward vehicle electrification, supported both by the product strategies of carmakers and by increasing consumer interest in lower fuel consumption and reduced emissions,’ Azofra commented.

Individual buying power

The private sales channel boosted registrations in October, according to ANFAC. It saw a 23.9% year-on-year increase to 51,359 units. The corporate sector also enjoyed a delivery boost of 10.2% in the month, reaching 39,860 units. Conversely, the rental channel suffered a 5.2% decline to 5,566 registrations.

Spanning the first 10 months of 2025, new-car volumes rose by 14.9% to 951,388 deliveries according to Autovista24 calculations.

‘The market continues its upward trend in October and accumulates 14 consecutive positive months. Private purchases continue to mark significant increases compared to 2024,’ said GANVAM communication director Tania Puche.

In contrast, new-car volumes in France, Germany, Italy and the UK have not deviated far from their 2024 figures. This, combined with rising economic and geopolitical uncertainty in Europe, makes Spain’s performance particularly impressive.

However, it is not all positive news. October’s result is the lowest monthly growth since June. So, is there a genuine cause for concern?

Incentive uncertainty for EVs

The MOVES III purchase incentive scheme was implemented in April this year. Since then, EV volumes, which combine BEV and PHEV deliveries, have soared.

From May to August, both BEVs and PHEVs enjoyed triple-digit year-on-year growth every month. This plug-in progress culminated in a 24.4% market share in August, according to Autovista24 figures. Last month, however, the EV market share was two percentage points (pp) lower, according to ANFAC data.

The national incentive scheme runs until 31 December 2025. There has been no official announcement that the subsidies will continue past that date.

‘On the table now is the question of whether the MOVES incentive plan will be renewed. This could help maintain the current pace of growth in the market share of EVs. In fact, the funds in some autonomous regions have already run out, with the EV market share falling by 1.6pp compared to September,’ highlighted Azofra.

‘We are concerned about the lack of visibility we have regarding the continuity of aid in those regions or autonomous communities where the budget has been exhausted,’ added Faconauto communication director Raúl Morales.

Possible impact

A complete exhaustion of EV incentives would have a heavy impact on the wider new-car market. Excluding plug-ins from October’s overall figures would have resulted in monthly registrations growth of just 2.1%.

‘It is necessary to apply immediate measures and additional allocations to respond to buyers until the end of the year. Any uncertainty around the purchase decision must be dispelled because we cannot afford for the market to lose momentum, just as it was starting to recover,’ stated Puche.

The end of a deduction in personal income tax for the purchase of EVs could also slow down Spain’s plug-in demand. The current regulation states that the vehicle must be purchased between June 2023 and December 2025.

‘Market developments highlight the urgent need to extend MOVES funds until the end of the year to avoid a sales shutdown. A situation that could worsen in January 2026, when the 15% deduction in personal income tax for the purchase of electrified vehicles also ends,’ commented ANFAC general director José López-Tafall.

EVs remain resilient

Despite incentive uncertainty, EV volumes continued to perform strongly against 2024 figures. Plug-in deliveries surged by 118.9% in October, reaching 21,690 units and a 22.4% market share, according to Autovista24 calculations.

This meant that, for the first time in 2025, year-to-date EV growth crept into triple-digit figures, recording a 100.2% improvement.

This was thanks to an extra 90,284 registrations compared to the same period in 2024. A total of 180,421 units were delivered in the 10-month period. Plug-ins accounted for 19% of the new-car market from January to October, up 8.1pp.

Yet, even with Spain’s surging EV growth, it is still behind other major new-car markets in terms of plug-in share. This includes France, Germany and the UK.

‘In 2025, electrification has taken a leap forward in Spain, motivated by the remarkable commercial effort of brands and the provision of purchase aids. However, although these figures are positive, they still place us below the European average: a 19% EV share in passenger cars compared to 25% in the EU,’ noted López-Tafall.

‘In addition, the current pace is still insufficient to meet the emission reduction targets for both passenger cars and commercial vehicles. This is not the time to settle, but to accelerate,’ he added.

PHEV surge drives EVs

For the seventh successive month, PHEVs were Spain’s best-performing single powertrain in terms of registration growth. Volumes soared by 145.5% in October to 12,621 units, according to Autovista24 calculations. Yet, after a peak improvement of 178.9% in July, growth has slowed in every month since.

On a more positive note, the technology’s market share rose by 6.8pp to 13%. This uptick was less pronounced in the cumulative figures. The powertrain accounted for 10.4% of overall deliveries compared to 5.7% during the first 10 months of 2024. Meanwhile, volumes soared by 109.6% to 99,283 units.

Meanwhile, BEVs enjoyed a year-on-year increase of 90.2% in October, with 9,069 units. This was an improvement from September’s 59.7% increase. All-electric models captured 9.4% of total volumes, up from 5.7%.

The powertrain’s share in the year-to-date reached 8.5%. This equated to a 3.3pp increase from October 2024. Volumes improved by 89.7% in the first 10 months of the year, thanks to 81,138 deliveries.

No respite for diesel

At the other end of the spectrum, deliveries of diesel-powered cars have dropped month to month, with October no exception. The fuel type endured a 28.6% fall in volumes to 5,459 units, according to Autovista24 calculations. However, this was diesel’s smallest decline since March.

This translated to a 5.6% share, down from 9.2%. It also marked the fourth time this year that the powertrain took a lower monthly share than the ‘others’ category. This grouping includes LPG-powered cars.

From January to October, diesel-powered models posted a 36.2% delivery decline to 52,697. It represented 5.5% of the market, down 4.5pp year on year.

‘In terms of technologies, the market continues to increasingly leave diesel aside, whose sales are residual. Individuals and companies are increasingly opting for hybridised or electrified models,’ commented Félix García, director of communication and marketing at ANFAC.

Petrol’s new low

Petrol-powered cars did not fare much better, with a third consecutive month of double-digit decline. A 19.6% fall equated to 22,299 registrations and a 23% market share, according to Autovista24 calculations. This signalled the fuel type’s lowest share so far this year and a 10.2pp drop from 12 months prior.

Between January and October, petrol-powered models suffered a 13.7% decline, with 273,235 deliveries. This was 43,531 registrations fewer than the same period one year before. In turn, its market share fell from 38.2% to 28.7%.

Adding together petrol and diesel volumes, internal-combustion engine (ICE) models faced a 21.5% drop in October. Meanwhile, the pair’s share slumped by 13.7pp to 28.7%. This was its lowest level of 2025, highlighting the continued switch by Spanish buyers to electrified models.

A total of 325,932 petrol and diesel-powered cars were handed over to customers from January to October. This marked an 18.4% loss in volumes.

Hybrids extra push

Hybrid powertrains have seen the greatest increase in terms of volumes of any powertrain across the first 10 months of 2025. Despite much lower overall growth than PHEVs or BEVs, an additional 84,499 hybrid models have taken to Spain’s roads so far this year, according to Autovista24 calculations.

This raised its total by 27.1% to 396,533 registrations in the year to date. It remains comfortably the most popular powertrain, accounting for 41.7% of total deliveries, up 4pp compared to the same period of 2024.

The technology saw a more subdued growth of 18.9% in October, equating to 41,792 units. In turn, its market share sat at 43.2%, up a modest 1.1pp.

Combining hybrids with the EV total, the electrified market continued to drive new-car volumes in Spain.

The powertrain grouping made up 60.6% of overall deliveries from January to October, up 12pp year on year. This was thanks to a 43.5% boost in volumes, with an extra 174,783 units handed over to customers compared to 12 months prior. This growth was reflected in October, with a 40.9% rise in registrations and a 65.6% market share.

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An electrified resurgence for the French new-car market?

October sealed a hat-trick of monthly growth for the French new-car market, with battery-electric vehicles (BEVs) pushing registrations forward. Will this momentum continue for the remainder of 2025? Autovista24 web editor James Roberts investigates.

The French new-car market recorded a third consecutive month of growth in October. Autovista24 calculations of figures published by PFA and AAA Data reveal that 139,519 models took to the country’s roads. This was 3,991 units more than in October 2024, equating to a 2.9% year-on-year upswing.

October 2025 contained the same number of working days as October 2024, highlighting the improvement in the French new-car market. The increase was not due to any offset in the available buying period, but due to genuine demand.

This monthly hat-trick has helped alleviate the country’s year-to-date deficit. Between January and October, 1,326,303 new vehicles were registered. This equalled a year-on-year decline of 5.4%, amounting to 75,132 fewer deliveries.

Just French fleet electrification?

Despite the negative cumulative figures, October’s strong showing helped reduce the longer-term negative trend. A 3.3% year-to-date drop recorded in February spiralled into an 8.2% dive in the first five months of the year. Since then, the market has been slowly improving.

Consecutive double-digit year-on-year BEV uptake from July onwards has been central to this growth, mainly driven by fleets. However, according to AAA Data, private purchases are beginning to have more of an impact on overall registrations. This is largely thanks to more favourable purchase incentives.

Both petrol and diesel registrations continued along an established trend of decline. On the other hand, the hybrid market, made up of both full and mild hybrid powertrains, continued to lead the way. Although the pair did see their lowest monthly share so far this year.

AAA Data stated that across all powertrains, private sales accounted for 51% of the market. Meanwhile, fleet sales captured 30% of the overall market.

Buoyant French BEV results

New incentive frameworks appear to be boosting BEV uptake in France. According to Autovista24 calculations based on PFA and AAA Data, the powertrain enjoyed a 63.2% delivery increase in October.

A year-best monthly volume of 34,110 units boosted the sector. This meant 13,211 more all-electric vehicles reached customers than in the same month last year. October’s BEV result also offered a 2,672 unit increase on September’s previous peak of 31,438.

With this positive uptick, the BEV market share reached 24.4% in October. This is the highest so far in 2025, and a 9 percentage point (pp) increase from October 2024.

Spanning the first 10 months of the year, 250,420 BEVs have taken to French roads, up 5.3% year-on-year. This is the first positive result for the powertrain in the year to date. Four months of positive BEV momentum has established a cumulative market share of 18.9%, up 1.9pp.

Incentives changing the BEV make-up

The French BEV market has traditionally been driven by fleets. While this channel remains a dominant driver, October saw a shift as individual buyers increasingly entered the market. According to AAA Data, registrations by individual consumers soared by 75%, compared to October 2024. This outpaced the already strong fleet registration growth of 66%.

This change has been assisted by improved purchase incentives. This included the ‘Coup de pouce’ bonus. As of 1 October, it provides an additional €1,000 for BEV purchases, provided the car is assembled in Europe and equipped with a European battery. This will remain available until 31 December.

‘The ecological transition is a lever for reindustrialisation,’ outlined Agnès Pannier-Runacher, minister of ecological transition, biodiversity, forestry, the sea and fisheries. ‘With this €1,000 increase in the ecological bonus, we are promoting electric vehicles whose batteries are produced in Europe and whose manufacture emits fewer greenhouse gases. It is a win-win measure for purchasing power, the climate and industry. It makes the electric car more accessible to the French, while supporting industry and employment.’

A favourable outlook?

This was complemented by the renewed social leasing programme on 30 September. This scheme is set to involve at least 50,000 eligible households.

‘Electric registrations to individuals accelerated significantly during the month and showed the first significant effects of the new purchase incentives,’ stated Marie-Laure Nivot, head of automotive market analysis at AAA Data.

‘The outlook for the coming months is becoming more favourable. The supply of electric models is increasingly in line with demand and their gradual arrival among second-hand professionals is contributing to the decline in average second-hand prices.’

Despite the apparent BEV gains, caution must be applied. While the new incentives seem to have immediately slowed the fall in BEV sales to private buyers, broader market struggles could be unearthed.

This includes the wider slide in popularity of new internal-combustion (ICE) purchases, and increased taxes on these vehicles. This could drive down overall new-car sales. Additionally, more stringent eligibility rules require a low-carbon production footprint. This could exclude many non-European-produced electric models from incentives.

Precarious plug-in share

The plug-in hybrid (PHEV) powertrain is no stranger to double-digit declines in France. October reinforced this dominant trend, with year-on-year declines recorded every month this year so far.

According to Autovista24 calculations, last month saw 9,323 PHEVs join the French car parc. This equalled a year-on-year slide of 14.4% and 1,569 fewer units. As a result, the PHEV market share stood at 6.7pp, a 1.3pp year-on-year drop.

Despite this lacklustre performance, October’s significant BEV success bolstered the monthly prosperity of plug-in vehicle registrations overall.

Combined, BEV and PHEV sales amounted to 43,433 units in the month, ensuring a 31.1% market share, up 7.6% year on year. However, the poor PHEV performance is stunting the plug-in market in the year to date.

Between January and October, plug-in cars captured a 25.1% share of the market. This marked a year-on-year increase of just 0.3pp and a volume decline of 4.4%.

Hybrid hotspot

In lockstep with most major European new-car markets, hybrids remain the dominant choice in France. Autovista24 calculations revealed that this trend continued in October, as the powertrain seized 42% of the domestic new-car market, a 1.6pp year-on-year increase. 58,633 of these units were registered in the month, equating to a 7% boost in sales and 3,845 additional vehicles.

Across the first 10 months of this year, 590,063 new hybrids left French forecourts. This underlined a significant 26.2% year-on-year increase, illustrating that hybrid popularity is well established in France.

In the same period, hybrids accounted for 44.5% of the French new-car market. This resulted in a year-on-year increase of 11.1pp. Although this appears healthy, it is below the trending increases seen earlier in the year.  

Adding the dominant hybrid figures to BEV and PHEV numbers reveals an expanding electrified market share. Combining the three powertrains saw a total of 922,343 electrified vehicles reach French drivers between January and October. This was up by 13.1% from the same period 12 months ago.

A strong showing in October from hybrids and BEVs helped push the electrified market share to 69.5% in the month. This is a high watermark for the year, plus an 11.3pp year-on-year lift.

ICE in the firing line

New petrol registrations remained consistent in October. However, this was no cause for celebration.

The month matched September’s market share of 19.2%, with 26,742 registrations, according to Autovista24 calculations. This lagged behind the previous month’s total by 192 units. Year-on-year declines saw petrol 7.7pp in arrears.

Spanning the opening 10 months of 2025, petrol power popularity reached a new low. Occupying just 22% of the overall market, the fuel type has nosedived 8.7pp year on year.

Diesel witnessed a similar story in October, with sales hitting a new low for 2025. 5,807 new vehicles were registered, meaning a 33.7% year-on-year plummet in volumes. While this appears significant, it is not the largest drop. That occurred in March, with a 52.1% freefall.

Between January and October, the fuel type ended up with a 4.9% market share. This was just 1.3pp above the ‘others’ category, which includes superethanol (E85) powered vehicles, natural gas, and liquid-petroleum gas (LPG).

Combined petrol and diesel registrations continue to erode. The ICE share slumped to 26.9% after 10 months of the year, as 356,478 new vehicles were registered, 178,742 fewer than the same timeframe in 2024. This resulted in the ICE share slipping by 11.3pp year-on-year.

Monthly Market Update: Which trends defined European used-car markets in October?

How did European used-car markets perform during October? Was supply and demand balanced? Were residual values (RVs) stable? Autovista24 editor Tom Geggus explores the trends with experts across Europe.

October saw a continuation of this year’s major used-car market trends across Europe. After 36 months and 60,000km, RVs presented as a percentage of retained new-car list price (%RV) fell in all observed countries. This includes Austria, France, Germany, Italy, Spain, Switzerland, and the UK.

While declines did not exceed 0.4 percentage points (pp) compared with September, the year-on-year changes were more pronounced. Switzerland saw the greatest drop compared with October 2024, with %RVs down 4.3pp. However, values have been normalising in Europe after COVID-19 halted supply and inflated RVs.

Compared with October 2024, five countries saw the active-market volume index (AMVI) record better results than the sales-volume index (SVI) in their respective locations. This indicates that the supply of 24-to-48-month-old cars outpaced demand across many used-car markets. This trend was less pronounced when comparing October 2025 with September 2025.

However, in Austria, France, Germany, Italy and Spain, these used cars took longer to sell on average month on month. Only Switzerland and the UK saw slightly faster sales rates, though these were marginal improvements of 0.1 and 0.3 days.

Of the observed markets, Switzerland saw the longest average time in stock at 78.5 days. Meanwhile, the UK recorded the fastest turnaround time at 34.4 days. The country is recording a unique trend with battery-electric vehicles (BEVs) taking the smallest number of days to sell. Meanwhile, full hybrids (HEVs) moved the fastest in Austria, France, Spain and Switzerland.

Austria’s persistent used-car headwinds

Austria’s SVI for two-to-four-year-old passenger cars rose by 5.1% in October compared to September. However, year on year, the index declined by 6.6%, reflecting persistent market headwinds.

The AMVI also increased month on month by 5.5%. Yet, compared to October 2024, this was down by 4.1%, indicating a continued supply contraction within this age bracket.

‘The average time needed to sell a used car in October remained stable at 64.9 days. Year on year, this metric improved by 2.1 days, suggesting a modest acceleration in turnover,’ explained Robert Madas, Autovista Group’s regional head of valuations.

Among powertrains, HEVs remained the fastest-selling at 57.5 days, closely followed by diesel at 58 days. Then came petrol vehicles at 62.2 days and plug-in hybrids (PHEVs) at 73.7 days. BEVs continued to take the longest time to sell at 84.8 days.

The %RV of 36-month-old cars at 60,000km declined slightly to 47.5% in October. This marked a 0.1pp drop from September and a 2.5pp year-on-year decrease. In absolute terms, the trade RV rose to €22,162.1. This was up 0.8% month on month, and an improvement of 3.1% year-on-year.

HEVs retained the highest trade value at 50.3%, followed by petrol cars at 49.8%. Then came diesel models with 48.4% and PHEVs with 45.1%. Once again, BEVs held the lowest %RV, at 36.7%.

Looking ahead, %RVs are expected to remain stable in Austria until the end of this year. Forecasts suggest a 0.5% increase by the end of 2025 compared to December 2024. Then, a 0.7% decline is expected in 2026, followed by a 0.6% decrease in 2027.

France sees value stability

‘RVs were stable in France during October, with slightly higher list prices and very slight percentage value declines,’ said Ludovic Percier, Autovista Group’s senior RV analyst for France.

Compared with September 2025, all powertrains took longer to sell on average. The SVI also dropped year on year as the used-car market reacted to a complicated economic climate.

Petrol-powered cars followed the month’s general trend, while diesel %RVs increased very slightly compared with September. These used models are still in demand in France despite the number of new internal-combustion engine (ICE) registrations shrinking.

HEVs were once again the fastest-selling powertrain. Used models are in increasing demand in France, but carmakers cannot risk adding big price premiums to these units. This would jeopardise the powertrain’s RVs.

Three of the top five fastest-selling HEVs came from Toyota, including the RAV4, the Yaris and the Corolla. The other top spots were filled by the Kia Sportage and Hyundai Tucson, which took the shortest time to sell of any HEV.

PHEVs saw worse results, with used-car buyers not accepting the powertrain’s higher prices. As these models now feature longer ranges, many brands have had to increase list prices. Vehicles with a smaller electric range below 60km have been the most heavily impacted.

Supply and demand imbalance

‘Demand and supply are still unbalanced. In previous years, many vehicles were sold to fleets on the back of fiscal advantages,’ Percier added.

However, private used-car buyers have no interest in paying such a high price for PHEVs. Year to year, the powertrain saw the SVI fall by 13.1%. Smaller and cheaper PHEVs in the C-SUV segment were the easiest to sell.

At 35%, BEVs retained the lowest percentage of their original list price after 36 months and 60,000km. This was down both month on month and year on year. The fastest-selling BEV was the Tesla Model Y, offering a very comprehensive price positioning.

Both the new and used-car markets continue to be crowded. The new-car market will be pushed along by reinforced fiscal advantages for fleets.

Meanwhile, ICE models have been penalised more since the beginning of the year. This will increase the flow of BEVs into an already saturated used-car market. Social leasing will only exacerbate this situation.

Used-car demand flat in Germany

Following a modest increase in September, used-car demand in Germany remained almost unchanged in October. The SVI edged up just 0.1% compared to September. This still marked a 3.3% year-on-year decrease, indicating that market activity remains subdued compared to the previous year.

The AMVI for two-to-four-year-old passenger cars rose more significantly, by 4.3% month-on-month. Compared to October 2024, the index was up 9.1%, suggesting a recovery in supply within this age bracket.

The average number of days needed to sell a used car in October increased slightly to 60.4 days. This was up by 0.8 days from September and by 1.3 days compared with October 2024.

PHEVs sold the fastest at 59 days, followed by diesel models at 59.3 days. HEVs and petrol cars took slightly longer at 61.3 days. BEVs improved their turnover speed significantly and took 60.1 days to leave dealerships in October.

The average %RV of 36-month-old cars at 60,000km declined slightly to 48.3% in October, down 0.1pp from September and 1.6pp year on year. In absolute terms, the trade RV hit €21,599.9, a 0.8% month-on-month decrease but a 3.9% increase compared to October 2024.

Petrol cars led the market with a %RV of 50%. Then came diesel cars at 49.3% and HEVs at 48.9%, followed by PHEVs at 43.9%. BEVs again retained the lowest level of value at 36.7%.

‘Although RVs have stabilised recently in Germany, the level is significantly lower than in previous years, and demand remains rather weak,’ Madas said.

‘RVs can be expected to remain under pressure. By the end of 2025, %RVs are forecast to decrease by 2.6% compared with December 2024. Pressure will probably ease in 2026, with RVs forecasted to suffer a smaller decline of 1.4%,’ he added.

Italy used-car market on trend

‘October confirmed the anticipated trend for 2025 as outlined in the RV outlook. That is, a year-on-year decline in %RVs of 8.5%,’ highlighted Marco Pasquetti, Autovista Group’s cluster head of forecasting for Spain and Italy.

This drop is certainly significant, especially considering that %RVs ended 2024 down 7.5% compared to the previous year. However, it is important to remember that between 2020 and 2023, there was an unprecedented surge in values of over 30% in three years.

‘However, what is happening now should not be interpreted as a crisis in the used-car market. Instead, it should be considered a gradual return to a stable market following an exceptional, and therefore temporary, RV increase,’ Pasquetti highlighted.

There are currently no signs of a trend reversal or clear stabilisation, which means that this decline will likely continue over the next two years.

It is also notable that the volume of active listings was down 11% compared to last year. This decline is evident among PHEVs and BEVs, which still represent a relatively small market share. However, it is also apparent among diesel vehicles, which have dropped by as much as 16.7%. In contrast, full hybrids and LPG models have seen surges of 14.7% and 56.4%, respectively.

Overall, the fastest-selling model was the Dacia Sandero, which spent an average of 37.7 days. This is nearly half the market average of 69.8 days. The Audi A1, Toyota Yaris Cross, Dacia Duster, and Mini Countryman also performed well, each selling in under 50 days.

Spain sees solid demand

The positive new-car market performance in Spain has seen several consecutive months of double-digit increases. While registrations are still below 2019 levels, the market is recovering steadily. However, September saw the private channel and the business channel drive growth.

The MOVES III Plan continues to boost sales of electric vehicles (EVs), accounting for BEVs and PHEVs. These plug-in cars saw year-on-year growth of 97.9% and achieved a market share of 24%. In other words, nearly one in four new vehicles sold in September was an EV.

‘The used-car market is also in good health, with sales up by 5.2% year on year between January and September,’ commented Ana Azofra, Autovista Group’s head of valuations and insights, Spain.

Demand is solid and sustainable, with a significant rise in BEV and PHEV transactions, according to GANVAM.  In addition, they have seen a stronger professional channel and more stable prices than in other European markets.

Average transaction values only suffered a slight negative adjustment in October, down by 0.7% compared to September. This was due to the increased presence of EVs in the used-car sales mix, which tends to perform more negatively.

Overall, the situation is stable for ICE models and favourable for HEVs, which dominate the fastest-sellers ranking. The Toyota Yaris Cross leads the way with a turnover rate of 27.2 days, 40.5 days less than the wider market average.

Used-car stability in Switzerland

‘Following a strong rebound in September, used-car demand in Switzerland stabilised in October,’ Madas stated. ‘The SVI declined slightly month on month by 0.5% but still increased by 1.5% year on year.’

The AMVI rose by 1.5% increase compared to September but was still 8.4% lower than in October 2024. This indicates a tight supply of used cars in this age bracket.

The average %RV of a 36-month-old car at 60,000km remained relatively steady at 42.7%. This was down by just 0.1pp from September, and yet it marked a 4.3pp drop from October 2024.

HEVs retained the most value in October by far at 47.5%. Then came petrol cars at 44%, diesel models at 42.4% and PHEVs at 40.5%. BEVs continued to be the worst-performing powertrain, holding only 36.1% of their original list price.

The average number of days to sell a used car in October was 78.5 days. This was nearly unchanged from September. However, the performance was 5.5 days faster than in October 2024.

HEVs again sold fastest at 69 days. This was followed by diesel cars and petrol models at 76.2 days, and PHEVs at 85.7 days. BEVs improved significantly and sold at 85.8 days on average.

%RVs are forecast to decrease in the coming years, but at a slower pace. By the end of 2025, %RVs are expected to decrease by 7% compared to December 2024, with a smaller year-on-year drop of 1.7% anticipated in 2026.

Resilience in the UK

The UK’s used-car market presented a mixed picture in October. Despite the seasonal uplift in wholesale supply following September’s plate change, values remained broadly stable.

‘Average values dipped marginally by 0.1pp to 48.9% of the original cost-new price, indicating resilience in the face of increased stock levels,’ stated Jayson Whittington, Autovista Group’s regional head of valuations, UK.

The AMVI revealed a notable 13.6% rise in used-car availability on dealer forecourts compared to September, offering consumers greater choice. However, this did not translate into stronger retail performance.

According to the SVI, retail sales fell by 4.5% month on month in October, suggesting that increased supply may have outpaced demand.

Stock turnover remained steady, with dealers taking 34.3 days on average to sell a used car. This was slightly quicker than in the previous month and nearly identical to the same period last year.

Powertrain performance varied significantly. Diesel, HEV and petrol vehicles all outperformed the overall average %RV, retaining 52.2%, 52% and 50.1%, respectively. In contrast, PHEVs and BEVs lagged, retaining just 47.3% and 34.4% of their original cost-new price.

Despite their lower %RVs, BEVs continued to sell well. They were the fastest-selling powertrain in October, taking just 30.1 days on average to leave the forecourt. This was two days quicker than in September. This suggests that while BEV values remain under pressure, consumer appetite for fully-electric cars is still strong, particularly when pricing aligns with market expectations.

How are the latest EV battery developments impacting automotive fleets?

From repair to solid-state advancements, electric vehicle (EV) batteries are a complex equation for fleets. How can these businesses better understand and work with the technology? Autovista24 journalist Tom Hooker assesses the latest battery advancements.

The battery-electric vehicle (BEV) share has grown across Europe this year. In major new-car markets such as France, the fleet sector is a driving force behind electric registrations. Fleet-oriented incentives have helped encourage uptake, as in Germany.

This shift makes it vital for those in the sector to understand the batteries powering their vehicles. In turn, they can make smarter purchasing decisions, optimise maintenance and retain the highest profit margins when defleeting.

Cloud-based battery management

Digital battery health certificates and data can provide clarity for both private consumers and fleets. It can also help increase transparency, streamline remarketing and maximise residual values.

From February 2027, EV batteries sold in the EU must have a Battery Passport. The digital identity will be similar to a vehicle logbook, where battery charge cycles, energy efficiency and degradation trends must be included.

How can fleets stay informed until then? One solution is a cloud-based battery management solution that supports the resale of EVs.

‘Together as leaders in mobility and technology, we have the unique opportunity, especially for EVs, to use remarketing and the right point of resell to make not only a transaction out of it but make it a data-driven business model,’ outlined Christiane Soppa, director of business development at Bosch, at Fleet Europe Days.

Bosch conducted a pilot programme together with European mobility and car rental company Drivalia. This involved monitoring the data of approximately 100 vehicles between January and June 2025.

‘The heart of an EV is the battery. So, we took the heartbeat of the EV and put it online. The target was to take away the EV friction we have in remarketing. We looked at stress factors and anomalies based on very simple data,’ explained Soppa.

Roberto Sportiello presenting at the Fleet Europe Days 2025.
Drivalia CEO Roberto Sportiello.

From transaction to database

There are three steps to the process. Once the EV is connected, data can be collected. Bosch was able to track battery temperature, voltage, charging behaviour and driver usage. This provided a real-time picture of the power-storage unit.

Second, a cell-by-cell digital twin of the battery was created in the cloud. This combined AI machine learning with data taken from 150,000 vehicles tracked by Bosch worldwide to regularly review its algorithm. Third, the system detected anomalies and any battery issues.

‘The twin can completely monitor the battery. By spotting issues very early, you can redesign the right point of resell. We take the battery measurements, the state of health and anomalies before the decision point when you sell the car, not afterwards,’ she stated.

‘That is turning remarketing from a transaction to a database strategy. As a fleet manager or a leasing company, this is changing everything, because you suddenly get into the driver’s seat,’ Soppa continued.

Bosch was also able to produce a certificate at any time, revealing driving behaviour, anomalies, and charging history.

‘You could even use this data to discuss with your clients early, to change their behaviour. Decision making is not a best guess or dependent on lifetime and mileage anymore. It is based on data. What we see from all the pilots we did in the past years, in Bosch and all the data we have, sales can be boosted by up to 4% on average for resale,’ she commented.

However, Soppa highlighted that this requires monitoring of the battery to optimise the point of resale.

‘This is a very important digital platform that will permit the company more in the future to retrieve and collect data from the fleet, and let the company adjust it as best as possible,’ highlighted Drivalia CEO Roberto Sportiello.

Is battery repair the solution?

While Bosch’s tool can be used to boost resales, another way to maximise profit margins within a fleet is to reduce maintenance costs. So, what options do fleet managers have in this instance?

According to Gablini Automotive Group, the cost of repairing a battery pack is around 80% lower than replacing it. This makes battery repair more financially attractive while supporting circular economy goals.

‘To be sustainable, we cannot throw away a 10-year-old vehicle. We should keep it on the road. Because, if we throw it away, the environmentally friendly behaviour of EVs will not be there anymore,’ stated Daniel Pataki, general manager of Gablini Automotive Group, at Fleet Europe Days.

Daniel Pataki presenting at Fleet Europe Days 2025.
Gablini Automotive Group general manager Daniel Pataki.

‘The question is if we can repair the battery packs in case of any failure, because OEMs are not interested in selling battery packs. They are interested in selling new vehicles,’ he said.

Pataki explained how demand for battery repair is growing. As old EVs are getting cheaper, people are beginning to use them as an entrance point to the EV sector. However, he highlighted that an EV with a faulty battery has a resale value of close to zero.

Repair constraints

Pataki presented a diagram of a dismantled EV battery pack. He explained that if one cell has a lower voltage than the rest, this affects the entire battery’s performance. By replacing the module containing that cell, the EVs’ range will improve. The battery management system and thermal management system can also be replaced.

‘If one sensor gets broken in a battery pack and you cannot repair it via the OEM, you should replace the battery pack due to the fault of a €10 sensor. This is not sustainable. You should be able to repair this,’ said Pataki.

However, he explained that there are some constraints. There are still no standard criteria for technicians looking to repair high-voltage batteries. Pataki said that OEMs do invite technicians to their headquarters to get a certificate.

‘According to our experience of more than 12 years, 85% of faulty battery packs were economically repairable. That means only 15% of the battery packs coming to us needed to be replaced,’ he noted.

Pataki pointed out that buying parts from the OEM will mean reduced margins compared with individual battery repair. For a 14-hour job, a profit margin of around 40% to 60% can be achieved Pataki calculated. He highlighted that the solution opens up profit potential within the after-sales process.

‘You will provide sustainability. You will gain customer satisfaction because all customers will come back to you for battery repair. We can reduce waste, we can extend the lifespan of vehicles, we can have high-margin jobs in the workshop, and we can make the customer happy,’ outlined Pataki.

Battery market domination

So, the fleet sector needs to be aware of current battery developments, such as real-time data analysis and battery repair. However, it is equally important to know what to expect in the future.

Currently, the EV market is dominated by lithium iron phosphate (LFP) and nickel manganese cobalt (NMC) batteries. From January to August 2025, these two chemistries accounted for over 90% of the megawatt-hours installed across the global passenger car market, according to EV volumes data. However, the market’s composition could change over the next few years.

Mix and match approach

‘What we see is quite a detailed chemistry layout. In the US, you have the nickel cobalt aluminium (NCA) component that is mainly used by Tesla. While in Europe, you have NMC batteries. In China, you have the majority of vehicles or batteries that are LFP batteries,’ said Octavian Chelu, advisory director at Frost&Sullivan at Fleet Europe Days.

‘You might think the picture is quite clear. The US, Europe and China use a certain technology. It is not that easy. When we look towards the future, what we see happening mainly is the fact that carmakers are going to match certain batteries, technologies and chemistries depending on the type of vehicle and its use, he added.’

‘Carmakers are going to try to mix and match from now on. This is something that is going to be keeping revenue from the remarketing business because it needs to juggle very well between different types of technologies, different battery markers, the degradation of those batteries and how much the residual value is going to be impacted by all of that,’ Chelu explained.

‘We have NMC and LFP; those are the main two technologies being used today. However, we also see a lot of heavy research and development, encouraged by all major governments worldwide, because they want to break dependencies,’ Chelu highlighted. ‘We are trying to find alternatives, so that our batteries and our vehicles are not going to be dependent on one source,’

The next battery technologies

Chelu explained that sodium-ion batteries are the next technology being tested. In China, the first vehicles using this technology have already been seen. There are also solid-state batteries in development. However, he believes both chemistries will not completely wipe out LFP’s market share.

‘We are still going to be dependent on precious materials for quite a while. There are pluses and minuses with all these new technologies,’ he said.

Chelu estimated that in the future, sodium-ion batteries are likely to be 30% to 50% cheaper than their LFP counterpart. They also perform extremely well in cold temperatures. This means vehicles using the chemistry can have better charging cycles.

However, sodium-ion batteries have a lower energy density than LFP units. So, models using the chemistry instead of LFP on a like-for-like basis will have less range. Yet, this does mean the emerging technology is slightly safer, due to it being less reactive.

Chelu noted the emerging technology could be well-suited to last-mile deliveries, but less so for long-range vehicles.

Meanwhile, solid-state batteries are safer and more stable than LFP ones, with no flammable liquid electrolyte. Chelu also pointed to a higher energy density, enabling longer distances and faster charging. However, the new technology will be much more expensive to begin with.

‘Sodium-ion is the next to come in line, not to replace LFP batteries, but as a new technology. Solid-state batteries are not going to happen before 2028 and probably will be fully commercial by 2030,’ Chelu concluded.

What is a concept car?

While many designs make it to the road, some are only destined for exhibition halls and marketing materials. But the concept car still has an important role to play in the automotive market. Autovista24 special content editor Phil Curry examines their purpose.

Over the decades, carmakers have used innovative model design to stand out from the competition. Design must also allow for regulations, with safety features and sustainability requirements needing to be considered.

However, a concept car allows these shackles to be removed as designers illustrate their unique ideas. These prototype vehicles are developed to highlight new trends in both design and technology. However, they are not created to be sold, but provide a glimpse of what could be possible in the future.

These models can feature advanced aerodynamics, futuristic user interfaces, innovative powertrains or advanced technology. Concept cars allow brands to push the limits of design without the need to worry about production or budgets.

These concept cars can also reveal the findings of studies, help develop and implement new technologies, or visualise new production models.

Concept car design

Concept cars were once a mainstay of motor shows. Brands looking to attract attention to their stands unveiled what they believed would be the car of the future. Some had a basis, while others were more experimental. But these cars attracted audiences and inspired belief in the future of mobility.

The basis for a concept car was to highlight future design trends. The first model developed as a concept was the Buick Y-Job in 1938. This came at a time when many cars featured large vertical grills, separate headlights and little design sculpting.

Black and white photo of a Buick Y-Job with man sat in driver's seat and a building in the background
Source: General Motors

But the Y-Job, created by US designer Harley J. Earl, created a different profile that fed into upcoming models. This included the 1949 Buick Roadmaster and the 1953 Buick Skylark. The grill design is still seen in Buick models today.

Since then, brands have used concept cars for a variety of purposes. Some have highlighted design trends that have carried into their production models. Meanwhile, others focused on vehicles which could inspire future trends.

Journey of the concept car

Renault has taken concept car ideas through to production on several occasions. This means it developed an outlandish future concept, then a realistic opportunity, followed by a production model.

One example is the Renault EZ-Ultimo, a model presented at the Paris Motor Show in 2018. At the time, autonomous vehicle technology was a hot topic of discussion, so the carmaker revealed a trio of ‘robo-vehicles’.

The EZ-Ultimo was a mobile lounge, showing what would be possible with driverless vehicles. Not only did it serve a purpose of suggesting future design trends in an unrestricted environment, but it also drew crowds to Renault’s stand.

Press photo of a green Renault Embleme
Source: Renault

Moving forward to 2024, Renault presented the Embleme. This model presented the potential of an alternative powertrain system. It featured dual-energy electric and hydrogen technology to reduce CO2 emissions over the entire lifecycle of the vehicle.

In 2021, the carmaker unveiled the Renault 5 Prototype. It forged a connection with the carmaker’s former model that was discontinued in 1996. The concept acted as a precursor for the Renault 5 E-Tech, which was launched in 2024. The carmaker carried many of its design features into the production model, which is now on sale.

Digital concepts

Interest in traditional motor show concepts began to wane in the late 2010s. The COVID-19 pandemic saw many brands switch to online launches. This meant fewer design restrictions in the development of concept cars.

Rather than produce a physical model, designers could dig into the digital world. Brands showcased their concept drawings and videos to show what was possible. Fast forward to 2025, and this digital mindset has stuck around.

One example is the Ferrari F76, a digital hyper car created in the form of an NFT. It combines Ferrari’s racing tradition with generative design and digital technologies.

Photo of a Ferrari F76 concept car
Source: Ferrari

Designed for clients of the Hyperclub programme, the F76 was created to support the 499P competing at Le Mans and in the World Endurance Championship.

While the development of a concept car has changed, its role remains the same. They are created to inspire both designers and consumers. They also create discussions and allow brands to build on their reputations to lead ideas around future technologies. Either digital or physical, concept cars remain a standout part of automotive development.

Is a hat-trick of monthly growth enough to bolster the EU new-car market?

September marked a third consecutive month of growth for the EU new-car market, with just three nations recording registration declines. However, as the end of the year approaches, is the overall picture as good as it seems? Autovista24 web editor James Roberts finds out.

A total of 888,672 new cars were delivered across the EU in September, according to the latest figures from ACEA. This equated to a year-on-year growth of 10% for the region.

This marked the third consecutive month of growth for the bloc, with an increase of 80,763 units, compared with September 2024. It also signalled the largest year-on-year percentage increase of the year so far. However, the month’s volume result was still lower than in March, June, May, April, and July.

Of the 27 EU nations, an impressive 24 recorded new-car market growth in September. Bulgaria registered the largest absolute registration increase, up 51.6% year on year. Estonia continued to see the greatest monthly fall, hitting a decline of 44.5%.

Looking at the EU’s largest markets, all four ended September positively. Spain continued to be the stand-out performer with a 16.4% gain, while Germany also enjoyed double-digit increases at 12.8%. Following a year of stagnation, Italy signalled a 4.2% boost, while France dipped into the black with a 1% year-on-year improvement.

Fall for Germany in year to date

Assessing new-car registrations across the first three quarters of the year, the EU recorded growth of 0.9%, reaching 8,057,335 deliveries. On a country level, Spain basked in a 14.8% new-car registrations upswing in the nine months. This was the result of a boost in electric vehicle (EV) sales. However, it was not all good news for all the major markets.

Despite recent improvements, Germany, the EU’s largest new-car market, saw a marginal decline of 0.3%. Italy’s new-car market malaise weighed its market down 2.9%. Meanwhile, France continued to lag by 6.3% compared with the first nine months of 2024.    

EVs enjoy September boost

Across the EU, EVs, consisting of battery-electric vehicles (BEVs) and plug-in hybrids (PHEVs), captured 29.1% of the overall market in September. This meant a year-on-year increase of 5 percentage points (pp). The 258,734 units registered marked the second-highest volume so far this year.

Spanning the first nine months of the year, EVs accounted for just over a quarter of all EU new-car sales. In total, 2,023,102 vehicles took to the region’s roads. This equated to a 25.1% share, 5.1pp up on the same period in 2024. 

Breaking down the overall EV volumes, 167,586 new BEVs reached EU customers in September. This ensured an 18.9% market share, up 1.6pp year on year.

Compared with the first nine months of 2025, the BEV share stood at 16.1%, underlining a 3pp year-on-year climb. This was thanks to 1,300,188 all-electric units registered. Despite these gains, ACEA outlined that EV adoption remains below the pace required at this stage of the transition.

Across the 27 EU member states, 21 witnessed year-on-year BEV registration gains. Spain, Germany, and Italy all enjoyed strong growth in BEV deliveries. Between January and September, Germany led the charge with 383,202 units, etching out a 38.3% year-on-year increase.

A smaller volume of 72,062 and an 89.6% share ensured Spain continued to see BEV growth. This amounted to an 89.6% upswing. Italy shifted 61,055 new BEVs across the period, ensuring a 26.6% increase. In contrast, France slipped slightly by 0.2%, despite posting an 11.2% year-on-year increase in September 2025.

Poland’s BEV growth continues

What about markets where BEVs command a leading market share? In the year to date, Belgium and the Netherlands saw BEV registration growth of 12.4% and 3.9%, respectively. Portugal also kept up its notable BEV adoption trend with a 26.3% gain.

EV sales in Poland continued to soar as well. A third month of triple-digit BEV increases culminated in a 195.6% year-on-year boost in September. In the year to date, all-electric car sales were up by 106.7%. PHEVs have also seen success, with deliveries up by 160.6% in September and 96.9% in the year to date.

Significant EV adoption is reflected in the opening nine months of 2025. Longer-term triple-digit increases of BEV and PHEV registrations have been enabled by Poland’s NaszEauto incentives programme. It offers incentives, such as tax relief and scrappage rewards for older internal-combustion engine (ICE) cars, encouraging the EV shift.

EU PHEVs edge up

PHEVs accounted for 10.3% of the EU new-car market in September, a 3.5pp rise year on year. This was underpinned by a year-on-year upswing of 65.4%, amounting to 30,8037 vehicles.

Between January and September, 722,914 new PHEVs joined the EU car parc. This marked a 31.1% year-on-year ascent, ensuring the powertrain captured 9% of the overall market. This forged a 2.1pp increase, continuing a trend established from March onwards.

Of the EU member states, two of the three Baltic States continued to stand out. In September, Latvia saw a 206.7% year-on-year leap in PHEV registrations. This reflects the country’s PHEV adoption, with registration up 363.8% across the first nine months of the year. Despite the nation’s small market volume, this equated to a noticeable leap from 447 units to 2,073.

Similarly, neighbouring Lithuania’s PHEV growth has regularly hit triple digits this year. September saw 431 PHEVs join the nation’s roads, a 156.5% boost. This is underpinned by a 170.7% upswing across the first nine months of the year. 

Hybrids remain strong for now

Hybrids, including both mild and full versions, remained top of the pile across the EU in September. Seen by many as a gateway to full electrification, the powertrain captured 34.7% of the EU new-car market, with 308,037 units reaching customers.

Of the 27 EU member states, 23 saw year-on-year hybrid registration figures grow. The enduring popularity of hybrid vehicles is underlined by the market share increasing 1.8pp year on year.

Across the first eight months of 2025, hybrids commanded 34.7% of the overall EU new-car market, a 4.6pp year-on-year gain. However, this share has been dipping since March this year. This could suggest that the tide is turning towards BEV and PHEV purchases, albeit gradually.

This performance helped drive electrified registrations. Nearly 60% of all new-car registrations were a hybrid, BEV or PHEV in the first nine months of 2025. This meant electrified sales totalled 4,816,181 units, a 20.4% increase year on year.

Petrol and diesel falling but resilient

New ICE registrations continued to decline across the EU in September. However, the powertrain category’s overall market share remained prominent at 33%.

Petrol car registrations fell by 18.7% between January and September, with 22 markets recording declines. 2,234,058 new petrol cars were registered, reducing the fuel’s market share to 27.7%, down from 34.4% during the same period last year.

France saw one of the sharpest drops at 32.8%, followed by Germany, down 23.5%. Italy’s petrol deliveries slumped 16.6%, and Spain’s registrations of the fuel type dropped by 13.2%. Of the five EU member states to register petrol registration gains, Latvia saw the highest growth at 32.6%.

In the year to date, the diesel segment fell by 24.7%, bringing its share to 9.3%, down 3.1pp year on year. Notable declines occurred in Estonia, down 63.7%, with Greece sliding 55.6%. Of the larger markets, Germany witnessed diesel deliveries drop by 18.9%.

Three quarters into 2025, combined petrol and diesel registrations accounted for 37% of the EU new-car market, equating to a 9.8pp dive. Despite this sizeable drop, the ICE market share has fluctuated just 2.4pp since January. This is fuelling concerns that despite EV growth, the resilience of ICE is slowing the move towards zero-emission vehicles (ZEVs). 

How are AI and automation transforming automotive remarketing?

Today, nearly every business is using artificial intelligence (AI) and automation in some form. The automotive remarketing sector is no exception, with efficiency and data-driven decisions key to fleet efficiency and profitability. Tom Hooker, Autovista24 journalist, reviews its current applications and future impact.

As AI continues to develop, so too do the use cases within the automotive industry. From production to in-vehicle applications, logistics to fleets, there are many applications for the technology.

Automotive executives anticipate big things from AI, even within the next three years. The technology is expected to increase the perceived value of products by 22% and the value of digital services by 37%, according to IBM.

This acceleration in automotive AI applications underlines the industry’s push for smarter, more connected, autonomous, and software-defined vehicles. 

Carmakers are partnering up with AI specialists to maximise their knowledge and potential in this field. These collaborations include Hyundai Motor Group and Nvidia, Stellantis and Mistral AI, and Volkswagen Group and Amazon Web Services.

Unsurprisingly, AI and automation also present key growth opportunities in the remarketing sector. This involves reselling used vehicles, typically owned by businesses or fleets, through wholesale channels. This often occurs before hitting the retail market.

In this space, AI can enable predictive pricing, automated inspections, automatically adjusted inventory management, and automatic sourcing. These tasks help to maximise turnaround speed and recovery value, two of the major goals in remarketing.

So, how are remarketing companies currently using AI, what benefits are they seeing, and what could the future hold?

AI sourcing

To benefit from high resale margins and fast-turning stock, the right amount of quality vehicles must be quickly sourced. ScaleVoice and AURES Holdings are already using AI to source vehicles and improve response times.

Martin Rezab and Mike Allen presenting at the Fleet Europe days Event.
From left to right: Mike Allen, AURES Holdings member of the supervisory board. Martin Rezab, ScaleVoice chief revenue officer.

The two companies presented their Voice AI solution at the Fleet Europe Days. The AI agents can reportedly handle outbound and inbound calls, schedule trade-ins and update systems in real time.

Voice AI conducts proactive sourcing to find hidden opportunities in the marketplace. It grades adverts by predicted profit margin, stock turn and competitiveness, such as targeting private sellers with price drops. The solution can then contact the seller and schedule dealership appointments.

It also uses reactive sourcing. This means responding to incoming web form leads in under 30 seconds to catch customers in a selling mindset. Unlike a human agent, the AI can do this anytime on any day of the week. The insights gathered can then be used for future marketing and sales operations.

In a 60-day test that compared human agents to Voice AI, the latter generated 7,277 appointments. This returned a 49.2% conversion rate.

‘We had a round robin of leads, one half of the leads went to us [Voice AI], and the second half went to people, and they measured the volume of people that showed at branches. We outperformed people by two percentage points,’ highlighted ScaleVoice chief revenue officer Martin Rezab.

How to automate at scale

Other companies in the remarketing and leasing space are building AI-first cultures. One of these is the car leasing service Lizy, which has embedded automation steps into multiple processes.

A quarter of Lizy’s remarketing workload is handled without human intervention, with AI performing over 45,000 actions every month. This includes tasks such as pricing and workflow optimisation. New processes are automated across the company weekly.

For example, its paper mail and email workflows have been automated, freeing up time for employees to work on more challenging tasks.

‘We have two types of companies today. We have companies that are writing emails and recording meetings with AI. Then, you have companies that are actually fully automating their back-end processes with AI,’ explained Lizy CEO Sam Heymans.

Sam Heymans presenting at the Fleet Europe Days event.
Sam Heymans, Lizy CEO.

‘It is fine if you are in that first category today, but if, in five years, you are still only doing that, I think you will really suffer. I think for the leaders of our industry, we should make sure that we adopt AI and embrace it, because it will be shaping the future of automotive,’ he added.

AI inspection

An essential part of the defleeting process is inspecting vehicles. This can determine residual values and sales channel selection, while reducing risk by identifying damage, wear or missing equipment.

However, this can be a particularly time-consuming process, especially for fleets processing hundreds or thousands of cars at once. Automated inspection tools can help by reducing lead times and improving accuracy.

Marina Picard and Bertrand Chataing presenting at the Fleet Europe Days event.
From left to right: Marina Picard, Stellantis head of supply chain, business unit pre-owned vehicles. Bertrand Chataing, Autobiz Group chief sales and development officer.

Carcheck.AI, developed by Stellantis and Autobiz Group, can use a smartphone camera to create a digital scan of a vehicle. In just a few minutes, it calculates the costs of reconditioning the model before resale.

According to Autobiz Group, the system is already being tested at Stellantis fleets in Hordain, France and Madrid, Spain. It is expected to save up to three weeks in the vehicle resale process.

Automated fleet workflow system

BCA Europe and Alphabet International displayed another example of automation at the Fleet Europe Days event. The pair demonstrated a fleet workflow system integrated into an auction platform across European markets.

Tobias Münch and René Lorr presenting at the Fleet Europe Days event.
From left to right. Tobias Münch, BCA Europe chief commercial officer. René Lorr, Alphabet International head of international operations.

The solution optimises fleet visibility across logistics, pricing, sales, and post-sales. In turn, delivering detailed information, a smooth buyer experience, and fast vehicle remarketing. Real-time tracking is also possible, meaning shortened delivery times, improved operational control, and boosted stock rotation.

‘It has been deployed in nine markets. It consists of two main components. One is the workflow system, and that covers the process over the entire vehicle lifecycle. The second one is the auction platform,’ outlined Alphabet International head of international operations René Lorr.

‘We found a way to build up every unified process into one single workflow. I think it is the backbone of the remarketing process by Alphabet, because this system connects the people, the data and the processes together, and it brings it to a very efficient and value-driven system,’ concluded BCA Europe chief commercial officer Tobias Münch.

The Automotive Update: Fleet Europe Days and a possible semiconductor crisis

What are the major themes from the Fleet Europe Days event? Could a new semiconductor crisis be brewing? How long did Italian electric vehicle (EV) incentive funding last? Tom Geggus, editor of Autovista24, discusses the week’s news in The Automotive Update podcast.

In this episode, Autovista24 journalist Tom Hooker discusses his time at one of Europe’s biggest fleet events. Then, as the industry prepares for a potential semiconductor crisis, the importance of Nexperia chips becomes apparent. Finally, understanding the popularity of EV incentives in Italy.

Subscribe to the Autovista24 podcast and listen to previous episodes on Spotify, Apple and Amazon Music.

Important topics for Fleet Europe

Fleet Europe Days took place in Luxembourg this week. It included a thought-leadership conference, exhibitor displays and the opportunity to test drive vehicles.

There were 84 exhibitors over the two-day event, including carmakers, fleet, leasing and rental companies, technology start-ups and giants, EV charging providers and more. Many of these companies were also involved in the conference area, discussing key automotive trends.

Two big topics covered were AI and software. One remarketing presentation focused on vehicle inspections and how the process can be automated with AI to improve processing speed. Another showed how an automated fleet workflow system can be integrated into an auction platform.

Other themes included sustainability and ESG, distribution models and gender diversity. Overall, the conference highlighted how complex the automotive industry is becoming. This makes it crucial for those within the sector to understand it from all angles.

 A semiconductor crisis for Europe?

Several carmakers have highlighted concerns with vehicle production due to a disrupted supply of semiconductors from Nexperia.

Volvo, Volkswagen, Honda and Nissan have all discussed the possibility of temporary production pauses, the Guardian has reported. This follows the Dutch government taking control of the Chinese-owned chip company last week.

Hildegard Müller, president of the VDA, recognised Nexperia as a major supplier of semiconductors. These components are used in electronic control units for vehicle electronics systems, alongside other relevant industries.

‘The situation could soon lead to significant production restrictions, or even a stop in production, if the interruption of Nexperia chip deliveries cannot be resolved in the short term,’ she commented.

Italy’s new incentive scheme

This week, the Italian Government launched an incentive scheme to help boost zero-emission mobility in the country.

When scrapping an older internal-combustion vehicle up to the Euro 5 standard, private buyers could receive up to €11,000 towards the purchase of a new electric car. Meanwhile, small businesses were eligible for up to €20,000 off an electric light-commercial vehicle. This scheme was backed by €595 million, with some funds supplied from the National Recovery and Resilience Plan.

However, the funding lasted just over 24 hours before being exhausted. A total of 55,680,000 vouchers were generated, reserving all of the subsidy funds, according to the ANSA news agency. One reason for this quick depletion could be that applications had to be submitted before the new vehicle was purchased. However, any funds that become available again will be reactivated for new applications.

Editor’s note: article has been updated. According to ANSA, 55,680,000 vouchers were generated, not 55,680 as previously stated.

Is an EV revolution brewing in the Baltics?

Latvia, Lithuania, and Estonia have all seen a notable electric vehicle (EV) uptake in recent years. What is behind this growth in the Baltics, and how bright is the future? Joanna Fabiszewska-Solares, market analyst at EV Volumes, examines the data with Autovista24 web editor James Roberts.

While EV adoption, made up of battery-electric vehicles (BEVs) and plug-in hybrids (PHEVs), remains inconsistent across Europe, some markets are pushing forward. In Portugal, every third car registered in the country last year was an EV. In Norway, BEVs account for almost 92% of new car registrations in 2024, according to EV Volumes data.

Three nations can be added to this trend: Latvia, Lithuania, and Estonia. Although not officially affiliated, they are strongly bonded through regional cooperation, historical ties, plus shared strategic and geopolitical interests.

One further thing they share is recent, and significant, uptake in BEVs and PHEVs. In all three light-vehicle markets, accounting for passenger cars and light-commercial vehicles (LCVs), the EV share reached double digits.

Underneath the apparent EV prosperity of these three geographically contiguous economies lies a complex set of circumstances. While Latvia and Lithuania are experiencing overall positive new-car sales spanning all powertrains, Estonia is seeing a more downbeat picture. The trio of markets needs to handle varying incentives, charging infrastructure challenges, and the forging of domestic energy independence.

Latvia leading the way

The second largest Baltic state in terms of population, at nearly 1.86 million, Latvia has developed a significant EV base. According to EV Volumes, between January and August, EVs accounted for 18.4% of the nation’s light-vehicle market.

This meant 2,842 plug-in light vehicles were sold in the country in the eight months. This is compared to 1,156 at the same point last year, with a 10% share of the market.

Between January and August this year, 1,076 BEVs took to Latvia’s roads, claiming a 7% market share. This was just 159 fewer than the 2024 total, which stood at 1,235, suggesting a new high will be achieved this year.

2023 set a high watermark for BEV sales in Latvia, in what was a strong year for the entire domestic automotive market. The powertrain achieved a 9.5% share of light-vehicle sales, with 1,800 units shifted. However, the following year saw a decline in BEV adoption as well as an overall fall in light-vehicle registrations.

Weaker BEV sales in 2024 were largely the result of stricter EU-wide CO2 emission standards and impending 2025 emission targets. This contributed to a year-end push to sell internal-combustion engine (ICE) vehicles across many other EU countries, including Latvia.

Underlining a pan-Baltic trend, PHEVs have enjoyed notable popularity in Latvia so far this year. Between January and August, the powertrain passed the 1,000-delivery mark for the first time, hitting 1,766 units. This is already up from 741 registered across 2024, with the powertrain achieving an 11.4% market share already this year.

Incentives driving EV uptake in Latvia

In 2023, EVs accounted for 11.6% of light vehicles taking to Latvia’s roads. This share remained stable at 11.5% in 2024, thanks mostly to an increased PHEV share. In isolation, the hybrid powertrain took a 2.1% share in 2023, then a 4.3% in 2024.

Amid the wider new light-vehicle market falling by 9.5% in 2024, the BEV market share dropped 2.3 percentage points (pp) last year. Conversely, BEV deliveries fell from 1,800 in 2023 to 1,235 one year later.

This year, major policy changes and increased availability of affordable models are supporting increased EV ownership. In April, the Latvian government raised the total funding support for EV and hybrid adoption by €11 million. This included EV purchase grants, setting subsidy levels at €4,500 for BEVs, and €2,250 for PHEVs.

Coupled with this, falling interest rates have resulted in higher corporate purchases and leasing. This has driven total light-vehicle registrations upwards, despite inflationary pressure.

Aligned with these incentives, BEVs, PHEVs, and hydrogen fuel-cell vehicles (FCEVs) remain exempt from registration tax. The policy amendments also increased the Operation Vehicle Tax (VEN) for internal-combustion engine (ICE) powered vehicles from January 2025.

EV Volumes forecasts that EV sales in Latvia’s passenger car segment alone will grow by 27.5% in 2026. This will be driven by the availability of affordable EVs, as well as the tightening of EU-wide CO₂ regulations.

Lithuania’s vibrant EV market

So far this year, Lithuania, the largest of the Baltic states, has seen a similar PHEV-driven electrification trend to Latvia.

Between January and August this year, the country saw 27,582 light vehicles registered. This puts it on course to meet last year’s total of 30,101 units. So, what percentage of these sales were attributable to plug-in hybrids?

Between January and August this year, 2,532 PHEVs were registered in the country. This is already an increase of 77.1% on 2024’s total, which stood at 1,430. BEV registrations reached 1,616 deliveries in the first eight months of this year. This is on course to exceed 2024’s total of 1,720. However, this is likely to be below 2023’s record of 2,034 units.

EV sales accounted for 15% of the Lithuanian light-vehicle market between January and August this year. This was up from 9.5% registered in the first eight months of 2024. EV growth has been mostly driven by increased PHEV registrations. The powertrain represented a 9.2% market share in the first eight months of this year, compared with just a 4.1% across the same period last year.

Looking further back, EV registrations have surged since reaching 8.1% in 2022. EV sales in the passenger car segment are projected to continue growing. A year-on-year increase of 36.5% is expected by the end of 2025, according to EV Volumes.

Varied EV incentives in Lithuania

Since 2021, EV purchase subsidies have been available in Lithuania. These include €5,000 for individuals, as well as a €1,000 scrappage bonus, extending to €4,000 for companies. BEVs are also exempt from road tax until the end of 2025. From 2026, these vehicles will receive a 75% discount.

Additionally, green tax reforms were introduced in January this year. This included the Corporate Income Tax Act (CIT), which is aimed at increasing taxable deductions for lower-emission vehicles. The sliding scale provides a maximum deduction of up to €75,000 for zero-emission vehicles (ZEVs).

Like Latvia, Lithuania’s EV sector has also benefited from falling interest rates. A growing number of leasing and renewal contracts from rental companies has helped push EV registrations up too.

When it comes to EV charging infrastructure, Lithuania leads the way in the Baltics. The country benefits from a higher density than Latvia and Estonia. According to EV Volumes, Lithuania has a total of 1,618 public EV charging locations. This is compared to 1,180 in Estonia and 1,172 in Latvia.

Estonia’s complex EV landscape

Compared with Latvia and Lithuania, Estonia’s new-car market is experiencing notable headwinds. While the three Baltic states all suffer from high inflation, Estonia possesses the second-highest rate in the EU at 6.2%.

This factor is contributing to a decline in domestic new light-vehicle sales. According to EV Volumes data, between January and August 2025, total light vehicle sales fell by 39.6%. This equated to just 8,275 units taking to Estonia’s roads in the period.

In particular, ICE sales have dramatically fallen since January. This increasing void has boosted the overall market share of EVs in the country, albeit compared with a low baseline. Although the longer-term forecast for relative EV growth is promising.

However, in volume terms, EV sales in Estonia are declining. Between January and August this year, 1,262 EVs were registered. This is compared with 1,387 in the same period last year, representing a 9% decrease. However, the EV share of passenger cars in Estonia increased to 17.3%, compared to 10.2% at the same point last year.

Estonia powertrain breakdown

Across the first eight months of 2025, BEVs held a 7.1% share of the overall light-vehicle market. Meanwhile, PHEVs took a 10.2% slice. In 2024, EVs accounted for 9.7% of the overall market, which amounted to 2,454 units. This was up from 2022, when 1,995 new EVs were registered.

Like fellow Baltic states, Estonia has rolled out incentives to boost EV uptake. The Motor Vehicle Tax Act was introduced in January. Like incentives in Latvia and Lithuania, it offers reduced vehicle tax for owners of EVs.

According to EV Volumes forecasts, passenger car registrations in Estonia will increase moderately by 3.9% year-on-year in 2026. EVs are forecast to expand, supported by ongoing tax exemptions and the EU-wide tightening of CO₂ emission standards. As a result, BEV and PHEV numbers are expected to grow by 42.8% year-on-year.

Launch Report: Mazda 6e introduces BEV technology to traditional design

The Mazda 6e is the first battery-electric vehicle (BEV) from the Japanese carmaker. On the outside, it has kept to its roots with a sporty design. But does this mask something entirely different? Phil Curry, Autovista24 special content editor, reviews the model alongside regional experts in this latest Launch Report.

Mazda may be more widely known for its roadster and coupé models. Now, the Japanese carmaker has delivered a sleek and sporty fastback, merging practicality and design with an all-electric powertrain.

But does Mazda’s first BEV provide something different for drivers? In an increasingly crowded marketplace, how can it stand out against the competition?

Autovista24’s latest Launch Report benchmarks the Mazda 6e against its key competitors in Austria, Germany and Spain. Regional experts also provide a breakdown of the car’s strengths, weaknesses, opportunities and threats.

Click here to open the interactive dashboard

Bold design for Mazda 6e

The Mazda 6e has an impressive appearance. The carmaker has incorporated its ‘Kodo’ design philosophy into the model. This ‘soul of motion’ concept provides flowing lines and a strong look, representing movement even when the car is standing still.

From the front, the grill area features integrated lighting, providing a 3D style on the flat surface. While some BEV models have moved to a no-grill design, Mazda has continued the look. This breaks up the front end of the 6e, giving it a defined, yet subtle stance.

Grey Mazda 6e photographed from the front travelling on a tarmac road.
Source: Mazda
Grey Mazda 6e photographed from the rear travelling on a tarmac road.
Source: Mazda
Grey Mazda 6e photographed from the side travelling on a tarmac road.
Source: Mazda

The side profile clearly demonstrates Mazda’s design philosophy. The hatchback features coupé-esque lines and a dramatically sloped rear that encapsulates the sportiness of the brand’s other models. At the rear, this sloping roof provides a longer look. Meanwhile, the indented boot lid arrows the car forward, highlighting the soul of motion.

Therefore, the Mazda 6e has a premium look that belies its pricing points. This should add to its appeal, especially among newcomers to the brand.

A different approach

Inside, the 6e provides a premium feel. The high-backed seats and long central section work to cocoon the driver and front passenger. A floating channel between the front seats also provides plenty of storage space, with drink holders and wireless phone charging.

The dashboard is rather sparse. Behind the steering wheel with its flat base is a 10.2-inch screen for driver information. Central on the dashboard is a larger 14.6-inch screen, while the rest of the cockpit narrows and wraps around to the door cards.

The 6e has been developed in partnership with the Chinese carmaker Changan. The vehicle controls demonstrate this arrangement most of all, as there are no physical buttons in the Mazda 6e.

Photo of the rear seats of the Mazda 6e
Source: Mazda
Front seats of the Mazda 6e
Source: Mazda
Open boot of the Mazda 6e
Source: Mazda
Digital dashboard display and steering wheel of the Mazda 6e
Source: Mazda

Instead, all settings are accessed via the touchscreen, a common feature in models hailing from China. For the Japanese carmaker, this feels like a departure, with previous models featuring an array of buttons and knobs for easy access.

While the interior offers a clean and minimalist design, the controls are tricky to access. There is a permanent toolbar at the bottom of the screen, which grants users access to the climate controls.

In the back, the sloping roofline does hamper headroom for taller occupants, while a higher floor does hinder comfort. However, there is plenty of legroom for all, thanks to the model’s size.

The 330-litre boot space is ample. The Mazda 6e also comes with a 70-litre frunk, for cable storage and additional practicality.

Options in the Mazda 6e

Mazda is offering the 6e with a choice of two batteries. The shorter-range model comes with a 68.8kWh LFP battery unit, while the longer-range version has an 80kWh NCM power cell.

According to the carmaker, the smaller battery provides a range of up to 300 miles (482km). Meanwhile, the larger unit offers 345 miles of range. However, it is the LFP that provides better charging times, going from 10% to 80% in 22 minutes. It also provides the electric motor with a 0-62mph performance of 7.6 seconds.

The NCM unit is limited to a maximum charging rate of 90kW. This means a 10% to 80% refresh takes 45 minutes, while it achieves 0-62mph in 7.6 seconds. With a difference of just 45 miles between the two options, buyers will need to consider which is more important: distance or charging time.

A new ride

The acceleration can occasionally feel sluggish, especially at higher speeds. The Mazda 6e does not perform at the level of other BEV models in this regard. Steering is smooth, but it can feel disconnected, while there is very little body roll.

Close up photograph of the Mazda 6e grille.
Source: Mazda
Photo of a Mazda 6e alloy wheel with tyre.
Source: Mazda
Photograph of the rear spoiler of a grey Mazda 6e
Source: Mazda

Braking is also good, but there is no option for one-pedal driving, as seen in some other all-electric models. Mazda offers four regen braking modes in the 6e, but these are accessed via the touchscreen, instead of on the steering wheel. This means some drivers may leave the standard braking levels for convenience and miss out on the extra energy.

Overall, the Mazda 6e is an elegant and well-designed car to look at. The driver and passengers will feel comfortable in a car that belies its status. However, the model is a departure for the carmaker. As its first BEV, some of the traditional Mazda elements, such as performance and interactivity, have been lost. Yet for newer drivers who do not have these views of the brand, the Mazda 6e should appeal.

View the interactive dashboard, which benchmarks the Mazda 6e in Austria, Germany and Spain. The interactive dashboard presents new prices, forecast residual values, and SWOT (strengths, weaknesses, opportunities, and threats) analysis.

Global EV market sees growth slow in August

The pace of electric vehicle (EV) sales growth has slowed globally. But which countries, powertrains and models are at the forefront of this trend? Autovista24 editor Tom Geggus investigates the latest data from EV Volumes.

Including battery-electric vehicles (BEVs) and plug-in hybrids (PHEVs), 1,802,584 EVs were sold globally during August. This marked a 21.5% year-on-year increase, according to EV Volumes. However, this rate of growth has slowed consistently since April, when deliveries were up by 37.9%.

Between January and August, 13,062,688 EVs hit the roads, equating to a year-on-year increase of 31.2%. Whether this rate of growth is further stunted will be a matter of several interlocking factors.

EV powertrain performance

First, it will depend on the performance of the two powertrains. BEVs have seen a varied performance across 2025, from a 57% boost in February to a slower 25.2% rise in May. In August, global all-electric sales increased by 27.4% to 4,740,276 units. In the first eight months of 2025, a total of 8,322,412 BEVs were sold, up 33.5%.

Unfortunately, PHEV declines have been far more consistent. Following a 44.3% spike in sales during May, the powertrain has seen its rate of growth drop month after month. In August, deliveries were up by 11.8% to 630,356 units. This put the cumulative total to 4,740,276 sales, up 27.4%.

This trend has been driven by the powertrain’s performance in China. In August, 75.2% of all PHEV sales took place in the country. However, its sales volume grew by just 4.7%. This follows a slow July, which produced the powertrain’s worst year-on-year performance since June 2020.

This was behind the US, where deliveries rose 24%, and Germany, where sales increased by 77.7%. However, these two countries only made up 5.4% and 3.8% of the global PHEV market, respectively.

In September’s report, European countries like the UK and Germany can be expected to see even greater EV sales. This will be the result of regional effects, such as changes to incentives and registration plates. It seems unlikely that this will be enough to bolster results in the year-to-date, however.

So, PHEVs have slowed global EV growth, and China’s market for the powertrain has cooled. But how have individual models been impacted by these trends?

Poor PHEV growth performance

Only four PHEVs in August’s top 10 managed to avoid year-on-year sales declines. However, these models only became available within the last 12 months, so no comparisons are possible.

Meanwhile, established models in the top 10 all saw declines in the month. These cars are seeing a slower market, as well as increased competition from younger, more advanced vehicles.

The BYD Qin Plus saw deliveries drop by 18.1% compared with August 2024. Its volume of 26,833 units equated to a market share of 4.3%, down from 5.8% a year prior. While this downturn will be bad news for the carmaker, it was one of the smallest falls in the top 10.

EV Volumes categorises extended-range electric vehicles (EREVs) alongside PHEVs. This powertrain uses a combustion engine as a generator for the battery system, instead of directly powering the wheels.

The technology has received increasing attention and popularity, with the Aito M8 coming second in August. It recorded 21,537 sales and a 3.4% market share. However, the model is relatively new to the market, with its first sales recorded in April this year.

The BYD Song Plus, also known as the Seal U in select markets, came third with 20,097 sales. This equated to a drop of 36.8%, as its market share fell by 2.4 percentage points (pp) to 3.2%.

The BYD Seal 6 finished fourth as its deliveries dropped by 44% to 19,031 units. This meant its market share was halved from 6% in August 2024 to 3% in August 2025. Fifth place went to the BYD Song Pro, which saw sales fall by 30.5% to 16,154 units. This meant its share slid by 1.5pp to 2.6%.

New entrants pack a punch

With sales first recorded in June this year, the BYD Sealion 06 has stepped up deliveries. The model reached 15,019 units, taking a 2.4% market share in August. This posed issues for established models in the top 10.

In seventh, the BYD Qin L’s market share fell by 4.4pp to 2%. It saw the largest delivery drop in August’s top-selling PHEV table, down 65% to 12,600 units. There was increasing pressure from newer Geely models as well.

The Galaxy A7 first recorded sales in June 2025 and took a 1.9% share in August with 12,078 units. Meanwhile, the Galaxy Starship 7 hit the market in November 2024, and 10 months later, it recorded 11,431 sales. This gave it a 1.8% market share in August, putting it ninth. However, the model’s performance has slowed after a strong start to the year.

The Li Auto L6 was knocked downwards as its hold on the global PHEV market loosened by 2.6pp to 1.8%.  It recorded 11,313 deliveries, equating to a drop of 54.6%.

BYD’s changing places

Between January and August, the BYD Song Plus managed to retain the top spot with a 5% market share. Having moved 239,110 units, its nearest competitor was the BYD Qin Plus, which moved up to second place. It recorded 162,564 sales and a 3.4% share.

This knocked the BYD Song Pro into third as it represented 3.3% of the market with 158,617 deliveries. The BYD Seal 6 finished fourth with a 3.1% share and 147,383 sales.

The first non-BYD model in this top 10 was the Li Auto L6 with 122,637 units and a 2.6% market share. It was followed by three more BYD models, highlighting the brand’s relative dominance.

The Qin L was sixth with a 2.5% share and 119,200 sales in the first eight months of the year. Then came the Song L with 99,885 deliveries and a 2.1% hold. Only 1,442 units behind was the BYD Destroyer 05, also known as the Seal 05. It recorded 98,443 sales and a 2.1% share. Neither the Song L nor the Destroyer 05 placed in August’s top 10.

The Galaxy Starship 7 came ninth with a 1.9% hold and 91,288 deliveries. The Auto M8 moved up to 10th, taking the place of its sibling, the Aito M9. The M8 recorded 83,327 sales and a 1.8% share.

Tesla Model Y maintains growth

The Tesla Model Y held on to the top spot in August’s global BEV top 10. Its deliveries increased by 7.8% year on year to 105,904 units, accounting for 9% of the total market. However, this was down by 3.7pp from a year ago. Having struggled at the start of the year, August marked the third consecutive month of volume improvement for the US model.

After first recording sales in September last year, the Geely Geome Xingyuan claimed a 3.9% market share. Its 46,057 sales allowed it to secure second, ahead of the Tesla Model 3, which moved 43,556 units, down 4.2%. Accordingly, the sedan’s market share dropped by 1.2pp.

In fourth, the Wuling Mini’s deliveries increased by 43% to 37,838 units. Its grip on the market tightened by 0.3pp to 3.2%.

BYD places four BEVs

The first of four BYD BEVs arrived in fifth. With 29,331 sales, the BYD Seagull, also known as the Dolphin Surf, saw deliveries decline by 33.2%. Its market share reached 2.5%, down from 4.8% a year prior.

The BYD Yuan Up, also known in some markets as the Atto 2, came sixth. Its sales increased by 10.6% to 21,634 in the month. This meant its market share grew by 0.3pp to 1.8%.

The Xiaomi SU7 followed with a 1.7% share and 19,877 deliveries. This was the largest sales growth recorded in the top 10, up 51.3%. Its grip on the market also increased by 0.3pp to 1.7%.

While the BYD Dolphin was only 238 units behind with 19,639 sales, this equated to a delivery drop of 8.3%. Its share also declined, from 2.3% to 1.7%. However, this was better than the BYD Yuan Plus, also known as the Atto 3. Taking ninth, its sales nosedived by 43.7% to 18,683 units. Accordingly, its share hit 1.6%, down 2pp.

Taking 10th was the Xiaomi YU7. After first recording deliveries in June this year, it claimed a 1.4% market share with 16,295 sales.

Tesla’s top two

The annual BEV chart remained static for the second month in succession, with no position changes. Between January and August, Tesla held the top two spots, with the Model Y in first and the Model 3 in second.

The all-electric crossover recorded 657,313 sales and claimed a 7.9% share. Its sedan sibling took less than half this amount with a 3.6% share and 302,914 deliveries.

The Geely Geome Xingyuan came third as it continued to close the gap with the Tesla Model 3. Its cumulative 295,434 sales were only 7,480 units away from second place as it made up 3.5% of the market.

The BYD Seagull made up 3.1% of the global BEV market with 259,615 sales. The Wuling Mini finished fifth with 235,315 deliveries and a 2.8% share. With a 2.4% hold, the Xiaomi SU7 came sixth with 200,132 sales.

The BYD Yuan Plus was seventh with a 2% share and 163,576 sales. In eighth, the BYD Yuan Up recorded 142,771 deliveries and a 1.7% share. The BYD Dolphin came ninth with a 1.6% share and 136,049 sales. Then in 10th place was the Wuling Bingo, accounting for 1.4% of all BEV sales, with 119,978 units.